2018 Ford KA 1.2L Petrol · MW67 YOF

The most recent official DVSA MOT test for this 2018 Ford Ka was conducted on 16 March 2026 and resulted in a pass with no defects or advisories recorded by the examiner. Looking back across the available history, the vehicle has passed every annual test without comment since at least June 2022, which represents four consecutive clean examinations. This consistent pattern of defect-free outcomes strongly suggests that the car has been maintained to a roadworthy standard throughout its recent life, with no emerging advisories that would typically indicate wear items approaching their service limits. While a clean MOT history is reassuring, it remains a snapshot at the time of test and does not guarantee the condition of components between examinations, so a physical inspection is still essential. With an indicated mileage of 14,114 miles across approximately eight years, this Ka has covered an annual average of only around 1,764 miles, which is considerably below typical usage for a vehicle of this age and segment. This profile points strongly to a car that has either been used predominantly for short journeys or has spent extended periods standing between uses. Such low-mileage, low-use patterns carry their own mechanical implications, particularly regarding corrosion of brake discs and callipers from infrequent operation, degradation of rubber components through age rather than wear, and potential issues with the 12-volt battery losing capacity through prolonged standing or only short charging cycles. Equally, long gaps between use can allow moisture to accumulate in the engine oil, leading to potential seal degradation when the vehicle is eventually run. Given the clean MOT record and low recorded mileage, the prospective buyer should focus on age-related deterioration rather than high-mileage wear items. Tyres fitted to this vehicle will be at least six to eight years old depending on their production date, and the sidewalls should be closely inspected for perishing, cracking, or ozone-related degradation, as rubber hardens with age even when tread depth remains adequate. Brake discs are particularly susceptible to standing corrosion on a lightly used car, so the wheels should be spun by hand when cold to confirm the callipers are releasing cleanly and the discs are not severely pitted or lipped from surface rust. A test drive should include several firm brake applications from moderate speed to verify straight-line stopping without judder, and the buyer should listen for any binding or dragging sensation that indicates a seized slider or piston. Further inspection points should include verification of fluid service histories, as brake fluid, coolant, and automatic or manual gearbox lubricant all degrade over time irrespective of mileage, and a lack of documented servicing could mean these require replacement purely on a calendar basis. The 12-volt battery should be load-tested, as prolonged standing combined with short trips is a common cause of premature battery failure on low-use vehicles. Beneath the car, the exhaust system should be examined for external corrosion, particularly at mounting points and the rear silencer, where age-related deterioration is common on cars that have spent time parked outdoors. Finally, the service book should be reviewed to confirm that essential items such as cambelt or timing chain inspection intervals and spark plug renewals have been addressed in line with Ford's time-based schedule, as these critical maintenance points are governed by years rather than miles on a low-use vehicle such as this.