2020 Mazda CX-5 SE-L D Auto 2.2L Diesel · LS70 PSU

The 2020 Mazda CX-5 SE-L D Automatic recorded a PASS on its most recent DVSA MOT test dated 3 October 2025, though five advisory notices were raised alongside the pass certificate. The vehicle had previously passed without any defects recorded in September 2023 and October 2024, meaning the appearance of multiple advisories on the latest test represents a clear shift from a clean maintenance pattern to one showing emerging wear items. While none of these advisories constituted a failure at the time of test, their presence together signals that the vehicle is entering a phase where the braking system and front suspension components are approaching the threshold for replacement. A steady accumulation of advisories across successive tests, or a sudden cluster as seen here, should be treated by a prospective buyer as a precursor to imminent servicing costs within the next six to twelve months of normal use. With 59,911 miles recorded on a six-year-old vehicle, the CX-5 has covered approximately 9,985 miles annually, which sits comfortably around the typical mileage band for a UK privately or fleet-operated car. There is no evidence in the MOT history of significant mileage gaps between tests that would suggest prolonged standing, nor any indication of rapid accumulation that would point to high-mileage drivetrain fatigue. The even spread of annual usage implies consistent operation, allowing mechanical components such as the diesel engine, automatic transmission, turbocharger, and dual-mass flywheel to have been exercised regularly rather than suffering from cold-start degradation or moisture build-up in the exhaust and oil systems. Routine service intervals for a Mazda Skyactiv-D of this age and mileage would typically call for cambelt verification, diesel fuel filter renewal, and automatic transmission fluid inspection, all of which should be confirmed via the service book. The cluster of brake-related items raised at the 2025 test warrants particular attention during any physical inspection and test drive. Both front brake pads and the nearside rear pad were noted as wearing thin, which is consistent with the front-disc-worn advisory, indicating that all four corners of the braking system will likely require attention in the near term. A prospective buyer should listen carefully during a test drive for any brake shudder through the steering wheel under firm pedal application, which would suggest the front discs have worn beyond their service limit and require replacement rather than just a pad swap. The offside front anti-roll bar ball joint showing slight play is an early indicator of front suspension bush and link wear; on the road this typically presents as a dull clunk or knock over speed humps and uneven road joints, together with a slight vagueness in transient steering response. A thorough inspection should include a visual check of the front and rear brake discs for lipping, the rear pads and calipers for binding given the handbrake operates on the rear discs, and a check that the front anti-roll bar drop links and bushes have not deteriorated further since October 2025. Beyond the recorded advisories, the age and mileage profile of this CX-5 merit a number of standard physical inspections that may not appear on the MOT certificate. Tyre sidewalls should be examined closely for perishing or cracking caused by UV exposure and ozone degradation, as six-year-old original equipment tyres may be due for replacement on age grounds regardless of tread depth. The 12-volt battery should be load-tested, as Mazda vehicles of this vintage are known to suffer from parasitic drain that can flatten a battery left standing for short periods, and a failing battery often manifests as random infotainment resets or sluggish cold starting. Diesel-specific checks should include verification that the Diesel Particulate Filter has completed recent regeneration cycles without warning lights, inspection of the intercooler hoses for splits, and confirmation that the timing belt or chain service interval has been observed at the correct mileage. Finally, all fluid levels and conditions, including engine oil, coolant, brake fluid, and automatic transmission fluid, should be assessed for age-related degradation, as brake fluid in particular absorbs moisture over time and should ideally be renewed every two to three years regardless of mileage.