2014 Ford KA 1.2L Petrol · CF63 GDK

A progressive pattern of corrosion-related advisories across the suspension and underbody components defines the mechanical profile of this 2014 Ford Ka. The most recent test on 22 January 2026 was a pass, but it carried five advisories that continue a theme established over several years: coil spring corrosion on both sides at the rear, a corroded front offside ball joint with slight play, a corroded rear axle, and an inoperative central upper stop lamp. Coil spring corrosion has been flagged repeatedly since at least the 2022 test, progressing from nearside front in 2022, to nearside and offside fronts plus nearside rear in 2024, and now both rears in 2026, indicating that surface oxidation is migrating around the vehicle. The rear shock absorber corrosion noted in 2023, the front brake disc pitting recorded in both 2023 and 2024, and the persistent nearside front suspension arm rear bush wear first logged in 2022 collectively paint a picture of an ageing small car whose structural and dynamic components are visibly deteriorating even though no item has yet crossed the threshold into outright failure. With 48,004 miles recorded against a twelve-year registration, this Ka has averaged roughly 4,000 miles per year, which is low for its age and suggests a mixture of light running and possible extended standing periods. The MOT history shows no testing gaps, with annual examinations consistently carried out from 2022 through 2026, so the vehicle has remained in active use throughout. Low annual mileage of this nature typically means slower wear on internal engine and drivetrain components but accelerates external corrosion on unprotected ferrous parts such as springs, axle assemblies, and suspension links, because short journeys do not allow the underbody to dry thoroughly. It also makes the recurring brake disc pitting more notable, as discs corrode and surface-degrade rapidly when a car is used infrequently and the brakes are not regularly worked through a full thermal cycle. For a prospective buyer, the suspension and underbody corrosion pattern warrants close physical inspection. The nearside front lower arm rear bush has been flagged in three consecutive tests and should be examined for cracking, splitting, or excess movement when the wheel is levered with a bar; any noticeable vertical or horizontal play would indicate imminent replacement. The offside front ball joint play noted in 2025 and again in 2026 should be checked by hand for rotational looseness, as this joint is integral to steering response. On the test drive, listen for clonking or knocking from the front over speed humps and uneven surfaces, particularly under braking, and pay attention to any vagueness in steering or a shimmy through the wheel, both of which could indicate worn suspension joints or the pitted front brake discs resurfacing unevenly. The rear axle corrosion, now flagged for two years, should be inspected for any deep scaling or perforation near the mounting points, and the rear coil springs should be examined visually for any flaking that has reduced coil diameter. Additional pre-purchase checks should focus on the minor advisories that hint at broader condition. The non-functional central stop lamp is a simple electrical fix but should be confirmed working, as it is a common failure point on small Fords of this era. The tyres have appeared only twice as advisories across the record, once for a nearside front cut in 2023 and once for nearside rear wear in 2022, so current tread depth and sidewall condition should still be measured rather than assumed adequate given the low annual mileage, which tends to produce shoulder wear on front tyres. Given the escalating underbody corrosion and the recurring front suspension wear, budgeting for a full front suspension refresh including arms, bushes, and ball joint, together with rear spring replacement, would be a prudent contingency before committing to purchase.