2010 Ford KA 1.2L Petrol · PF10 CBU

A clear pattern of progressive structural and suspension deterioration defines this Ford Ka's MOT history, with the 2026 test on 14 February returning a pass but flagging both a corroded coil spring and corrosion to the rear axle subframe, neither of which was serious enough to fail at that point but both indicating advancing age-related degradation. Prior to that, the 2025 tests revealed a developing brake imbalance with the front service brake fluctuating and a nearside front shock absorber misting oil, while a separate test in early 2024 produced a failure involving excessively worn rear shock absorber bushes on both sides, a worn nearside front suspension arm ball joint, and a non-functioning nearside stop lamp. Earlier years showed comparatively minor concerns, principally a recurring rear exhaust gas leak noted across 2021, 2022, and 2023 alongside a corroded offside rear coil spring in 2023 and a damaged lower engine mounting, but the overall trend across the recorded tests is one of worsening underside and suspension condition rather than isolated or static wear. Recorded mileage of 87,286 miles across sixteen years equates to an annual accumulation of roughly 5,455 miles, which is well below average for a vehicle of this age and likely reflects either long periods of inactivity or genuinely low usage. While low annual mileage reduces wear on major drivetrain components, it accelerates certain age-related failures, particularly corrosion to structural members, rubber bushes, and coil springs, all of which have been flagged on this Ka. The MOT test entries span from 2021 through to 2026 with broadly annual gaps and no extended lay-up periods of three or more consecutive years, suggesting the vehicle has been in regular but light use, a usage profile consistent with the rust and bush deterioration now appearing on the underside. A prospective buyer should pay close attention to the suspension and underbody areas that have already drawn advisories. Listen for knocking noises from the rear over uneven surfaces, which could indicate further deterioration of the rear shock absorber bushes beyond what was recorded in 2024, and feel for any vagueness or clonking through the steering that could suggest the nearside front suspension arm ball joint or its associated bush has worn further since inspection. On a test drive, apply the brakes firmly from speed and check for any pull to one side or pedal judder, given the front brake fluctuating recorded in 2025, and inspect the rear axle subframe carefully for any worsening corrosion, cracking, or flaking that might now exceed the seriously weakened threshold, as corrosion of this type tends to progress between tests. The exhaust system warrants a thorough check beneath the vehicle for the persistent minor gas leak that has been flagged in three consecutive years, as a chronically sealing joint may now require repair rather than continued monitoring, and the lower engine mounting should be inspected for cracks or movement that could allow excessive engine tilt under load. Finally, verify the full operation of all rear lighting given the prior stop lamp failure, and confirm that any replacement tyres fitted to the nearside rear are free from cuts exposing ply or cord, which was the cause of the 2025 major failure. Given the cluster of structural advisories in the most recent test and the failing components identified in 2024, a pre-purchase inspection on a ramp would be prudent to assess the current extent of subframe corrosion and the remaining service life of the rear coil spring and shock absorber bushes before committing to purchase.