2002 Chrysler PT Cruiser 2.1L Diesel · P7 WCS

A chronic pattern of corrosion and deteriorating rear brake hydraulics dominates the structural story of this 24-year-old PT Cruiser, with the latest test on 31 July 2026 recording a pass only after a prior fail three days earlier had flagged major defects on both rear brake pipes and a seriously inadequate repair to a rear suspension mounting area. That mounting prescribed area was noted as needing continual welding, which means a previous repair has not held and the surrounding metal has likely thinned to the point that further fabrication will be required to preserve structural integrity around the rear suspension. Underbody corrosion has now appeared as an advisory at every test since at least April 2024, and although the examiner has consistently judged that rigidity is not significantly reduced, the trend points towards worsening surface oxidation across the chassis and a steadily shortening window before further structural advisories escalate into failures. An ABS warning lamp fault recorded as a major in April 2024 also remains unaddressed in the visible record, suggesting the anti-lock braking system may still have an unresolved electrical or wheel-speed sensor issue. Against an age of 24 years, the recorded 116,706 miles equates to roughly 4,863 miles per year, which is notably low for the vehicle's age and points towards periods of light use or extended standing rather than consistent daily driving. Such low annual accumulation can preserve interior and drivetrain condition but conversely allows standing water to sit in brake pipes, suspension joints, and underbody seams, accelerating the very corrosion and bush wear patterns visible in the MOT record. There are no multi-year gaps between tests that would suggest a long-term SORN period, but the very short interval between the 28 July 2026 fail and the 31 July 2026 pass indicates the keeper actively returned the car for retest after rapid repairs, rather than the defects having been latent and ignored. For a prospective buyer, the priority areas on inspection are the rear brake hydraulic circuit and the rear suspension mounting zones. Both rear brake pipes have now been flagged as excessively corroded, and although the most recent test passed, the pipes were described as covered in grease at the 2025 test and then as excessively corroded just months later, suggesting thinning metal that could soon perforate and demand full pipe replacement. On a test drive, listen for any knocking or clonking from the rear over uneven surfaces, which would indicate the previously inadequately repaired suspension mounting has further compromised, and feel for inconsistent pedal travel, sponginess, or a low brake pedal that may betray further pipe deterioration. The front lower suspension arm pins and bushes were advised in both 2024 and 2025 for wear without excessive movement, so expect audible creaks or vague steering on slow manoeuvres if these have deteriorated further. Additional checks should focus on the engine and gearbox for fluid leaks, given the recurring minor seepage advisories in 2024 and 2025, and on verifying that the ABS warning lamp extinguishes promptly on ignition, since the 2024 major fault has no recorded rectification. The offside rear passenger door catch has been flagged as a minor defect for failing to open or close readily, which is a usability concern rather than a safety one but worth confirming during a walk-round. Finally, request that the vehicle be raised on a ramp so the entire underbody, rear axle mounting points, and inner sills can be inspected for perforation; given the recurring integral body corrosion advisories and the failed rear suspension mounting repair, hidden structural thinning is the single greatest risk to this car's long-term roadworthiness.