Car Model Guide/ Ford/ Kuga/ C394/ 2.0 TDCi

2.0 TDCi G6DG

The PSA DW10 family diesel in Ford form, and the engine most Kugas were sold with. It's torquey and durable, and the particulate filter, the turbo vanes and the dual-mass flywheel are where the money goes.

Overview

The 2.0 TDCi is the G6DG diesel version of the Ford Kuga SUV (C394), sold 2008–2012 with 136 PS and manual or automatic. Demands diligence at level 3. The Haldex coupling, the dual-mass flywheel and the particulate filter are all meaningful bills on this car. 5 failure modes are recorded against its engine, gearbox, chassis and shared components. Prices on this page are illustrative placeholders rather than a sourced market sample. See the methodology for how the bands are derived.

Ford Kuga SUV (C394) · photo Ford Kuga (seit 2008) 2.0 TDCi front MJ by No machine-readable author provided. M 93 assumed (based on copyright claims). · CC BY-SA 3.0 · Wikimedia Commons

Power136 PS

Torque320 Nm

Years2008–2012

Fueldiesel

DriveFWD / AWD

EnginesG6DG

Biggest risks

Ranked by probability × repair cost. 5 recorded in total.

52Demands diligence

PowerShift wet dual-clutch shift faults and control module failure€250–€2,800partly checkable
DPF clogging and forced regeneration€250–€1,800partly checkable
Variable-vane turbo actuator sticking€400–€1,200checkable

Risk level −22 · Likely spend vs price −26 · all issues →

System by system9 systems reviewed · 6 with no recurring fault reported

Engine✓ clearNo recurring fault reported for this system on this engine.

Fuel system✓ clearNo recurring fault reported for this system on this engine.

Turbo & intakewatchVariable-vane turbo actuator sticking, €400–€1,200.

Cooling✓ clearNo recurring fault reported for this system on this engine.

Emissions⚠ attentionDPF clogging and forced regeneration, €250–€1,800.+1 more in this system

Transmission⚠ attentionPowerShift wet dual-clutch shift faults and control module failure, €250–€2,800.+1 more in this system

Electrics✓ clearNo recurring fault reported for this system on this engine.

Suspension & brakes✓ clearNo recurring fault reported for this system on this engine.

Body & interior✓ clearNo recurring fault reported for this system on this engine.

Known issues, ranked by expected cost

Faults recorded against this engine, its components and its chassis, ranked by likelihood × repair cost. Costs are indicative ranges with a stated labour basis.

PowerShift wet dual-clutch shift faults and control module failureFord PowerShift 6DCT450 six-speed wet dual clutch€250–€2,800

Harsh or delayed shifts, a judder when pulling away or at low speed, a transmission warning, and in later stages limp mode with only some gears available. This is the Getrag six-speed wet-clutch unit, and it depends on its fluid and filter, which are usually left alone for the life of the car. Its control module and solenoids also fail, and a fault in either feels like a clutch problem from the driver's seat.

Check: Drive from cold through slow traffic and feel for judder, flare or a delayed engagement, then scan the transmission for stored faults. Ask for the fluid and filter record, since most of these have never had one.

TransmissioncommonPartly detectableevidence: documented80–160k km

DPF clogging and forced regenerationDPF€250–€1,800

Warning light, limp mode, oil level rising above the maximum mark from fuel dilution. The filter needs sustained hot running to regenerate. A car used for short urban trips never completes a regeneration cycle.

Check: Read the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.

EmissionscommonPartly detectableevidence: documented120–250k km

Variable-vane turbo actuator stickingvariable-vane turbo€400–€1,200

Sudden loss of power on a hard pull, limp mode that clears on restart, underboost or overboost codes. Soot binds the variable vanes or the actuator linkage seizes.

Check: Do a full-throttle pull in third from 1,500 rpm to the limiter. Hesitation or a drop into limp mode is this fault. Do this twice.

Turbo & intakecommonDetectable at viewingevidence: documented130–250k km

Haldex coupling pump failureC394 body€150–€1,300

Four-wheel drive that no longer engages, a warning light, or the front wheels spinning on a wet junction when the rear should be helping. The Haldex coupling depends on clean oil and a small filter, and the service is short and cheap and widely skipped. Debris then blocks the filter and the pump fails, leaving the car front-drive.

Check: Ask when the Haldex oil and filter were last changed and get the date in writing. On the test drive, pull away briskly from a standstill on a loose or wet surface and feel whether the rear takes up any drive.

DrivetraincommonPartly detectableevidence: documented80–160k km

EGR cooler leakEGR cooler€400–€1,000

Coolant loss with no visible external leak, white smoke, sweet smell. The EGR cooler cracks internally and leaks coolant into the intake. BMW recalled affected diesels over a fire risk from glycol deposits igniting.

Check: Check coolant level and look for unexplained top-ups in the service history. Verify the recall was carried out. It's free and searchable by VIN.

EmissionsoccasionalPartly detectableevidence: manufacturer120–250k km

Ranked by probability × repair cost, not by how loudly a failure is discussed. Inherited from the engine, gearbox, chassis and shared components, each written once.

Pre-purchase inspection

The same issue records, reordered into the sequence you can actually check them in: cold start, static, drive, paperwork.

5 checks · saved in this browser ·

1On the driveInclude low-speed manoeuvring, not just an open road.

PowerShift wet dual-clutch shift faults and control module failureDrive from cold through slow traffic and feel for judder, flare or a delayed engagement, then scan the transmission for stored faults. Ask for the fluid and filter record, since most of these have never had one.Variable-vane turbo actuator stickingDo a full-throttle pull in third from 1,500 rpm to the limiter. Hesitation or a drop into limp mode is this fault. Do this twice.

2PaperworkOn these cars the folder is most of the value.

Haldex coupling pump failureAsk when the Haldex oil and filter were last changed and get the date in writing. On the test drive, pull away briskly from a standstill on a loose or wet surface and feel whether the rear takes up any drive.EGR cooler leakCheck coolant level and look for unexplained top-ups in the service history. Verify the recall was carried out. It's free and searchable by VIN.

3OBD scanMandatory. A seller who refuses a scan has answered the question.

DPF clogging and forced regenerationRead the DPF soot load and the distance since the last regeneration on a scan tool, and check the engine oil level and smell it for diesel. Ask what the car was used for. A short-trip city diesel is the wrong car regardless of mileage.

Mileage and servicing

What the odometer does and doesn't tell you here, plus the service items whose neglect causes the expensive failures above.

The engine handles distance well and it's the driveline that sets the limit. Ask about the Haldex oil and the clutch before you weigh the odometer.

Service item	Interval	Cost
Haldex oil and filter The coupling pump fails when the service is skipped.	every 40,000–60,000 km	€150–250
Engine oil and filter Low-ash oil protects the filter.	15,000 km or annually	€90–140

What to pay

What this engine sells for, against the median of every engine in the chassis. All figures are illustrative placeholders. See the basis chips.

median €6k

€3.8k€4.9k€9.2k

Cheapfind the reasonGood buyif it checks outFairnormal moneyOverpricedneeds justifying

Asking price (€)Mileage (km)

Enter an asking price to get a verdict against this variant's band: cheap, fair, good buy or overpriced.

United States vs Europe

1 EUR = 1.08 USD · 2026-07

🇪🇺 Europe · EUR€4,900band €3,800–€9,200

🇺🇸 United StatesNot sold2.0 TDCi G6DG was never a US-market car

What that meansNo US band exists to compare. Any car you find there's a private import, parts and specialist knowledge are thinner, and the price says more about import cost than about the market.

US figures are the EU band converted at a stated rate. No US market differential is modelled: we hold no sourced US asking prices, and inventing one would be worse than saying so. What the comparison does show for real is availability. Most of this range was never sold in the US.

ModelFord Kuga 2.0 TDCi
ChassisC394
EngineG6DG
Years2008–2012
MarketCentral EU
Windowrolling 12 months to 2026-07

Good buy at or under the marker · Median asking price · bar spans the 10th to 90th percentile · dashed line is the c394 median, all 2 engines

Good buy isn't the same as cheapest. The good-buy figure assumes the known failure items are either done with receipts or verifiably not yet due. Full breakdown by facelift phase →

Buyer notes

Our judgement, kept separate from the records it's built on.

Our read, not a record

The Kuga drives better than most of its rivals because it's a Focus underneath, and this diesel suits it well. On four-wheel-drive cars the Haldex coupling needs its oil and filter changed, and when that's skipped the pump fails. Listen for rattle from the dual-mass flywheel at idle and feel the clutch take-up. So check the particulate filter history, and if the car is a PowerShift automatic, ask what gearbox work has been done.

Everything above this line comes from the issue and specification records. This paragraph is our judgement on top of them. See how we reach it.

Full specification

Manufacturer figures for this engine and body, as recorded in the variant and engine data.

Engine code	G6DG/UFDA 2.0 TDCi
Configuration	I4, turbocharged · 1997 cc
Fuel / injection	diesel · common rail
Model years	2008–2012
Facelift phase	Pre-facelift only, to -1
Power / torque	136 PS · 320 Nm
Transmissions	6-speed manual · 6-speed PowerShift
Gearbox families	Ford MMT6 / Durashift six-speed manual · Ford PowerShift 6DCT450 six-speed wet dual clutch
Drivetrain	FWD · AWD
Economy (real-world)	6–7.5 l/100 km mixed
Markets	EU