2012 Skoda Yeti 1.6L Diesel · OY12 AXA

A remarkably clean MOT record defines this twelve-month-old Skoda Yeti, with every test since November 2021 returning a pass and absolutely no advisories or defects recorded across four successful examinations. The most recent pass on 6 November 2025 follows successive clean outcomes in October 2024, November 2023 and November 2021, demonstrating sustained roadworthiness with no recurring component wear flagged by the examiner. One isolated failure appears on 13 November 2023, but interestingly no defects were recorded against it, suggesting either an administrative refusal, a retest within forty-eight hours, or a refusal on grounds such as documentation or identification rather than a substantive mechanical defect. The clean slate thereafter, particularly back-to-back passes on 13 and 15 November 2023, reinforces the impression of a mechanically sound vehicle whose structural integrity, braking system, suspension, and emissions have all remained well within MOT tolerance throughout this period. For a prospective buyer, the absence of chronic advisories relating to corrosion, oil leaks, suspension component wear, or exhaust integrity is a notably positive indicator on a vehicle now approaching its teenage years. With 124,619 miles accumulated over fourteen years, this Yeti has averaged roughly 8,900 miles annually, a figure that sits comfortably within the normal range for a UK family car of its age. The mileage progression between tests is steady and proportionate, with no evidence of either extended lay-ups that might mask degradation of seals, brake components, or fuel system parts, nor any unusually rapid accumulation that could indicate high-stress use such as frequent towing. The two-month interval between the November 2023 failure and its immediate retest is routine and bears no relation to mileage progression. Mechanically, this kind of consistent moderate use typically allows components like timing chains, dual-clutch gearbox mechatronics, and turbocharger bearings to wear predictably, and the clean advisory history suggests the drivetrain has not been subjected to the neglect patterns that often accompany very high mileage or prolonged standing periods. Given the complete absence of flagged advisories, a buyer cannot rely on the MOT history to anticipate likely replacement items, but the same components expected to show wear on any Yeti of this age and mileage should still be examined closely. On a test drive, listen for clonks or knocks from the front suspension over speed humps and uneven surfaces, as worn lower wishbone bushes, anti-roll bar drop links, and top mount bearings are common wear items that may not yet have crossed the MOT failure threshold but will produce audible symptoms. Feel for any vibration through the steering wheel under braking, which could indicate worn brake discs, and check for pulling to one side under light braking that might suggest a binding or sticking caliper, particularly on the rear axle where the Yeti's drum or disc handbrake mechanism can seize. Inspect the underside for any signs of oil seepage from the camshaft chain tensioner area or the turbocharger oil feed pipe, both known areas on the 1.2 TSI and 2.0 TDI engines fitted to this model, and examine the rear trailing arm bushes for cracking as these are notorious for allowing camber changes once hardened. Practical inspection points should also include a thorough check of the bodywork for the bubbling paint and surface corrosion that frequently develops around the wheel arches, tailgate seam, and lower door edges of Yetis in UK conditions, even when the MOT examiner has found nothing structurally significant to flag. Verify that all electrics function correctly, including the rear wash wipe, the climate control, and the electric tailgate if fitted, as electrical gremlins in the comfort module are a known complaint. Examine the coolant expansion tank for any staining that would suggest a head gasket weep, particularly on the higher-output TSI petrol variants, and check the condition of the cambelt or timing chain service history if available, as replacement intervals on these engines typically fall between sixty and ninety thousand miles depending on variant. Finally, confirm that the vehicle has been regularly serviced at sensible intervals regardless of its clean MOT record, as the MOT alone does not assess engine internal condition, fluid health, or the state of components such as the water pump, thermostat, and auxiliary drive belts.