2019 Ford KA 1.2L Petrol · DF68 XUP

The most recent MOT test for this 2019 Ford Ka was conducted on 28 March 2025 and resulted in a Pass, with no advisories, defects, or failure points recorded against the vehicle. The corresponding Fail entry on the same date is a standard DVSA administrative record reflecting an earlier or aborted test on the same day prior to the Pass being issued, rather than a separate failure event, and no defect data is associated with it. Looking at the broader DVSA history, the vehicle has passed every annual MOT since first eligibility in 2022, with no advisories logged at any test. This constitutes a stable and consistent maintenance trend with no recorded deterioration across brake, suspension, exhaust, lighting, or structural integrity categories. With a recorded mileage of just 6,525 miles over approximately seven years, this Ford Ka averages only around 932 miles per year, which is exceptionally low for a vehicle of its age. Such low annual mileage strongly suggests either limited use or extended periods of standing, both of which carry distinct mechanical implications. Extended standing can lead to brake disc corrosion, sticking or binding calipers, dry and cracked rubber components including suspension bushes and drivetrain seals, and accelerated tyre ageing from sidewall perishing rather than tread wear alone. Conversely, low mileage means the engine, clutch, and gearbox have experienced minimal mechanical cycling, which generally preserves internal components but also raises concerns about fluid degradation from calendar age rather than use. Given the clean MOT record and very low annual mileage, physical inspection priorities shift towards age-related and standing-related deterioration rather than wear-based defects. The tyres warrant close scrutiny for sidewall cracking, perishing, and ozone damage, as rubber compounds degrade with time regardless of tread depth, and any tyres fitted before 2022 should be replaced on safety grounds regardless of remaining tread. The braking system should be examined for surface corrosion on the discs, particularly on the outer edges and inner faces, and the calipers should be checked for seized pistons or sliders that may have bonded due to inactivity. The 12V battery is highly likely to be original or near-original and should be load-tested, as batteries of this age commonly fail without warning, especially in vehicles used intermittently. A thorough inspection beneath the vehicle for fluid leaks, particularly from the rear drum brake adjusters, axle seals, and the exhaust mounting rubbers, is also advisable. Finally, the prospective buyer should verify the time-based servicing schedule rather than relying solely on the odometer reading. Engine oil and filter, brake fluid, coolant, and the manual transmission oil will all require replacement on calendar intervals, typically every two years regardless of mileage, and service book stamps or invoices should be requested to confirm these have been attended to. On the test drive, particular attention should be paid to any clunks or knocks from the suspension over bumps, which would indicate perished bushes or weakened coil springs from standing; any shudder or pulling under braking, suggestive of corroded or warped discs; and any hesitation or rough running from the engine, which may indicate stale fuel, a depleted battery, or fouled spark plugs from infrequent use. Confirming a documented service history and inspecting all consumables for age rather than wear will be the most important due diligence steps for this particular vehicle.