2004 Toyota Celica 1.8L Petrol · AF04 KHC

The most recent DVSA test dated 28 December 2023 recorded a failure, the vehicle not meeting the statutory requirements at that point. Although a pass entry is also logged for the same date, the failure entry lists a series of unresolved items that prevented a clean certificate. Over the preceding six years the pattern has shifted from occasional advisory notes to a growing number of repeat defects – corrosion of suspension mounting points, tyre tread approaching the legal limit, front shock‑absorber oil misting and the re‑appearance of thin rear brake pads. The presence of major anti‑roll‑bar ball‑joint wear in the 2020 test further signals that the condition of the suspension and steering components is deteriorating rather than stabilising, suggesting that maintenance has been reactive rather than proactive. At 120,284 mi the Celica averages roughly 5 500 mi per annum, well below the typical usage for a vehicle of its age. Such low annual mileage often points to periods of extended storage or very light use, which can be as detrimental as high mileage in terms of component ageing. Prolonged idle time encourages rubber hardening, battery sulphation and corrosion of steel parts, while the modest wear recorded on the front inner tyres indicates that the tread has been conserved but may now be uneven due to the vehicle’s suspension condition. The mileage figure also means that consumables such as the timing belt (normally replaced around 100 000 mi on this model) are likely overdue if the service history does not confirm a prior change. A prospective buyer should give particular attention to the front suspension and steering assembly. The oil mist from the off‑side front shock absorber can be felt as a slight dampness on the shock body and may lead to loss of damping performance, manifesting as a soft, squishy feel over bumps or a clunk when the wheel rebounds. The anti‑roll‑bar linkage ball joints reported as excessively worn in 2020 are critical for chassis rigidity; any play will be heard as a metallic knock when cornering or when the car is driven over uneven surfaces. Inspect the front inner tyres for tread depth and sidewall condition – the advisory notes indicate they are close to the legal minimum and may be wearing on the edge, a sign of mis‑alignment or worn suspension bushes. A thorough wheel‑runout check is advisable because the off‑side front wheel was noted as slightly distorted; a distorted rim can cause vibration at higher speeds and uneven tyre wear. Examine the rear brake pads for thickness and ensure the calipers move freely; thin pads can lead to reduced braking efficiency and a shudder on firm application. Finally, verify that the registration‑plate lamp and both headlamps illuminate correctly and that the headlamp aim is within legal limits, as these were flagged in earlier tests. Given the vehicle’s age, a comprehensive age‑related inspection is essential. Check the condition of all visible chassis and sub‑frame areas for surface rust, especially the corroded mounting points noted repeatedly; any flaking or deep pitting should be treated to prevent structural weakening. The battery, likely more than a decade old, should be load‑tested for cranking power and inspected for electrolyte loss or terminal corrosion. All fluids – engine oil, coolant, brake and power‑steering – should be examined for colour, sediment and proper level, and a full change is recommended if the service records are incomplete. The timing belt, if not replaced at or before 100 000 mi, should be inspected or replaced as a precaution against catastrophic engine damage. A complete service history, including any recent suspension component replacements, wheel alignment and tyre replacement, will give the buyer confidence that the car’s mechanical health has been addressed despite the recurring MOT advisories.