2014 Mazda 6 2.2L Diesel · LR64 AEC

A pattern of emerging front suspension wear is the defining mechanical story of this 2014 Mazda 6, evidenced by the advisories recorded at the most recent test on 25 October 2025 where the car passed. After four consecutive clean tests from 2021 through 2024, the 2025 examination introduced its first set of advisories, most notably slight play in the nearside front lower suspension arm ball joint. A ball joint clearance finding on a 12 year old vehicle is a well known wear point that tends to progress with mileage and age, so the shift from a clean sheet to multiple advisories in a single test warrants close attention even though the car remains currently roadworthy. The accompanying exhaust heat shield insecurity at the backbox is a minor cosmetic and noise related issue rather than an emissions or structural concern, but together these items suggest the vehicle has now entered the stage of its life cycle where consumable and suspension components are beginning to demand closer scrutiny. With 111,873 miles recorded against 12 years of age, this Mazda 6 has covered an average of roughly 9,323 miles per year, which sits comfortably within the typical band for a UK vehicle of its age and class. The MOT history shows consistent annual testing with no extended absences from the road that would suggest a long lay up or interrupted use, and the mileage progression between tests appears steady rather than showing any unusual spikes or gaps. Mechanically, this kind of regular daily type mileage is generally favourable for a turbocharged diesel or petrol saloon because it keeps the drivetrain, exhaust system and brake components thermally cycled and exercised, though it does mean that higher wear items such as suspension links, engine and gearbox mounts, and clutch or torque converter components will have accumulated substantial cumulative load. The absence of any recorded brake, exhaust or corrosion advisories over the previous four tests is a positive indicator for a vehicle that has clearly been in regular service. For a prospective buyer, the nearside front lower suspension arm ball joint flagged in 2025 should be the priority mechanical inspection item. On a test drive, listen for any clonking or knocking from the front end over uneven roads, speed humps and potholes, and feel for vagueness or a slight knocking through the steering wheel when turning at low speed. With the steering on full lock, any pronounced clunking as you turn suggests the ball joint wear has progressed beyond the advisory stage. A full inspection of the front suspension including the nearside arm, its bushes, and the corresponding offside component for symmetry is sensible, as a worn ball joint on one side typically precedes similar wear on the opposite side on a vehicle of this age and mileage. Replacement is a relatively straightforward job but involves a wheel alignment afterwards, so any negotiation should account for both the parts cost and the four wheel geometry charge. The tyre advisories for cracking and perishing on both rear tyres should also be checked carefully, as perished sidewalls can fail catastrophically even when the tread depth appears adequate. Inspect the rear tyres in person for visible sidewall cracking, especially on the inner shoulder which is difficult to see without rotating the wheel, and confirm the tread depth is genuinely above the legal 1.6mm minimum across the full width. The minor mirror mounting issue is trivial and easily corrected, but confirm the nearside mirror housing is securely fixed and does not vibrate or shift at speed. Finally, given the vehicle is now entering its second decade of service, a thorough underside inspection on a ramp for corrosion to the rear backbox mounting area, brake pipes, and subframe mounting points would be money well spent, since no corrosion advisories have yet appeared in the MOT record but salt exposure in UK winters over 12 winters will progressively affect these areas.