2010 Ford S-MAX 2.0L Diesel · LE06 TAC

A consistent pattern of structural corrosion on the suspension, persistent steering and brake wear, and recurring dangerous tyre failures define the roadworthiness profile of this 2010 Ford S-MAX. The most recent test on 6 February 2026 was a pass, but it followed immediately after a failure the day before on 5 February 2026 for dangerously worn front brake pads under 1.5 mm and a nearside front tyre with a structural bulge caused by ply separation. Both items sit within the Dangerous category, meaning the vehicle was unroadworthy in a way presenting immediate risk. Alongside the pass came advisories for handbrake lever repair, nearside mirror repair, and widespread corrosion on front and rear suspension components, alongside a minor windscreen chip. Going further back, the January 2025 test cycle produced an identical pattern: a pass followed by a failure for both front tyres falling below the legal 1.6 mm tread limit, plus advisories for handbrake damage, nearside front lower suspension arm ball joint play, and play in the steering rack inner joint. The 2024 test recorded advisories for handbrake lever damage, a nail in a tyre, perished rear tyres, and slight free play in the steering rack. Across three consecutive annual tests, the same handbrake advisory appears, the same steering play recurs, and tyre condition has been flagged repeatedly, demonstrating a vehicle that is passing each year by the narrowest of margins with a heavy reliance on pre-test repairs. At 193,216 miles over approximately 16 years, this S-MAX is running at roughly 12,000 miles per year, which is notably above average for its age and points to prolonged high-mileage operation. There are no significant gaps in the MOT history that would suggest extended periods off the road, so the recorded odometer figure can be taken as broadly continuous. Sustained high annual mileage on a 16-year-old vehicle accelerates wear on every consumable and drivetrain component, particularly the braking system, suspension bushes and joints, steering rack gaiters and inner joints, tyres, and engine ancillaries. The fact that the same suspension and steering components have been flagged across multiple tests rather than simply being a one-off observation reinforces that the wear pattern is cumulative rather than attributable to a single incident. Combined with the widespread corrosion advisories now appearing on the suspension, the vehicle is reaching a stage where age and mileage are both contributing to decline simultaneously. For a prospective buyer, the priority areas on a pre-purchase inspection are the front braking system and the nearside front tyre. The February 2026 failure for brake pads below 1.5 mm means the pads were replaced at or just before the retest, so verify the condition of the front brake discs for lipping, scoring, or corrosion pitting, and check that the calipers are not binding by confirming the car rolls freely on a level surface and does not pull to one side under braking. The nearside front tyre had a structural bulge from ply separation, which is a casing integrity issue rather than a simple wear problem, so inspect the sidewalls of all four tyres carefully for any raised bumps, cracking, or bulges. On a test drive, listen for any knocks or clonks from the front suspension over uneven road surfaces, particularly from the nearside front lower arm ball joint which was flagged for play in 2025, and pay attention to any vibration through the steering wheel which could indicate warped brake discs or further tyre structural issues. Pay close attention to the steering system during any road test, as play has been recorded in both the steering rack inner joints and the steering rack itself over consecutive tests. Free play at the steering wheel, clunking on full lock, or a wandering front end at speed would suggest the rack is approaching the end of its service life. The corrosion advisories on the front and rear suspension components warrant a thorough visual inspection from underneath the vehicle, ideally on a ramp, to confirm the corrosion is purely surface scale rather than section loss on load-bearing arms, subframe mounting points, or brake and fuel pipe clips. Verify that the handbrake lever, although reportedly repaired and operating correctly on each test, holds the vehicle firmly on a steep incline without excessive travel. Finally, check the rear tyres for perishing and cracking as this was noted in 2024, and given the high mileage and chronic advisories, budget for replacement of multiple consumables including suspension components, tyres, and brake items as part of any purchase negotiation.