2023 Mazda CX-30 2.0L Petrol · J33 RLT

The 2013 Mazda CX-5 holds a current MOT valid until 18 July 2026, having passed its most recent test on 18 July 2025 at 81,290 miles. The maintenance trend over the past four years is broadly stable, though not without recurring minor faults. The 2025 pass followed a failure just two days earlier on 16 July 2025 at 81,289 miles, where the tester flagged a significantly worn offside rear brake disc alongside a perishing nearside rear tyre and slight play in the offside track rod end ball joint. That same track rod end play and tyre perishing advisory also appeared on the immediate retest pass, meaning neither defect was rectified between the two visits. The vehicle has not been tested since July 2025, so there is no record of whether these advisories have been addressed in the eleven months leading up to today. The mileage progression tells a consistent story. Between the July 2022 test at 66,371 miles and July 2023 at 71,711 miles, the car covered 5,340 miles in twelve months. From July 2023 to July 2024 it added 5,008 miles, reaching 76,719 miles. The jump to 81,290 miles by July 2025 represents 4,571 miles over the final year in the record. Annual use has gently declined but remains within a normal range for a vehicle of this age, averaging roughly 6,253 miles per year across its thirteen-year life. There are no suspicious gaps or sudden spikes in the odometer record that would suggest long periods of disuse or clocking concerns. The 2024 test at 76,719 miles is the most technically revealing entry in the history. The tester noted corrosion on the rear sub-frame, though structural rigidity was not significantly reduced at that time. Both front brake pipes were corroded and covered in grease or other material, and both rear shock absorber casings showed slight external corrosion damage. The offside front and rear brake discs were worn, pitted, or scored but not seriously weakened. These are not immediate fail items, but they point to a vehicle that has spent its life exposed to road salt and moisture without significant underbody protection. A prospective buyer should inspect the rear sub-frame and front brake pipe connections closely for advanced corrosion, particularly given that the car is now over a year beyond its last test and corrosion only progresses with time. The recurring advisories on the offside track rod end ball joint and the perishing nearside rear tyre suggest basic suspension and tyre upkeep has been reactive rather than preventive. The nearside rear tyre appeared as an advisory in both the 2024 and 2025 tests, meaning the same or a replacement tyre has been deteriorating for at least a year. A hands-on inspection should check all four tyres for age-related sidewall cracking, examine the track rod ends for play, and verify that the rear brake discs and pads have been replaced following the 2025 failure. The rear shock absorbers and sub-frame corrosion noted in 2024 also warrant a thorough underside inspection, as these components can deteriorate meaningfully between annual tests.