2011 Ford KA 1.2L Petrol · ML60 URA

The most recent DVSA examination on 13 March 2026 returned a PASS, with only a single advisory recorded for slight perishing or cracking on the offside front tyre. However, the broader picture over the last four MOT cycles shows that while it has not been difficult to obtain a pass, the underlying condition of the rear suspension and sub-frame area has been deteriorating progressively. In October 2025 the vehicle failed on a major defect, with the nearside rear sub-frame recorded as corroded and seriously weakened, requiring a structural repair to retain roadworthiness. The previous test in October 2024 also failed, citing excessive corrosion at the offside rear spring cup mounting, alongside an advisory for the same component on the nearside. Earlier still, in October 2023 the rear coil spring mountings were flagged as corroded but not seriously weakened on both sides. This sequence clearly indicates an accelerating corrosion trend in the rear axle and suspension attachment areas rather than stable or improving condition, and any prospective purchaser should treat the rear structure as a known weak point demanding close physical scrutiny. The recorded mileage of 82,342 over approximately fifteen years equates to an average annual use of roughly 5,500 miles, which is low for a car of this age and suggests either light overall usage or significant periods of standing. The gap between the 2021 and 2022 tests and the relatively short intervals thereafter indicate the vehicle has been in regular use in recent years, but the long-term low average still carries implications. Low annual mileage typically reduces wear on the engine, clutch and main gearbox internals, but it commonly accelerates degradation of items that suffer from lack of use rather than mileage accumulation, such as brake disc corrosion due to prolonged standing, sticking or binding calipers, deterioration of rubber components from age, and possible flat spots or perishing in tyres that have remained fitted for many years. For a buyer, the corrosion history around the rear sub-frame and spring cup mountings is the single most important area to inspect physically. The underside of the vehicle should be examined on a ramp or over a pit, paying particular attention to the rear axle, the spring seats, the sub-frame longitudinal members, and the surrounding floorpan and sill closing sections for any signs of perforation, bubbling under underseal, or fresh welding that may indicate a recent patch rather than a thorough structural repair. On a test drive, any clonking, knocking or dull thuds from the rear when traversing speed humps, potholes or uneven surfaces would suggest worn or displaced suspension bushes, tired coil springs, or movement within the corroded mountings. The exhaust front flexible pipe should be listened for any ticking or blowing sounds that worsen on the over-run, and the handbrake should be checked for poor travel or failure to hold on an incline, as the broken outer casing previously noted can lead to stretching and reduced efficiency. Uneven rear tyre wear, particularly inner shoulder wear, may also indicate compromised geometry from the corroded spring mountings. Given the age of the vehicle and its low-mileage profile, several age-related items deserve attention regardless of what the MOT records show. The tyres should be inspected for sidewall cracking and perishing even where tread depth appears adequate, as rubber compounds degrade with calendar age, and the offside front tyre flagged in March 2026 should already have been replaced. The 12 volt battery should be load tested, as batteries older than five years frequently struggle to hold charge, particularly in vehicles used for short journeys. Brake discs should be checked for lip corrosion and the calipers for smooth sliding action, as standing can cause the pistons to seize and the sliding pins to bind, leading to uneven pad wear or a pulling sensation under braking. All fluid services should be confirmed by service history, including coolant, brake fluid and gearbox oil, as these degrade by time rather than mileage, and the absence of recent records on a fifteen year old car would justify proactive replacement. Finally, the Ford Ka of this era is known for ageing engine mounts and water pump weepage, so a cold inspection for green coolant staining and any vibration through the gearlever or steering wheel on start-up would be prudent before committing to purchase.