2014 Ford Kuga 2.0L Diesel · CE64 LSZ

The most recent DVSA examination on 20 May 2026 resulted in a pass, but it should be read in conjunction with the same-day failure which included a dangerous tyre pressure monitoring system defect recorded as a PRS, alongside advisories for corroded rear coil springs both sides. Looking back over the preceding three test cycles, the maintenance trend is noticeably worsening rather than stable. In May 2025 the vehicle failed on three counts including dangerous offside rear brake pad wear below 1.5 mm, an inoperative engine management indicator lamp, and an illegible front number plate. The May 2024 test produced two dangerous failures for front brake pad wear below the legal minimum and front tyre tread below 1.6 mm, with a further advisory for worn and pitted front brake discs. While the 2023 entry was a relatively clean pass and re-test, the cumulative pattern over the last three years shows a vehicle that has repeatedly been presented with braking and tyre components at or below legal limits, which is a clear indicator of deferred consumable maintenance and warrants careful scrutiny. With a recorded mileage of 139,261 miles over approximately twelve years, the Ford Kuga is averaging around 11,600 miles per year, which is broadly typical for a vehicle of this age and segment. There are no obvious extended gaps in annual MOT submissions and the mileage appears to have accrued steadily, suggesting consistent use rather than long periods of standing. That said, at this level of accumulated mileage, mechanical wear on the clutch, dual-clutch or automatic transmission, turbocharger, injectors, suspension bushes, wheel bearings and drivetrain components including the all-wheel-drive system where fitted should be expected. A higher-than-average annual figure over recent years would also bring nearer-term major service items into focus, including cambelt replacement intervals if applicable, diesel particulate filter condition on diesel derivatives, and cooling system overhaul. Given the repeated brake-related dangerous defects, the prospective buyer should carry out a focused inspection of the entire braking system, including measuring remaining pad material thickness and checking both front and rear discs for lipping, hot spots, and corrosion pitting. The advisory for pitted front brake discs suggests they may now be at the point of requiring replacement, particularly if shudder is felt through the steering wheel or brake pedal under heavy application. The rear brake pipe work, caliper slide pins, and handbrake mechanism should be examined for seizing given the Kuga's known susceptibility to binding rear calipers after low-speed urban use. On test, listen for any grinding or scraping from the front end, which would indicate pads again approaching the backing plate, and verify the handbrake holds firmly on an incline without excessive travel. The TPMS warning light should also be checked to ensure it is functioning correctly, as this was a current failure item and will be re-tested at the next MOT. The advisory regarding corroded rear coil springs is significant on a twelve-year-old vehicle, particularly one that has seen motorway use where road salt exposure accelerates surface corrosion. Spring failure is progressive and will eventually lead to MOT failure, but more immediately it can produce a sagging rear ride height, clonking noises over bumps, and uneven rear tyre wear from altered camber. On a road test, listen for any rear suspension knocking, particularly over undulating surfaces or speed humps, and visually inspect the springs for broken coils or heavy surface flaking. Beyond the recorded items, a vehicle of this age and mileage demands attention to age-related deterioration including tyre sidewall perishing and cracking from UV exposure even where tread remains legal, brake fluid hygroscopic degradation which should be renewed regardless of condition, coolant condition and inhibitor strength to prevent internal corrosion, the 12V battery which typically requires replacement on a four to five year cycle, and the condition of the timing belt or chain service interval. A compression test, full underbody inspection for corrosion particularly around the rear subframe and suspension mounting points, and verification of a complete main dealer or specialist service history with cambelt and clutch fluid records would be highly advisable before purchase.