2009 Ford KA 1.2L Petrol · ML09 LDY

The defining mechanical story of this 2009 Ford Ka is a persistent pattern of underbody and exhaust-related advisories stretching back through every recorded MOT, combined with multiple brake and suspension defects flagged across the 2021 and 2023 tests. The most recent assessment on 12 September 2023 returned a pass, but only after the vehicle had failed the preceding day and carried forward identical observations regarding the front strut top mountings and exhaust condition. Across the 2021 and 2022 cycles, front brake disc wear, rear coil spring corrosion, and front exhaust mounting defects were all noted, with the rear shock absorber casings additionally showing external damage by late 2022. The recurring nature of these items, rather than any single failure, is the more telling indicator: the exhaust system, front braking hardware, and rear suspension components have all been showing progressive wear or corrosion issues over consecutive tests, suggesting that some remedial work has been deferred in favour of passing the annual test. With 72,195 miles recorded over roughly 17 years, this Ka is averaging around 4,247 miles per year, which is well below typical expectations for a small city car of this age. The MOT record shows tests at 2021, 2022 and 2023, but there are no entries between the 2023 cycle and the present, indicating a multi-year absence from testing. Such a low annual mileage can reflect genuine light use, but it also raises the possibility of extended standing periods, which can accelerate corrosion on ferrous components, dry out rubber suspension bushes and brake seals, and lead to flat spots on older tyres. Mechanical risk on a low-mileage Ka of this vintage tends to concentrate on age-related deterioration rather than wear from high mileages, and the MOT history supports this: corrosion-related advisories on coil springs and exhaust components are more consistent with age than with heavy use. For a prospective buyer, the priority inspection areas should mirror exactly what the MOT history has flagged. On a physical examination, the front MacPherson strut top mountings, including the retaining washers and nuts noted as being in poor condition, should be checked for play by rocking each front corner with the wheel lifted, listening for clonking or feeling for movement in the top mount assembly. The front brake discs, which were previously recorded as pitted or scored, should be inspected for lipping on the outer edge and judder under braking; any pulsing through the pedal or steering wheel on a road test would confirm the discs need replacement. The rear suspension should be examined closely, as the advisories cover corroded coil springs, externally damaged rear shock absorber casings, and a broken nearside rear bump stop. With the rear of the car jacked, the bump stops should be intact and the coil springs checked for surface corrosion that has not yet compromised structural integrity; knocking from the rear over uneven surfaces or a harsh ride over poor road surfaces would suggest the dampers have degraded internally. The exhaust system warrants particular attention given that a minor gas leak at the centre-to-rear joint and front mounting defects have appeared in three consecutive tests, alongside general exhaust corrosion. A cold-start inspection should look for soot deposits around joints, and a workshop ramp check should confirm that the front mounting rubber has not collapsed, allowing the system to sag. The recorded oil leak, noted as not excessive, should be monitored by checking for fresh staining on the undertray, engine block, and around the sump gasket and cam cover. On the test drive, listen for any increase in mechanical noise from the engine bay, watch for blue smoke from the exhaust on overrun, and pay attention to knocking or clonking from the front end over speed bumps, all of which would indicate that the deferred advisories from 2023 have now progressed beyond advisory thresholds.