2010 Ford KA 1.2L Petrol · LO10 MBV

Chronic front suspension wear is the defining mechanical theme of this Ford Ka's MOT history, with two major failures recorded in 2023 centred on the Macpherson strut top mounts and lower suspension arm ball joints, followed by a further structural major in 2025 for a corroded and seriously weakened offside front strut mounting. The pattern across the four most recent tests shows a clustering of advisories on the same front-end components: offside front suspension arm pins and bushes, the offside front anti-roll bar linkage ball joint, Macpherson strut top bushes and pin wear, and upper suspension component mounting corrosion on both sides. The 2026 test passed on 16 July, but it carried five advisories including a detached rear bump stop, rear axle corrosion, and further wear on the offside front suspension arm bush, anti-roll bar ball joint, and Macpherson strut pin. This is not a record that suggests a stable, trouble-free front axle; the same wear points have been flagged repeatedly, and two of the three most recent tests have included advisories specifically noting play or wear on the offside front suspension arm assembly. Annual mileage of around 5,600 miles is below average for a sixteen-year-old car and the record contains no multi-year gaps in testing, indicating continuous use rather than extended periods off the road. MOT certificates are recorded in each of the past six years, suggesting the vehicle has been kept on the road consistently. The lower annual accumulation, however, is consistent with the corrosion-related advisories appearing in the record, as short urban journeys combined with standing time between uses can accelerate surface corrosion on exposed suspension components. The mileage is plausible and broadly consistent across tests, with no evidence of clocked figures or unusual jumps that would warrant further concern. A prospective buyer should treat the front suspension as the primary area of inspection. Specifically, the offside front lower arm ball joint, the Macpherson strut top mounts and bearings, the anti-roll bar linkage ball joint, and the strut pin or bush assemblies have all been flagged across multiple tests and should be physically checked for free play by rocking the wheel top to bottom and side to side with the car on the ground. On a test drive, listen for clonking or knocking from the front end over uneven surfaces, pay attention to any vibration through the steering wheel, and note whether the car pulls to one side under braking or straight-line acceleration. The rear axle corrosion advisory from 2026 also warrants a visual inspection underneath the car, ideally with the vehicle on a ramp, to confirm that surface corrosion has not progressed to a structurally significant level, and the detached rear bump stop should be replaced as it will affect rear suspension travel. Additional points to address during any pre-purchase inspection include the offside rear brake that was flagged as binding in 2023; this can lead to overheating, uneven pad wear, and rear disc scoring, so the rear caliper slides and handbrake mechanism should be checked for smooth operation. The front tyres noted as worn close to the legal limit and cracked in 2025 should be inspected for age-related cracking on the sidewalls and tread, particularly as low-mileage use combined with age can cause sidewall deterioration even when tread depth remains adequate. The slightly corroded front shock absorber and corroded strut top mounts from 2023 reinforce the need to examine the strut assemblies for any fluid seepage or advanced surface corrosion. Finally, while the 2026 test was a pass, the volume of recurring advisories on the same suspension components, together with two prior major defects on related parts, indicates that further remedial work is likely to be required to maintain the vehicle in roadworthy condition.