2010 Ford S-MAX 2.0L Petrol · FD10 XCG

A clear pattern of rear suspension wear has emerged across multiple MOT tests on this 2010 Ford S-MAX, with corrosion and worn bushes on the rear arms appearing as advisories in 2022, 2024, and again at the most recent pass on 5 December 2025. While these items have not yet crossed into failure territory, the consistency of the findings suggests an ongoing deterioration rather than an isolated concern, and the rate of progression should be monitored closely. The 2024 test also surfaced a Minor defect on the nearside front outer drive shaft CV boot, which had deteriorated to the point of failing the test the same day on an exhaust lambda reading outside specified limits, a separate but emissions-related issue that warranted immediate rectification before the subsequent pass. An earlier Major failure in December 2021 for a split nearside front outer CV boot, and a Dangerous failure in December 2022 for a nearside rear tyre with a structural tear, round out a record that, while not dominated by failures, contains recurring chassis and drivetrain vulnerabilities. Recorded mileage of 79,353 miles across roughly sixteen years equates to an average of around 4,960 miles per year, which is notably low for a vehicle of this age and type. The test history shows annual MOT entries from 2021 onwards with no extended gaps, suggesting the car has remained in regular but light use rather than being laid up for prolonged periods. Low annual mileage of this nature reduces wear on major drivetrain components and brake friction material, but it can also accelerate corrosion on underbody components such as suspension arms, subframe mounting points, and brake lines, particularly given the chronological progression of rust-related advisories on the rear suspension. For a prospective buyer, the rear suspension components flagged repeatedly should be the primary focus of a physical inspection and test drive. The S-MAX uses a multi-link rear suspension arrangement, and the advisories specifically reference the suspension arm corrosion and pin or bush wear, which on this platform commonly manifests as clonking or knocking noises over uneven surfaces, vague rear-end feel during direction changes, and visible surface rust or flaking on the arm bodies. On a road test, listen for any new knocking from the rear over speed bumps or potholes, pay attention to whether the rear end settles cleanly without shudders during braking, and check whether the steering remains neutral without pulling, as worn rear bushes can subtly affect tracking. Inspect the rear brake pads, which were flagged as wearing thin in both 2024 tests, and confirm whether they have since been replaced and whether the discs show any lipping or scoring from the worn pads. The CV boot issues on the nearside front driveshaft are also worth scrutinising, particularly as a split boot can allow grease to escape and contamination to enter, leading to premature joint failure. During a test drive, listen for any clicking or knocking from the front nearside under full steering lock, particularly when accelerating from a standstill or reversing with the wheel turned, and check for any fresh grease deposits on the inside of the corresponding wheel. A live data scan for any historic lambda sensor or catalytic converter fault codes would also be prudent given the 2024 emissions failure, and a thorough underbody examination for corrosion around the rear suspension mounting points, subframe, and brake pipes should be carried out with the vehicle raised, as the recurring nature of the advisories suggests these areas are progressively deteriorating and may soon transition from advisory status to failure.