2007 Honda Jazz 1.3L Petrol · RO57 KMM

A nineteen year old Honda Jazz with 111,107 miles on the clock shows a mechanical picture dominated by progressive underbody corrosion and recurring suspension wear, with the most recent test on 8 October 2025 returning a clean pass but sitting atop a record that already documents rear coil spring and subframe deterioration. The defining feature across the seven MOT entries is a cluster of advisories centred on the rear axle: rear coil spring corrosion has now been flagged at three consecutive tests from December 2023 onwards, accompanied by corrosion of the central rear subframe and vehicle structure within 30cm of mounting points recorded in May 2025. The failure at the same May 2025 visit shows that, at that point, the tester felt additional items warranted re-testing, although no specific failure defects were listed beyond the advisories. Earlier the 7 May 2024 test had produced a much more serious set of majors, including a dangerous nearside rear tyre below the 1.6mm minimum, both front wiper blades failing to clear the screen effectively, and an excessively worn nearside front anti-roll bar drop link ball joint, indicating that wear items had at one stage been allowed to progress beyond the advisory threshold. Annual mileage of roughly 5,800 miles is notably low for a car of this age, which limits wear on high-mileage items such as the clutch, engine internals and drivetrain but does not arrest corrosion of structural components and brake pipework on a vehicle now in its third decade. The mileage is not so low as to suggest extended storage; tests have continued at reasonably regular annual intervals and mileage has accumulated steadily between readings, consistent with light regular use rather than long lay-ups. The pattern of advisories rather than major component failures on brake pipes and suspension bushes over multiple consecutive years suggests that consumable underbody items are gradually degrading in line with age rather than any specific single event. For a prospective buyer, the rear underbody is the priority area for physical inspection. The corrosion recorded on the central rear subframe and within 30cm of rear mounting points should be examined closely with a torch and ideally on a ramp, checking for any progression beyond surface scaling, particularly where suspension arms, brake pipe brackets and tow points attach, as these are the locations where the MOT tester assessed structural rigidity. The rear coil spring advisories, now flagged across multiple visits, mean both springs should be inspected for any flaking that has advanced to the point of weakening the metal, and the rear suspension should be listened to over speed bumps for clonking that would suggest bushes or shock absorbers have followed the same deterioration path as the front compliance bushes noted in 2021, 2022 and 2023. The front anti-roll bar drop link was flagged as excessively worn at the 2024 failure, so any replacement should be verified and the opposite link should be checked for similar play, with symptoms being a knock or rattle through the steering over rough roads. Brake line corrosion, recorded on short and long pipes at both front and rear across the 2021, 2022 and 2023 tests, is the other area demanding close attention. Any sign of live rust, blistering under underseal or weeping joints on these pipes would warrant replacement before the vehicle is put back into regular service, and the brake pedal should be tested firmly on a test drive to confirm a firm feel with no sponginess or excessive travel. The dangerous tyre and worn wiper blade issues from 2024 are likely resolved, but the inner-edge tyre wear pattern noted on the offside front in 2021 and 2023 suggests a tendency to shoulder wear that could point to alignment or worn front suspension components, so the car should be driven in a straight line at motorway speed to check for steering pull and inspected for uneven front tyre wear before purchase.