2010 Ford KA 1.2L Petrol · HN10 OHT

A clear pattern of corrosion-driven advisories has emerged across recent MOT tests on this 2010 Ford Ka, with the most recent pass on 16 April 2026 continuing a downward trajectory in chassis and brake condition. The 2025 test sequence flagged a corroded offside front Macpherson strut top mounting alongside pitted front brake discs and corroded rear coil spring and shock absorber, and by the 2026 examination the rear coil spring and shock absorber corrosion items had reappeared while both front inner brake discs were newly recorded as worn and pitted. The absence of any structural failure categories or major deterioration in the official record keeps the overall trend within advisory territory, but the persistence and spread of corrosion across suspension and braking hardware indicates a vehicle whose underbody components are steadily degrading rather than presenting a stable mechanical picture. The recorded mileage of 48,066 miles against a 16-year vehicle age equates to an annual accumulation of roughly 3,004 miles, which is low and consistent with a car that has seen predominantly light urban use or significant periods of standing. The MOT testing pattern shows intervals stretching from December 2022 to April 2025, a gap of over two years that aligns with this low-mileage profile and suggests the vehicle may have been laid up for an extended period during that window. Light usage of this nature typically reduces wear on the engine internals and clutch but accelerates corrosion on unprotected steel components due to prolonged exposure to moisture without the regular heat cycling that helps dry out underbody surfaces, which is consistent with the recurring coil spring, shock absorber, and strut mounting advisories seen here. The flat battery advisory noted at the 2025 re-test is also characteristic of irregular use patterns, where 12V batteries left in a discharged condition for extended periods lose capacity through internal sulfation and may no longer hold charge reliably under load. For a prospective buyer, the front brake discs warrant close physical inspection given that both inner faces were recorded as pitted at the most recent test and the same condition was flagged on the nearside and offside front discs in 2025. On a test drive, listen for any brake squeal or grinding on light application, feel for vibration or judder through the steering wheel under firm braking from around 30 mph, and check that the car pulls up squarely without deviation to either side, which would indicate uneven disc wear or a binding caliper. The discs may now be approaching or at the manufacturer minimum thickness and replacement should be budgeted for, particularly if pad wear has accelerated the corrosion pattern on the disc surface. The rear suspension corrosion advisories for the nearside coil spring and shock absorber casing, combined with the offside front strut top mounting corrosion noted in 2025, require a focused underbody inspection with the vehicle raised. On the road, traverse uneven surfaces and speed humps at moderate speed and listen for any clonking or knocking from the rear, which could indicate the corroded coil spring has begun to fracture, and pay particular attention to the firmness of the rear suspension rebound, as any sign of bottoming out or extended oscillation after a bump suggests the shock absorber damping has been compromised. The 2023 advisories for worn lower suspension arm rear bushes on both sides should also be revisited, as these will have continued to deteriorate and can produce a vague or imprecise feel through the steering on cornering inputs along with a faint knocking over rougher surfaces. Given the cumulative corrosion findings across the suspension and braking systems, budgeting for brake disc replacement, rear coil spring and shock absorber renewal, and potentially a strut top mounting repair would be prudent before committing to purchase.