2012 Chevrolet Spark 1.2L Petrol · LL12 TMU

A five-year DVSA testing history showing clean passes across 2022, 2023 and 2024, followed by a pass on 11 July 2025 after a brief failed entry three days earlier with no defects recorded, points to a broadly well-maintained vehicle with no chronic advisory pattern or repeat failure areas. The absence of any recorded advisories across the entire testing window is notable for a fourteen-year-old car, suggesting either diligent component replacement between tests or genuinely modest wear on the items DVSA typically flags, such as suspension components, brake lines and exhaust sections. The very short interval between the 8 July fail and the 11 July pass implies the defect was minor and rectified quickly rather than indicative of a structural or systemic issue, and the overall trajectory is one of stable roadworthiness rather than deterioration. At 63,501 miles across roughly fourteen years, this Spark has accumulated approximately 4,536 miles annually, which is comfortably below average and consistent with light urban or suburban use. There is no evidence in the MOT log of extended gaps in testing or sudden mileage surges between annual visits, with the recorded odometer readings showing a steady, gradual progression year on year. Mechanically, this lower-than-average mileage tends to preserve the engine internals and transmission but can sometimes accelerate issues related to standing, such as dried brake fluid, perished rubber boots on suspension linkages and steering rack gaiters, and brake caliper seizure from infrequent operation. The consistent annual testing pattern combined with the low annual accumulation suggests the car has been in regular use rather than left laid up, which is reassuring from a corrosion and component degradation standpoint. Given the clean advisory history, a prospective buyer should focus their physical inspection on areas DVSA would only flag once they have progressed beyond a threshold, particularly the suspension bushes, anti-roll bar drop links, and front strut top mounts, which on small city cars of this era commonly develop play without triggering an MOT failure until well advanced. On a test drive, listen for clonking or knocking over uneven surfaces and speed humps, which would indicate worn front strut cartridges or failing lower wishbone bushes. Steering should feel precise without vagueness around the straight-ahead position or knocking on full lock, both of which can point to worn tie rod ends or deteriorated steering rack internals. The braking system warrants particular attention at this age and mileage even though no related advisories appear, as the calipers, flexible hoses and rear drum or shoe mechanisms can suffer from seizing or fluid contamination without showing on test. At low speed, apply the brakes firmly and check for any pull to one side, which would suggest a binding caliper, and listen for scraping or grinding that could indicate worn pads sitting against partially corroded discs. Finally, inspect the underside visually for any emerging corrosion on subframe mounting points, brake pipe runs along the chassis and the exhaust hangers, and check the engine bay for signs of oil misting around the cam cover or valve cover gasket, all common ageing points on this model that a clean MOT record does not necessarily rule out between test dates.