2020 KIA Picanto 1.2L Petrol · SB20 ABZ

The 2020 Kia Picanto currently holds a valid MOT certificate issued on 7 August 2025 at 26,108 miles with zero defects recorded. That clean pass is significant because it follows a failure just thirteen days earlier on 25 July 2025 at 26,046 miles, where the tester flagged worn and pitted brake discs on all four corners, front and rear brake pads wearing thin on both sides, and delaminating rearmost suspension arm bushes on both front suspension arms. The nearside rear seat belt webbing was also flagged as significantly weakened with a cut exceeding 2mm. The fact that all of these items cleared at the subsequent retest suggests the previous owner addressed the defects promptly rather than deferring them, which points to a reactive but ultimately compliant maintenance approach rather than a pattern of neglect. The mileage profile tells an unusual story. Between the July 2024 pass at 20,290 miles and the July 2025 failure at 26,046 miles, the car covered 5,756 miles in a single year, a sharp increase over the prior year's accumulation of roughly 4,575 miles between July 2023 and July 2024. Before that, the vehicle averaged closer to 4,350 miles annually from new. The jump in 2024-25 may simply reflect a change in ownership or usage pattern, but it also aligns with the sudden appearance of four worn brake disc surfaces and thin pad material. Brake wear at this mileage is not typical for a city car driven gently, so the increased annual mileage is the most plausible explanation rather than a defect in braking components themselves. The July 2025 failure also raised a mechanical concern worth monitoring. Both front suspension arm rearmost bushes were noted as delaminating, a condition that typically develops from age and environmental exposure rather than mileage alone. On a six-year-old car with only 26,108 miles, that premature bush deterioration could indicate prolonged outdoor standing, frequent use over rough surfaces, or simply the natural ageing of rubber components. A prospective buyer should have the front suspension inspected on a ramp, specifically checking for play in the rearmost bushes and any corresponding knocking over uneven road surfaces. The brake discs and pads were replaced or rectified before the August retest, but a visual check of disc condition and remaining pad thickness remains worthwhile given how recently they were flagged as worn. The seat belt webbing defect on the nearside rear is a less common finding and warrants attention. A cut or weakened section greater than 2mm in the webbing is a genuine structural concern for that belt's load-bearing capacity in a collision. The retest passed, so the belt assembly was presumably replaced, but a buyer should verify the replacement by inspecting the nearside rear belt for a clean, unfrayed edge and confirming the anchorage points are free of damage. Beyond these specific items, the overall record is sparse but largely reassuring. With only four tests logged across six years and no recurring emissions, corrosion, or structural advisories, the car appears to have been maintained to a basic legal standard. The key is confirming that the July 2025 repairs were carried out to a lasting standard rather than merely to secure a pass.