1963 Formosa 120 GR 1.1L Diesel · 56 SC

A 1963 Formosa 120 GR with a freshly issued MOT pass dated 5 January 2026 carries a deeply contradictory roadworthiness history, as the very same date also records a Dangerous and Major failure that should immediately temper any confidence drawn from the pass certificate. On 5 January 2026 the vehicle was failed for all stop lamps not working, classified as Dangerous under item 4.3.1 (a) (iii), alongside a Major defect for both dipped-beam headlamps not functioning under 4.1.1 (a) (ii). While the pass entry confirms that these defects were evidently cleared at the same visit, the simultaneous failure on identical lighting items points to a systemic electrical fault rather than isolated bulb failure, meaning a buyer cannot assume the issue was a simple blown fuse or perished filament. With only 595 miles recorded against a chassis now sixty-three years old, this vehicle has covered an average of roughly nine miles per annum across its lifespan, an extraordinarily low usage profile that places it firmly in the category of a long-term stored or sparingly used classic. Such minimal annual accumulation is characteristic of a car that has spent the bulk of its life off the road, in which case seals, gaskets, fuel lines, brake hydraulics, and electrical insulation will have aged chronologically rather than through mechanical wear. A buyer should treat the low odometer as a flag rather than a virtue: standing vehicles develop perished rubber, internal corrosion in brake pipes and master cylinders, oxidised fuel systems, and dried suspension bushes that fail through stiffening rather than movement. Given the recorded lighting defects on both stop and dipped-beam circuits, a prospective buyer must scrutinise the entire 6-volt or 12-volt loom, depending on specification, paying particular attention to earth straps, bulkhead connectors, the headlamp and tail lamp wiring, and the condition of any period switches which are notorious for contact degradation after decades of inactivity. On a test drive, verify that both dipped and main beam illuminate crisply without flickering when the engine is running and that all brake lamps register immediately on pedal application, including the high-level stop lamp if fitted. Because no suspension, brake, or structural advisories appear on the MOT record, there is no specific test-drive symptom tied to a flagged component, but the buyer should still listen for clonks from perished bushes, check for brake pedal sponginess indicative of perished internal seals in the master cylinder, and inspect the underside for any corrosion developing on the chassis outriggers, floor pans, and suspension mounting points. The combination of a same-visit pass and fail on overlapping lighting items means the rectification evidence is fresh and the defect area is well-defined, but a buyer should insist on documentation of the exact repair carried out and ideally a re-inspection of all lamps and earthing points before purchase. Given the age and negligible mileage, a full fluid refresh including brake fluid, coolant, and fuel system attention would be prudent regardless of the MOT outcome. Any sign of flickering lamps, intermittent stop lamp operation on initial pedal travel, or dim headlamp output should be treated as a renegotiation point or a reason to walk away, as electrical faults in stored classics frequently recur once surface moisture or vibration exposes further weaknesses in aged wiring.