2007 Mazda 6 2.0L Petrol · DN07 ABK

The 2007 Mazda 6 presented here most recently passed its MOT on 20 August 2026, but the pass is accompanied by a notably heavy advisory list that warrants careful attention from any prospective buyer. Five advisories were issued at this test, spanning corroded rear sub-frame and suspension arm assemblies both sides, corroded rear suspension components, and front and rear integral body structure corrosion within prescribed parameters. Looking at the broader trend, the 2025 test carried two advisories, the 2024 test carried one advisory plus a minor failure item for a deteriorated nearside front inner CV boot, the 2023 test noted front lower ball joint play and worn rear sub-frame bushes, and the 2022 test flagged worn anti-roll bar linkages and rear sub-frame pin or bush wear. This is a clear pattern of progressive deterioration, particularly to the underside and rear structural and suspension components, with each successive test adding further advisories rather than resolving them. The overall maintenance trend is best described as steadily worsening rather than stable or improving, which is consistent with a nineteen year old vehicle exposed to British winter road conditions over many years. The recorded mileage of 110,326 miles against an age of approximately nineteen years equates to an annual usage rate of roughly 5,800 miles, which is well below the national average and suggests either predominantly short journeys, periods of standing, or possibly significant gaps in ownership or use. Low annual mileage such as this tends to produce a different wear profile to high mileage cars; engine and gearbox internals may be in comparatively good condition owing to limited mechanical fatigue, but the underbody, brakes, fluids, and rubber components are often more degraded than the odometer reading would imply. The advisory pattern here supports this assessment, as corrosion dominated items and perished rubber boots are typical of vehicles that have either covered many short cold journeys or stood for extended periods between uses, both of which accelerate underbody oxidation and allow components to deteriorate through age rather than mechanical wear. Given the recurring advisories relating to rear sub-frame corrosion, rear suspension component corrosion, suspension arm corrosion, and body structural corrosion, a prospective buyer should carry out a thorough underside inspection, ideally with the vehicle raised on a ramp or over a pit, to establish the extent and severity of the corrosion beyond what the MOT tester could visibly assess from ground level. Particular attention should be paid to the rear sub-frame mounting points, suspension arm bushes for cracking or splitting, shock absorber mountings, and any structural seams or box sections where corrosion can advance internally before becoming apparent externally. On a test drive, listen for clonking or knocking noises from the rear suspension over uneven surfaces, bumps, or speed humps, which would indicate advanced wear in the sub-frame bushes, anti-roll bar links, or trailing arms. The front suspension should also be checked carefully, as a 2023 advisory noted slight play in the nearside front lower suspension arm ball joint and a 2024 minor was issued for a deteriorated nearside front CV boot, both of which are recurring risk areas on this model and should be inspected for fresh grease loss, splits in the rubber, or any perceptible looseness when the wheels are manually rocked with the vehicle raised. Beyond the documented advisories, the age and low usage profile of this Mazda 6 demands several age-appropriate physical checks that the MOT history alone does not address. Tyre sidewalls should be examined closely for perishing or cracking from age, as nineteen year old tyres even with adequate tread can suffer structural degradation of the rubber compound; the production date code on each tyre sidewall should be reviewed. Brake discs, particularly the rear ones which may see little use given light annual mileage, should be inspected for severe surface oxidation or pitting, and the handbrake mechanism should be tested for effectiveness, as binding calipers from prolonged standing are a known issue on low mileage cars. The 12 volt battery should be load tested, as batteries of this age rarely hold reliable charge. All fluid services should be verified by service book stamps or invoices, particularly the engine coolant, brake fluid, and automatic transmission fluid if applicable, as these degrade on a calendar basis regardless of mileage and would typically be due for renewal on a vehicle of this vintage. Finally, a compression test or at minimum an oil analysis would be prudent given the long service intervals low mileage cars often experience, and any history of timing belt replacement should be confirmed, as the original cambelt on this engine would be well beyond its recommended replacement interval.