2005 Ford KA 1.3L Petrol · HK05 ADX

A clear pattern emerges from the MOT history of this 2005 Ford Ka: chassis corrosion has been a steadily worsening theme across every test in the recorded period, while a more recent cluster of failures points to electrical and wiper faults rather than fundamental structural collapse. The most recent test on 23 March 2026 was a pass, but it carried advisories for surface corrosion to both outer sills and both front outer floor pans, together with slight play in the offside front suspension arm ball joint and the offside front upper Macpherson strut ball joint. Looking back through 2024 and 2023, the same areas of the bodyshell — outer sills, lower sill panels, front outer floor pans, and front inner wing stress panels — have been flagged repeatedly, with the 2024 test adding the front inner wing stress panels as an additional corrosion site. The two failures in the record (December 2024 and October 2023) are not structural but rather a collection of relatively inexpensive electrical and visibility items: a non-working horn, inoperative rear number plate and position lamps, a failed stop lamp, indicator and washer faults, and an ineffective wiper. The 2021 failure is the more mechanically significant event, with fractured front and rear coil springs and an inoperative offside front indicator, and that suspension issue sits alongside the corrosion narrative as the primary mechanical concern for any prospective buyer. With five recorded MOT tests over roughly five years and a current odometer reading of 52,338 miles, this Ka is averaging only about 2,500 miles per year — a notably low figure for a 21-year-old vehicle that has clearly been used as occasional or short-hop transport rather than a daily driver. The mileage progression between tests also confirms genuine low use: the readings imply roughly three to four thousand miles between consecutive tests rather than any long, high-mileage gaps. Mechanically, low annual mileage of this kind generally means the engine, clutch, gearbox and major drivetrain components have accrued relatively little wear, but it also means the undercarriage has had ample opportunity to develop surface oxidation, and items that suffer from standing — battery health, brake callipers binding or seizing through lack of use, dry rubber boots and bushes, and perished tyres — become more relevant than on a high-mileage car. The advisories on tyre cracking and perished tread from 2023 and 2024 are consistent with a vehicle that sits for extended periods between short journeys. On a physical inspection, the corrosion items already documented should be examined with a torch and ideally with the car on a ramp. Pay particular attention to the outer sills, the lower sill closing panels, the front outer floor pans, and especially the front inner wing stress panels flagged in December 2024 — these are structural areas, and what begins as MOT-testable surface corrosion can progress quickly into perforation once it has been recorded twice on the same panel. Run a gloved hand along the inside of the sills and check for any soft metal, bubbling under the underseal, or daylight visible from inside the boot through the rear wheel arch. Inspect the front inner wings for distortion or thickening of the metal, which can indicate previous repair or filler. The coil springs replaced after the 2021 fracture should be checked for any sagging or uneven ride height, and the offside front suspension arm ball joint and upper Macpherson strut ball joint play noted in March 2026 should be re-evaluated by rocking each front wheel with the car on the ground and listening for clonks over bumps at low speed, particularly over speed humps. During the test drive, listen for any clonking or knocking from the front suspension over uneven surfaces, which would indicate that the noted ball joint play has progressed, and feel for any steering wander or pulling that could point to worn strut mounts or top bearings. Listen for a continuous or intermittent tick from the offside front engine area consistent with the oil leaks noted in 2021, 2022, and 2023 — confirm the oil level on the dipstick is at the maximum mark before driving and that there are no fresh drips on the driveway or underside after the test route. Test every electrical function methodically: indicators, horn, all four position lamps, both number plate lamps, both reverse lamps, brake lights (best checked with a reflection or assistant), the front wipers on every speed setting, and the headlight main and dip beams, since the 2023 and 2024 failures cluster around these very items. Finally, check all four tyres for sidewall cracking and confirm the tread depth with a gauge rather than relying on the wear indicators, as cracking was specifically advised against at the last two tests and perished rubber on a low-mileage car of this age is an immediate replacement cost rather than an advisory that can be deferred.