2010 Mazda 3 1.6L Petrol · EY10 AAV

The most recent MOT test on 6 July 2026 resulted in a pass, although it was accompanied by two tyre-related advisories concerning inner-edge wear on both rear tyres, a minor defect noting a missing offside rear registration plate lamp, a further minor for a nearside front lower windscreen chip not affecting the driver's view, and an advisory for a non-excessive oil leak from the sump plug. Taken alongside the 2025 history, where the vehicle passed after an earlier failure on that same date for a leaking offside rear shock absorber and excessively worn front suspension arm ball joints on both sides, the maintenance trend suggests a pattern of attention to the suspension and underbody but with persistent issues that recur annually. The advisories concerning rear sub-frame corrosion and anti-roll bar linkage play in 2025, combined with the general rust advisory in 2024, indicate progressive underbody deterioration that has now spanned three consecutive tests. While the most recent outcome is a pass, the clustering of suspension and corrosion advisories across multiple consecutive examinations suggests the vehicle is on a stable but ageing trajectory rather than an improving one, with the advisories serving as warnings of components approaching the threshold of failure. With a recorded mileage of 122,305 miles over approximately 16 years, the vehicle has covered around 7,644 miles annually, which is broadly typical for its age and consistent with regular but not heavy usage. There are no significant unexplained gaps or sudden spikes in the mileage progression visible across the recorded tests, suggesting steady accumulation rather than long periods of standing or unusual use patterns. This level of mileage for a Mazda 3 of this vintage places moderate wear on mechanical consumables such as the clutch, dual-mass flywheel if fitted, engine internals, and brake components, although it is not exceptionally high. The continuous annual testing indicates the vehicle has remained in active service, which generally helps prevent the issues associated with prolonged standing, such as seized brake calipers, perished rubber components, and degraded fluids, although the advisories still show that age-related wear is becoming increasingly evident. For a prospective buyer, the recurring underbody corrosion advisories warrant a thorough physical inspection of the rear sub-frame, suspension mounting points, brake lines, and fuel lines for advanced surface corrosion or any perforation, particularly given the vehicle's age and exposure to winter road salts. On a test drive, particular attention should be paid to any clonking or knocking noises from the rear suspension, which would suggest the anti-roll bar linkage play has progressed, along with any bouncing, wallowing, or uneven damping behaviour indicative of further shock absorber degradation. The replacement of the offside rear shock absorber following the 2025 failure should be verified, and the front suspension arm ball joints that were previously excessively worn should be checked for any renewed play, typically manifested as knocking over bumps or vagueness in steering response. Uneven or feathering tyre wear, particularly inner-edge wear as flagged in the latest advisory, can suggest misalignment, worn suspension bushes, or weak springs, and any new tyres fitted should be inspected for matching sizes and adequate tread depth. Given the vehicle's age and mileage, several calendar-based service items should also be examined regardless of the MOT outcome. Brake discs should be inspected for lipping and corrosion, particularly if the vehicle has been standing for any period recently, and the handbrake operation should be checked for cable stretch or seized rear caliper mechanisms. The 12V battery should be load-tested as units of this age frequently fail without warning, and all fluid conditions and replacement intervals should be verified, including engine oil, coolant, brake fluid, and power steering fluid, as these degrade over time irrespective of mileage. The sump plug oil leak flagged in the latest test should be checked for its current severity, ensuring the sealing washer is renewed and the thread is not damaged, which could lead to a more serious leak over time. Finally, the exhaust system, which produced elevated carbon monoxide at idle during the 2024 failure, should be inspected for blowing joints, a failing catalytic converter, or lambda sensor issues, as these could manifest as rough idling, elevated emissions, or failed emissions testing in the future, and the headlamp aim correction noted in 2024 should be verified to remain within legal tolerances.