2021 Skoda Kamiq SE Drive TSI 1.0L Petrol · FP71 GWM

The most recent DVSA examination on 11 September 2025 resulted in a PASS classification with no advisories or defects recorded, indicating that at the time of inspection the vehicle met the statutory roadworthiness standard in all tested categories. The prior test on 8 September 2025, however, was a fail with two Dangerous defects recorded against the braking system, specifically brake pad material on both the front and rear axles measured at less than 1.5 mm thick, which is the absolute minimum serviceable thickness permitted under the MOT inspection manual. The fact that the vehicle was presented for a retest only three days later and subsequently passed cleanly suggests the brake pads were renewed in that intervening period. This pattern indicates that while the braking system has now been addressed, the failure demonstrates that consumable maintenance had been allowed to lapse, allowing pads to wear to a safety-critical level. The absence of any recurring advisories on surrounding components such as discs, hoses, or callipers is reassuring, but the episode should prompt a prospective buyer to verify exactly what work was carried out and whether the discs were machined or replaced at the same time, as worn pads frequently leave corresponding wear or lipping on the rotors. The recorded mileage of 31,209 miles over a five-year period equates to approximately 6,242 miles per annum, which is broadly typical for a privately owned vehicle of this age and slightly under the national average. There is no evidence of unusually low usage that would suggest prolonged standing, nor any indication of excessively high mileage that would point to accelerated wear of major drivetrain components. Given that this is a turbocharged 1.0 TSI petrol unit with a manual or automatic transmission, this rate of use is conducive to regular fluid circulation, timely warm-up of the catalyst, and consistent lubrication of seals and bearings. The MOT history covers only the last two years, as the vehicle would have first fallen within the MOT testing regime partway through 2024, and the mileage progression between the 2024 and 2025 tests would need to be cross-referenced against the service book to ensure consistency and to confirm that annual or interval-based servicing has been carried out at the correct intervals. Buyers should also be alert to the possibility of clocking, so verifying the mileage against the V5C registration document and any dealership or independent service invoices is a sensible precaution. From a practical inspection standpoint, particular attention should be paid to the braking system given the recent Dangerous failure. On a test drive, listen for grinding or squealing noises from the calipers, particularly during the first few applications from cold, which could indicate that pad bedding was not completed correctly or that the sliders have seized. Pulling to one side under braking, vibration through the pedal, or a soft or spongy pedal feel could all point to issues with the calipers, flexible hoses, or the master cylinder. Inspect the visible edge of each brake disc through the wheel spokes for a pronounced inner lip or for signs of surface pitting and corrosion, and check that the discs appear clean and uniform without blueing from overheating. Also verify that the handbrake holds the vehicle on a slope with the recommended number of clicks, as rear caliper mechanisms on these platforms can be prone to seizing if the vehicle has spent long periods standing. Given the calendar age of the vehicle, age-related deterioration should also form part of the inspection regime. Tyre sidewalls should be examined closely for perishing or cracking of the rubber compound, as a five-year-old vehicle can exhibit age degradation even where tread depth remains adequate, and the manufacturing date code on the sidewall should ideally be within the last three to four years. The 12 volt battery should be load-tested if possible, as original equipment units in vehicles of this age are approaching the end of their typical service life and failure can occur without warning. Check for any signs of fluid leakage beneath the engine bay, particularly around the cam timing end of the engine, the turbo oil feed and return lines, and the undertray area, and confirm that coolant and brake fluid have been renewed in line with the manufacturer service schedule, as brake fluid is hygroscopic and time-sensitive. Finally, inspect the exhaust system for corrosion at the mounting rubbers and joints, examine the underside for any surface corrosion to structural components, and verify that all warning systems including tyre pressure monitoring and electronic stability control indicators function correctly on ignition.