2012 Ford KA 1.2L Petrol · FD61 XAM

The most recent DVSA examination on 2 June 2026 resulted in a Pass, although an advisory was issued for corrosion to the rear sub-frame, deemed not seriously weakened at the time of test. Reviewing the broader history, the maintenance trend is best described as stable but with clear and recurring concerns that have persisted rather than resolved over the inspection cycle. The 2023 test alone recorded advisories relating to both front suspension arm pins or bushes, both rear coil springs showing corrosion, and an offside front tyre nearing its legal limit, indicating that suspension wear was already an emerging theme at that point. By April 2024 the vehicle failed on an excessively worn offside rear shock absorber bush, and the front tyre wear advisories continued into 2025. The pattern suggests that while the car has remained roadworthy enough to pass, the underlying components flagged across multiple tests have not been demonstrably rectified, and any prospective buyer should view these advisories as an accumulated maintenance backlog requiring resolution. With a recorded mileage of 78,044 miles against a 14-year age, this Ford Ka is doing approximately 5,575 miles per year, which is notably below the national average. Such low annual mileage carries its own mechanical considerations. Limited use often results in prolonged periods of standing, which can lead to binding brake calipers, brake disc corrosion and pitting, perishing of tyre sidewalls from age rather than wear, and degradation of brake fluid, coolant, and the 12V battery through calendar ageing rather than active service. It is worth noting that the recorded odometer figure could equally reflect significant prior mileage that has been replaced or a period of regular use followed by inactivity. The advisories logged in 2021 for pitted and scored front brake discs and thin front brake pads are consistent with a vehicle that has seen genuine wear from road use, so any inspection should not assume the car has been purely a low-effort second vehicle. Given the recurring advisories across multiple MOT cycles, several physical checks warrant close attention on inspection. The repeated references to offside and nearside front tyres worn close to the legal limit and on the edge, particularly the recurring offside front observation across 2024, 2025, and the latest test, point to a possible tracking, camber, or suspension geometry issue that is causing uneven inner or outer edge wear. On a test drive, the buyer should listen for any knocking or clonking from the front suspension over uneven surfaces, particularly indicative of worn wishbone bushes or anti-roll bar drop links, and observe whether the car tracks straight without pulling to either side under braking or acceleration. The April 2024 failure for an excessively worn offside rear shock absorber bush, combined with the 2023 advisories for corroded nearside and offside rear coil springs, suggests the rear suspension has also received prolonged stress; any test drive should include a road section with mid-corner bumps and undulating surfaces to detect rear-end clonking, instability, or excessive bouncing that could indicate weakened springs or perished damper bushes. Beyond the recorded advisories, a buyer of any 14-year-old vehicle with this mileage profile should undertake a thorough hands-on inspection prior to purchase. The latest advisory regarding rear sub-frame corrosion requires close physical examination with a torch or mirror, looking for advanced section loss around mounting points, axle locations, and spring seats, since corrosion of structural integrity items can progress rapidly and lead to a future MOT failure. All four tyres should be examined for age-related sidewall cracking, DOT date codes older than six years, and uneven tread wear across their full width, and they should ideally be replaced as a matter of course regardless of remaining tread given the recurring edge wear pattern. The braking system should be inspected with the wheels removed if possible to verify caliper slide pin operation, check for seized pistons, and measure brake disc thickness, as standing vehicles frequently suffer from corroded or binding calipers that may not reveal themselves on a short road test. Engine oil, coolant, brake fluid, and the 12V battery should all be checked for service date and condition, with battery load testing advisable given the likely standing periods. Finally, the presence of a stamped service book or corroborating invoices for replacement suspension components and brake work would provide confidence the advisories have been addressed rather than simply carried forward through successive MOT tests.