CHECKPOINTS
ENGINE
The guys at focusrsoc.com concur with the specialists that the five-cylinder engine is proving wonderfully resilient, even when taken to 400bhp and in some cases even more. It’s worth stating, though, that Ford’s recommended servicing intervals are long; most specialists suggest an annual service, especially for tuned cars, so the first thing to check for is evidence of fastidious servicing.
An early issue was with the original plastic plenum being blown apart by backfires. Ford addressed the problem with a remap that was carried out under recall, ostensibly for a ‘hard brake pedal’, but some tuned cars still experience problems and a cast alloy replacement manifold is a popular upgrade. That said, Andy Williams at focusrsoc.com has owned his car from new in 2009, clocked up 125,000 miles and is still on the original plenum.
The timing belt isn’t officially due for replacement until 125,000 miles or ten years, whichever comes soonest. However, for peace of mind, experts like Graham Goode Racing say it’s well worth getting its condition checked. Camshaft oil seal failure is quite common and when the oil runs down the front of the engine it can contaminate the belt, making it weaker. As the assembly is enclosed by covers, a leak isn’t always obvious. Replacing the seals plus the timing belt and tensioner costs around £450, and most owners get the water pump replaced at the same time – an additional £160.
While you’re looking around and under the engine, check for leaks from the radiator, which isn’t the most durable.
TR ANSMISSION
The gearbox and diff are proving robust, even when the engine has been tuned, but do look out for any signs that the clutch is on the way out. Replacement takes over five hours, so it’s an expensive job: specialist GGR charges around £1400 if you replace the flywheel as well.
SUSPENSION, STEERING, BR AKES
The suspension is generally hard-wearing. If you hear any knocking on the test drive, it’s probably the front lower arm bushes requiring attention, but this is normal wear and tear. Check the tyres for even wear across the tread – correct alignment is critical for both the handling and to preserve the tyres. The OE tyres were 235/35 R19 Continental Sportcontacts, though many owners now favour Michelin Pilot Super Sports – at around £180 per corner, it’s worth checking they’ve plenty of life left in them.
Tyre and brake wear varies widely. Andy Williams says he gets well over 20k from a set of Super Sports, switching to Conti TS830S in winter. With the brakes,
it’s worth noting that the rears tend to wear faster than the fronts – the effect of ESP – so check pads and discs all round.
BODY, INTERIOR, ELECTRICS
No serious structural corrosion issues as such, but some cars suffer superficial corrosion, and the first place to check is around the wheelarches. Also check for uneven panel gaps and signs of overspray that could indicate accident repairs, but note that Ford’s paint plant had trouble panel-matching the Ultimate Green paint in particular, so don’t automatically suspect accident damage if you see slight colour variance between panels.
The interior is hard-wearing but it’s worth paying attention to the front seat bolsters, especially if the car has the leather Recaro upgrade, which seems to wear slightly less well. Rattles, particularly from within the doors, can be tricky to trace and fix.