2013 Skoda Yeti 2.0L Diesel · FG63 AAE

The Škoda Yeti’s most recent MOT, conducted just eight months ago in September 2025 at 101,512 miles, passed but revealed a persistent pattern of corrosion-related wear in the rear suspension and underbody, alongside minor but recurring brake and tyre advisories. The trend is neither stable nor improving—corrosion in the rear lower suspension arms, sub-frame, and coil springs has been flagged consistently since at least 2023, with no evidence of rectification. Shock absorbers also show external damage and corrosion, while front brake hoses exhibit minor ferrule corrosion, a detail that, though not critical, suggests neglect of fluid system checks. Tyres remain a weak point, with front tyres worn to near-legal limits in the latest test, indicating either aggressive driving or a history of deferred replacement. The absence of major structural failures is positive, but the repeated corrosion advisories imply that previous owners either ignored minor rust or failed to address it before it became widespread. Mileage accumulation has been steady at roughly 7,800 miles per year, aligning with typical usage for a vehicle of this age. There are no sudden spikes or prolonged gaps that would suggest abuse or long-term storage, though the 2024 tests—just four days apart at 92,886 and 92,892 miles—hint at a rushed or delayed retest after the initial failure. The failure itself, in September 2024, was driven by a malfunctioning engine management light and a damaged track rod end ball joint, faults that were not repeated in later tests. This suggests either a one-off issue or a repair that wasn’t fully verified. The lack of mileage anomalies means wear is predictable, but the corrosion progression indicates that environmental exposure—likely salt or moisture—has been a persistent factor. For a buyer, the rear suspension and underbody corrosion demand immediate scrutiny. The sub-frame and coil springs, though not structurally compromised, show signs of advanced surface rust that could worsen into binding or fatigue cracks. Shock absorbers should be tested for internal wear, as external corrosion often precedes fluid leaks or reduced damping. Front brake components—hoses, caliper clips, and discs—require close inspection, particularly for fluid leaks or seized calipers, given the history of fluctuating brake performance. Tyres must be replaced regardless, as the latest advisories confirm they’re at legal limits and show edge wear, a sign of alignment or suspension issues. Finally, the track rod end ball joint failure in 2024, though not repeated, signals that steering geometry may have been compromised; any play or uneven tyre wear would need verification before purchase.