2021 Ford Kuga ST-Line Edition Ecoblue A 1.5L Diesel · YO70 AEV

An early engine oil leak flagged at the most recent MOT on 5 March 2026 sits at the centre of this Kuga's mechanical story. Although the seepage was deemed not excessive on that date, it accompanied a major failure for a malfunctioning tyre pressure monitoring system, meaning the vehicle failed its test outright on that occasion despite having no structurally significant defects. It is worth noting that the same date also shows a pass entry, which reflects a re-test or partial submission after the TPMS defect was likely rectified. The 2025 test produced two rear-tyre advisories, both Continental 225/60R18 units worn close to the legal limit and showing edge wear, while the 2024 examination returned a completely clean record with no advisories whatsoever. Taken together, the trend across these three tests is one of a largely tidy vehicle that has begun to show wear-related issues consistent with sustained use, particularly around powertrain sealing and rear-axle consumables. The recorded mileage of 60,295 miles against a 2021 registration equates to roughly 12,059 miles per annum, which is materially above the typical 8,000 to 10,000 miles expected of a privately owned SUV of this age. Annual mileage gaps are minor and consistent, with no extended periods off the road, so the higher-than-average accumulation points to genuine regular use rather than a clock discrepancy. Mechanically, this usage pattern carries meaningful implications for a turbocharged diesel of this vintage: the dual-mass flywheel, turbocharger actuator, EGR valve, DPF, and timing belt or chain components will all have been placed under repeated thermal and load cycles, while suspension bushes, anti-roll bar links, and rear coil springs will have absorbed thousands of additional compression events. The earlier rear-tyre edge wear is a classic symptom of this kind of higher-mileage running, where suspension geometry begins to drift from specification before the dampers or bushes have physically failed. For a prospective buyer, the immediate priority is a thorough investigation of the engine oil leak, starting with a cold-start visual inspection and a check of the undertray and bellhousing area for fresh oil misting. Common failure points on the 2.0 EcoBlue engine include the turbo oil feed and return lines, the front crankshaft seal, the rocker cover gasket, and the oil cooler housing, so a borescope inspection via the oil filler cap and a compression test should be considered if seepage is visible. On a test drive, listen for any turbo whistle that intensifies under load, watch for plume of blue smoke on overrun, and check for a rising oil level on the dipstick that could indicate diesel dilution from short-running cycles. The rear tyres being worn to the legal limit at 5 years old reinforce the case for a geometry check, as the symmetric inner and outer edge wear recorded on both Continental rear units strongly suggests camber or toe misalignment rather than simple tread consumption. On the road, feel for any rear-end instability under cornering, tramping through the steering, or clonking over bumps that would indicate worn rear trailing arm bushes, beam axle bushes, or anti-roll bar drop links, all common on higher-mileage Kugas. The TPMS failure should be confirmed rectified, and all four sensors along with their valve stems inspected for age-related perishing. Finally, given the diesel usage profile, budget for an interim brake fluid and coolant service, inspect the rear brake discs for lipping and hot spots, and verify DPF live data through a diagnostic scan to confirm healthy regeneration counts and no stored forced regeneration requests.