Ford Focus II vs Kia Ceed I: which is more reliable?
According to the MotorFiable Score, the Ford Focus II (6.1/10) has fewer serious documented faults than the Kia Ceed I (5.0/10), mainly because of their engines.
| Item | Ford Focus II | Kia Ceed I |
|---|---|---|
| Segment | Compact | Compact |
| Years | 2004–2011 | 2006–2012 |
| MotorFiable Score | 6.1 out of 10 | 5.0 out of 10 |
| Engine score | 5.7/10 | 4.1/10 |
| Most recommended engine | 1.25/1.4/1.6 Ti-VCT · With caution | 1.6 CRDi · With caution |
| Score for the rest of the car | 6.5/10 | 5.9/10 |
| Suspension | 7.2 out of 101 faultMedium severity | 8.4 out of 101 faultMedium severity |
| Brakes | 8.6 out of 101 faultCritical severity | 7.1 out of 101 faultCritical severity |
| Steering | 8.6 out of 101 faultMedium severity | 8.2 out of 100 faults |
| Gearbox and clutch | 7.9 out of 101 faultHigh severity | 7.9 out of 101 faultMedium severity |
| Electrical system | 7.3 out of 102 faultsHigh severity | No documented faults |
| Electronics and infotainment | No documented faults | 9.3 out of 101 faultLow severity |
| Bodywork and interior | 8.1 out of 100 faults | 7.8 out of 102 faultsHigh severity |
Scores out of 10: the higher, the fewer serious documented faults. How we calculate them
Main faults of the Ford Focus II
Outside the engine
- High severityFrequency: OccasionalGearbox and clutchDual-mass flywheel and clutch wear on the dieselsOn the diesels, above all the 1.8 TDCi 115, the dual-mass flywheel wears out and can damage the clutch, with vibrations at idle, judders when engaging a gear and, occasionally, leaks in the pedal's hydraulic circuit.Repair (garage): €1,800–€2,850
- High severityFrequency: OccasionalElectrical systemAlternator fault with false battery, ESP and power steering warningsThe alternator is the most repeated electrical fault of the Focus II across all engines: an unstable charge lights the battery and ESP warning lights for no real reason and, in the most pronounced cases, an occasional loss of power steering assistance may be noticed.Appears at around 60,000 km
- Medium severityFrequency: CommonSuspensionPremature wear of shock absorbers, suspension bushes and wheel bearingsThe Focus II's shock absorbers, suspension bushes and wheel bearings wear out sooner than expected: a 2021 German technical inspection report points to wheel bearings as a frequent finding on units from the final years of production.
In their engines
- High severityFrequency: Very frequent1.6 HDiTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
- High severityFrequency: Very frequent1.6 HDiTiming belt failure and premature wearOn the 8-valve 1.6 HDi/e-HDi 112/115 built between October 2010 and September 2011 the belt could break and leave the car stranded. PSA covered the repair and in 2014 preventively replaced the belt and crankshaft sprocket on those that had passed 120,000 km.
- Critical severityFrequency: Occasional1.8 TDCiBreakage of the timing belt or of the high-pressure pump's belt (running in oil)Yes: the 1.8 TDCi combines a dry belt for the camshafts with a second belt, running in oil, that drives only the Delphi high-pressure pump. If the tensioner fails or replacement is neglected, the engine can cut out suddenly or suffer serious internal damage.Appears at around 110,000 km
Main faults of the Kia Ceed I
Outside the engine
- Critical severityFrequency: OccasionalBrakesFaulty brake master cylinder on Ceed with ESP built in 2008-2009Yes: in 2010 Kia recalled cee'd models with ESP built between 1 April 2008 and 30 March 2009, because the brake master cylinder could fail to deliver the expected force and lengthen braking distance. The inspection and, if necessary, replacement of the part were free of charge.
- High severityFrequency: OccasionalBodywork and interiorRusted fuel tank straps: the tank can come looseThis is a documented weak point of the Ceed I: according to Germany's KBA, corrosion can eat through the straps holding the fuel tank, causing it to drop. The fix is to replace the tank mounting; it affects cars up to model year 2010.
- Medium severityFrequency: CommonGearbox and clutchPremature clutch and dual-mass flywheel wearThe clutch is a weak point of the Ceed I: Gebrauchtwagenberater advises budgeting for a replacement between 60,000 and 100,000 km, especially on diesels, and fiches-auto also records dual-mass flywheel failures on the 2.0 CRDi 140. It is a workshop repair, not a campaign.Appears at around 60,000 km
In their engines
- Critical severityFrequency: Common1.6 CRDiTiming chain stretchThe two timing chains of the U2 D4FB (one of which also drives the high-pressure pump) tend to stretch at around 120,000-150,000 km, with a characteristic metallic rattle. If left unattended, the chain can jump teeth and cause the pistons and valves to collide.Appears at around 120,000 km
- High severityFrequency: Occasional1.6 CRDiPremature variable-geometry turbo (VGT) failureThe first units of the U2 D4FB (up to ~2009) had variable-geometry turbos that could fail between 30,000 and 100,000 km; the manufacturer corrected this with an ECU update. On later engines, the actuator can seize because of carbon build-up.Appears at around 30,000 km
- High severityFrequency: Occasional1.6 CRDiFuel pressure regulator and injectors sensitive to diesel qualityThe common-rail pressure regulator can seize and bleed off too much fuel, which makes starting difficult; the system works at a high pressure (around 1,600 bar) that makes it sensitive to poor-quality diesel, and the injectors need individual coding if they are replaced.