2017 Ford KA 1.2L Petrol · FN67 TMV

The vehicle most recently passed its MOT test on 11 February 2026 with no defects or advisories recorded, and this follows another clean pass on 21 February 2025. The intervening entry on 19 February 2025, which shows a fail with no defects recorded, is unusual and likely represents either an administrative or technical issue such as a retest after a refusal rather than a genuine mechanical failure, as the same vehicle passed just two days later with no advisories. Looking at the broader pattern across the recorded tests from 2023 through early 2026, the maintenance trend appears stable and consistent, with no recurring failure items, no advisory notes concerning wear components, and no historical defects that would suggest a developing mechanical concern. A prospective buyer can therefore take reasonable confidence from the consistency of these pass results. With approximately 56,896 recorded miles over a nine-year service life, the vehicle is averaging around 6,322 miles annually, which is broadly typical for a small city-oriented hatchback of this age and class. This is neither a high-mileage workhorse figure nor a worryingly low accumulation that would suggest extended periods of standing. For a Ford Ka of this generation, annual mileage in this range generally means that consumables such as brake pads, discs, tyres, and the clutch should have been replaced at least once during its life, and verifying evidence of this work through service history, previous invoices, or worn-component inspection will be important. A gap between the September 2024 test and the February 2025 test is minor and does not indicate any irregularity in usage. Given the clean MOT record and the absence of any advisories relating to wear items, there is no specific defect history to investigate further. However, the relatively modest annual mileage for a vehicle of this age does warrant particular attention to age-related deterioration rather than purely mileage-related wear. Tyres should be carefully inspected for sidewall cracking, perishing, and UV degradation, as rubber compounds deteriorate with calendar age regardless of tread depth, and a tyre that has been fitted for many years may need replacement even if legal tread remains. The braking system should be examined for disc corrosion, particularly around the outer edges and inner faces, and the calipers checked for seizing or binding pistons that can develop from light use, as these can cause uneven pad wear or pulling under braking. The 12-volt battery should be tested for cranking performance and resting voltage, as batteries beyond five years of age commonly suffer reduced capacity even in lightly used vehicles. Fluid servicing should be verified independently of MOT requirements, as the test does not assess the condition of engine oil, coolant, brake fluid, or manual transmission oil. Brake fluid is hygroscopic and should be replaced every two to three years regardless of mileage, and aged fluid can compromise braking performance and accelerate internal corrosion of brake system components. Similarly, coolant should have been renewed at the manufacturer-recommended intervals to maintain corrosion inhibition within the cooling system, and engine oil will require regular changes confirmed by service records. On a test drive, listen for any clonks or knocks from the suspension over uneven surfaces, which may indicate worn anti-roll bar bushes, drop links, or top mounts, and pay attention to steering precision and any vibration through the wheel. Check for fluid leaks beneath the vehicle after standing, examine the exhaust for corrosion or blowing joints, and confirm that all warning lamps extinguish promptly on start-up. With no recorded defects to follow up on, a thorough physical inspection of these age and usage-related items, combined with verification of service history, should provide a sound basis for purchase confidence.