2016 Ford KA 1.2L Petrol · LM66 NBA

The most recent DVSA MOT test for this 2016 Ford Ka was conducted on 29 October 2025 and resulted in a pass, with no defects or advisories recorded against the vehicle at the time of inspection. Looking back through the recorded history, the vehicle has demonstrated a consistent pass pattern across 2023 and 2024, with the minor anomaly of a failure recorded on the same date as the 2025 pass, which strongly suggests a same-day retest following a minor issue that was rectified immediately rather than any underlying mechanical deterioration. The absence of any advisories across the recorded tests indicates that the vehicle has not been presenting technicians with borderline wear items such as ageing tyres, corroding brake discs, or tired suspension components, which suggests the owner has been reasonably proactive with maintenance. Overall, the test history points to a stable and well-ettled mechanical condition rather than a worsening or improving trajectory, as the vehicle appears to have reached a plateau of consistent roadworthiness. With approximately 88,595 miles recorded against a ten-year-old vehicle, the Ka has covered roughly 8,860 miles per year on average, which sits comfortably within the typical usage bracket for a small city car of this age. This level of mileage is neither so high as to suggest excessive wear on major drivetrain components nor so low as to raise immediate concerns about prolonged standing periods. The annual usage pattern is consistent with a vehicle used for regular commuting, school runs, or short urban journeys, which is precisely the operating environment the Ford Ka was engineered to accommodate. There is no evidence in the MOT record of significant mileage gaps or unusually rapid accumulation between tests, which further supports the impression of steady, predictable usage that aligns with the component wear one would expect for this age and mileage bracket. Given the clean MOT record and the absence of any documented advisories, a prospective buyer should focus their inspection on age-related deterioration rather than chasing specific previously flagged defects. Tyres should be examined closely on all visible surfaces, including the sidewalls, for perishing or cracking caused by ten years of UV exposure and ozone degradation, as rubber compounds harden with age regardless of tread depth. The 12-volt battery should be tested for cranking performance and resting voltage, as original-equivalent units frequently fail between eight and ten years of age, particularly in vehicles subject to short urban journeys that do not allow full recharge. Brake discs, particularly at the rear, should be inspected for surface corrosion and the calipers checked for any binding or seizing due to infrequent heavy braking applications, which is common in lightly used urban vehicles. Fluid condition and service history verification should form the final pillar of the physical inspection, as calendar-based degradation occurs regardless of mileage accumulation. Brake fluid is hygroscopic and should ideally be renewed every two years regardless of use, so a prospective buyer should request evidence of when this was last carried out. The engine coolant and transmission fluid should likewise be checked for their service intervals, with the latter typically requiring attention around the 60,000 to 80,000 mile mark on vehicles of this type. A thorough test drive should include listening for any suspension clonks over speed humps, feeling for any pulling under braking which may indicate seized caliper slides, and monitoring for any hesitation or unusual engine behaviour during warm-up, as a ten-year-old small-capacity engine will benefit from a compression check if the service history is incomplete. Confirming the presence of a stamped service book or digital service record demonstrating regular oil and filter changes at appropriate intervals will provide the strongest indication that this otherwise clean-example Ka has been mechanically cared for throughout its life.