2017 Ford Fiesta 1.0L Petrol · LL67 OBW

The most recent DVSA examination on 21 November 2025 resulted in a clean pass with no defects or advisories recorded, which represents the strongest possible outcome at the current test. Looking back across the recorded history, the vehicle has passed every annual test without any failure since at least 2020, and the only entries beyond standard passes are minor advisories, none of which relate to fundamental safety systems. The maintenance trend therefore appears stable and well managed, with no progressive deterioration evident across the recent test sequence. For a prospective buyer, this consistent clean record is a positive indicator that the car has been kept in good mechanical order, though it should be remembered that the MOT is a roadworthiness snapshot and does not cover engine internals, clutch condition, or service history verification. The recorded mileage of 29,138 miles over approximately nine years equates to an annual average of around 3,238 miles, which is notably low for a 2017 Ford Fiesta and suggests either very light daily use, significant periods of standing, or predominantly short urban journeys. Such low usage carries its own mechanical considerations: vehicles that sit idle for extended periods can suffer from brake disc corrosion, binding or seized calipers due to lack of regular use, and deterioration of rubber components from age rather than wear. Equally, short journeys without sufficient engine running time can lead to oil dilution, moisture accumulation in the engine oil, and premature degradation of the 12V battery, all of which merit direct physical inspection rather than reliance on the MOT record alone. Given the low annual mileage and the age of the vehicle, particular attention should be paid to the tyres. Even with substantial tread remaining, a Fiesta of this vintage can exhibit sidewall cracking, perishing, or UV degradation that would not be flagged at MOT unless structurally severe, so a close visual inspection of all four sidewalls for hairline cracks is worthwhile. The brake discs should be examined for surface rust and, more importantly, for any lip or pitting that indicates they have been lightly used over many years; the caliper slide pins and pistons should be checked to ensure they are not seized, which is a common issue on cars that have spent long periods stationary. A test drive should include several firm brake applications from moderate speed to confirm straight-line stopping without pulling, shudder, or grinding, and the handbrake should be tested on an incline to verify full release without the disc dragging. The shock absorber advisory from 2020, which noted light misting on the nearside rear unit, has not reappeared in subsequent tests, suggesting either a clean bill of health on re-examination or a replacement that has remained effective. Nonetheless, on the road the buyer should listen for any clonks or knocking from the rear suspension over uneven surfaces, as the original units may now be approaching the end of their service life given the vehicle's age. With only around 3,200 miles covered annually, time-based servicing becomes more relevant than mileage-based intervals: the brake fluid should be confirmed as changed within the last two years due to its hygroscopic nature, the coolant similarly inspected for condition and age, and the engine oil and filter likely due regardless of odometer reading. A check of the service book stamps and any supporting invoices will be essential to verify that calendar-based maintenance has been carried out, as low recorded mileage can mask long intervals between services if the previous owner relied on the odometer alone. Finally, ensure the 12V battery is load-tested, as a nine-year-old original unit is unlikely to be reliable regardless of how little the car has been driven.