2015 Ford S-MAX 2.0L Diesel · BO53 FGS

The vehicle most recently passed its MOT on 24 April 2026, although the test was not entirely clean, with several advisories and a minor defect noted. Importantly, this pass followed a failure on 10 April 2026 due to a dangerous nearside front tyre with tread depth below the legal 1.6mm minimum, alongside advisory wear on the offside front tyre. That failure was rectified within a fortnight, suggesting prompt remedial action rather than systemic neglect. Looking back across the recorded history, the maintenance trend appears broadly stable but with an emerging pattern of tyre wear and brake-related advisories from 2023 onwards. The accumulation of rear brake disc wear and parking brake lever defects at the latest test indicates that braking components are now approaching a serviceable threshold, and a prospective buyer should anticipate near-term attention to the braking system. Two completely clean tests in 2024 and 2025 show that the vehicle has been largely well maintained in intervening years, and there are no advisories relating to corrosion, structural integrity, suspension, or exhaust emissions, which is reassuring for an eleven-year-old car. With 128,699 miles recorded over approximately eleven years, this S-Max has averaged roughly 11,700 miles annually, which sits comfortably within the typical usage band for a vehicle of this age and class. There are no obvious anomalies such as extended standing periods followed by rapid mileage accumulation, nor any implausibly low readings that might suggest clock irregularities. The mileage progression between tests appears consistent and steady, which is a positive indicator of regular mechanical use. Higher-mileage vehicles of this vintage are more prone to wear on suspension bushes, coil springs, drivetrain mounts, and clutch components, so the recorded odometer reading warrants a thorough physical inspection of these areas rather than any suspicion of misuse. The recurring presence of front tyre wear, including inner or outer edge wear and on one occasion exposed ply or cords, suggests that the geometry may be out of specification or that suspension components such as wishbone bushes, drop links, or track rod ends are wearing unevenly. On a test drive, listen for clonking or knocking from the front suspension over speed humps and uneven surfaces, and check for uneven tyre wear patterns across both front tyres. The rear brake disc advisories for pitting and scoring, combined with the parking brake lever defect, indicate that the calipers may be stiff or that the handbrake mechanism is starting to seize, common on vehicles that see mixed urban and standing use. When test driving, apply the brakes firmly from speed to check for shudder or vibration through the steering wheel, which would suggest disc runout, and ensure the handbrake holds securely on an incline without excessive travel. The insecure nearside registration plate lamp is a minor rectification but worth confirming has been properly secured. Beyond the recorded advisories, a buyer should conduct age- and mileage-appropriate checks that MOT testing does not cover. Tyre sidewalls should be examined for perishing or cracking from age, even if tread depth remains adequate, and the spare wheel should be checked for its age stamp. Brake fluid, coolant, and automatic transmission fluid if applicable should be replaced on a calendar basis regardless of mileage, and service history stamps or invoices should verify recent cambelt replacement, particularly given the higher mileage and the vehicle's age relative to the typical Ford interval. The 12V battery should be load-tested, as vehicles used for shorter journeys can suffer from chronic undercharging. Finally, inspect the underside for fluid leaks from the power steering rack, engine sump, and rear differential area if fitted, and check for any signs of timing chain stretch on cold start, an area of known concern on higher-mileage Ford petrol and diesel engines of this era.