2004 Mazda 2 1.4L Diesel · PA04 FWJ

A pattern of brake and suspension corrosion sits at the centre of this Mazda 2's MOT history, and it is the single most important mechanical signal for any prospective buyer. The 2015 test recorded three brake pipes — both front and the nearside rear — as excessively corroded, accompanied by a failed track rod end with excessive play and a non-functioning front position lamp. Although the vehicle returned to the road the following day and passed with no recorded defects, the 2016 and 2017 tests show the corrosion story had not ended. Advisories appeared on the offside front coil spring and on both rear suspension component mountings at the inner sill axle mounting areas, together with an oil leak and twisted front seat belts. The most recent test on 30 August 2018 recorded a clean pass with no advisories, which on the surface suggests resolution, but the historical cluster of brake, steering, and suspension concerns indicates that corrosion has been a recurring threat to the underside of the car. A buyer should treat this not as a one-off failure but as an ongoing vulnerability that is likely to reappear. Mileage accumulation of 140,326 miles across roughly 22 years equates to approximately 6,378 miles annually, which is broadly typical for a vehicle of this age. The MOT record covers seven consecutive annual tests from 2012 to 2018, with no gaps in testing, suggesting the car has remained in regular use rather than being laid up. The annual mileage implied between recorded tests is consistent with moderate commuter or second-car use, and there is no evidence of rapid accumulation or long dormant periods. However, a car of this age and mileage will have consumed multiple sets of tyres, brake discs and pads, and suspension components, and the corrosion advisories suggest the underbody has been subjected to many winters of road salt exposure — a known accelerant for the type of brake line and sill corrosion flagged in the records. Given the specific defects recorded, a physical inspection should focus on the underfloor brake lines, paying particular attention to the front-to-rear pipe run and the unions at the master cylinder and flex hoses, where corrosion pitting can lead to weeping or, in the worst case, line failure under braking. The inner sill and axle mounting areas for the rear suspension should be examined for advanced corrosion, as the 2017 advisories noted these areas were corroded though not yet considered excessive. The offside front coil spring, flagged in 2016, should be visually checked for cracking or fracture, particularly at the lower coils, and a test drive over uneven surfaces should be conducted to listen for any knocking from the front suspension, which would indicate deteriorated bushes or top mounts. The track rod end failure in 2015 means the steering should be checked on the move for any looseness, uneven tyre wear, or a vague feeling through the wheel rim, and a hand-pull inspection of the front wheels with the car lifted should reveal any play in the steering linkages. The 2013 advisory of a damaged or deformed offside front subframe is worth close attention, as this is a structural item rather than a wear component. A subframe deformity can affect suspension geometry, brake pipe routing, and steering alignment, and any subsequent uneven tyre wear or steering pull on a test drive could indicate that the issue was not properly rectified at the time. The persistent windscreen crack at the base, noted in both 2016 and 2017, should be checked for progression, as a crack near the scuttle can spread across the driver's eyeline and would require a screen replacement. Finally, the oil leak noted in 2016 should be traced on inspection — common sources on this era of Mazda include the valve cover gasket and the oil filter housing — and the test drive should include a check for smoke from the exhaust and any drop in oil level on the dipstick, which would indicate an active rather than historic leak.