1997 Mazda MX-3 1.8L Petrol · P687 CFC

The defining mechanical theme across this MX-3's recent MOT history is a recurring pattern of corrosion-related advisories on the coil springs, persistent brake disc wear, and suspension linkage deterioration, rather than any single outright failure. The most recent test on 19 February 2026 was a pass, but it came only one day after a failure on 18 February 2026, with identical advisories issued on both occasions, including pitted front brake discs, slight play in the nearside front anti-roll bar linkage ball joint, and corrosion on three coil springs (nearside front, nearside rear, and offside front). Going further back, the 2025 tests followed an almost identical pattern, with a pass and a closely timed failure carrying advisories for binding offside front brake, pitting on front and rear brake discs, and corroded rear and offside front coil springs. The 2024 test passed with advisories for front and rear brake disc pitting, thinning rear brake pads, corroded rear coil springs, and a minor windscreen chip. Across four consecutive test cycles the coil spring corrosion has been flagged repeatedly, indicating progressive surface oxidation that has now spread to multiple corners of the vehicle. With 105,705 miles recorded over roughly 29 years, the annual accumulation rate sits at approximately 3,645 miles per year, which is substantially below average and points to either very light use or extended periods of inactivity. Low annual mileage of this nature typically reduces wear on internal combustion components, drivetrain bearings, and clutch material, but it can accelerate degradation of rubber-based items, brake surface corrosion, and unsealed metal components due to long standing periods combined with exposure to damp UK conditions. The repeated advisories for pitted brake discs and corroded coil springs are consistent with this usage profile, where discs suffer from surface oxidation during standing periods and the exposed spring steel gradually weathers. There are no obvious gaps in the MOT testing history visible here, and the mileage progression appears consistent year to year without any sudden jumps. From a buyer's perspective, the primary items warranting close physical inspection are the coil springs and the anti-roll bar linkage. The front springs should be examined for advanced section loss, flaking, or any area where the coil diameter has visibly reduced through corrosion, as this can lead to spring fracture and a sudden loss of ride height. Any knocking, clonking, or rattling over uneven road surfaces, particularly at low speed, would suggest the anti-roll bar ball joint or its bushes have worn beyond the level recorded in February 2026. The nearside front anti-roll bar linkage should be physically rocked by hand to check whether the slight play has developed into a more pronounced looseness, and the condition of the bushes should be assessed for perishing or cracking. The braking system requires equally careful evaluation given the persistent advisories. The front discs should be inspected for measurable lipping at the outer edge, and the offside front caliper should be checked for the binding previously flagged, which may manifest as the offside wheel running noticeably warmer after a drive, a pull to the left under braking, or uneven pad wear compared to the nearside. On a road test, listen for any grinding, squealing, or pulsation through the brake pedal, the latter indicating disc runout from uneven corrosion. The rear pads and discs should also be examined, as thinning rear pads were noted in 2024. Given the vehicle's age and the progression of corrosion advisories, it would be prudent to inspect the underbody, exhaust mounting points, and any structural seams for additional rust that may not yet have reached the threshold for an MOT advisory but could become significant in the near term.