2010 Ford KA 1.2L Petrol · SC10 OCA

The most recent DVSA examination on 7 April 2026 resulted in a pass, though accompanied by several advisories which collectively suggest the vehicle is showing considerable age-related deterioration and cannot be considered to be in a stable mechanical state. The overall maintenance trend over the past four years is unmistakably worsening, with progressively more serious defects appearing at each cycle. The 2022 and 2023 tests were entirely clean, but by early 2024 the vehicle was already accumulating advisories on anti-roll bar linkage wear, followed by a failed test in February 2024 with major defects on the offside front brake disc, fluctuating and binding service brake, and excessive play in the offside front track rod end. The situation escalated further in February 2025 with rear shock absorbers failing for negligible damping and the parking brake inoperative on one side, and culminated in the February 2026 failure citing serious corrosion to the nearside sill compromising structural rigidity, an excessively leaking engine sump, and an excessively worn anti-roll bar ball joint. The pattern of advisory repetition across consecutive tests, particularly on the front suspension geometry, shows components which were not rectified and subsequently deteriorated into major failure items. Recorded mileage of 101,638 against a vehicle age of approximately sixteen years equates to an annual average of around 6,350 miles, which is broadly typical for a small city car of this vintage. There are no significant mileage gaps or unusual accumulations within the MOT history that suggest the odometer reading is inconsistent, and the relatively modest annual usage likely reflects the Ford Ka's typical role as a second car or short-journey runabout. While lower annual mileage reduces wear on high-speed drivetrain components, prolonged standing periods bring their own consequences including brake disc surface corrosion, brake caliper seizure from lack of use, and accelerated ageing of rubber components, seals, and under-bonnet plastics through lack of regular thermal cycling. For a prospective buyer, the most pressing concerns are the structural and safety-related items recorded in the recent history. The advisory regarding the rear axle corrosion, together with the major defect earlier this year citing severe corrosion to the nearside outer sill which compromised assembly rigidity, demands a thorough physical inspection of all inner and outer sills, jacking points, rear axle mounting areas, and the boot floor, as corrosion in one area of a sixteen-year-old Ka frequently indicates broader structural degradation which can render it uneconomical to repair. The advisories for both front shock absorbers showing light oil misting suggest the units are beginning to fail, and a test drive over uneven surfaces should be undertaken to listen for any knocking or top-strap noise, with a visual check made for oil streaking down the damper bodies. The brake system warrants particular attention: the most recent advisory flags that parking brake efficiency is only just met and likely requires adjustment or rear brake shoe or cable attention, while the prior major defects on the offside front brake fluctuating and binding indicate the caliper guide pins or slider mechanism may have been neglected, which on a test drive may manifest as the vehicle pulling to one side under braking, brake pedal pulsation, or uneven tyre wear on the offside front. The engine sump oil leak recorded as a major defect earlier this year should be inspected from underneath for fresh seepage, and the oil level checked at the dipstick, as prolonged low-level leaks can mask more serious internal wear on the high-mileage endur engine. Beyond the documented MOT items, the age and nature of this vehicle merit a general inspection for time-related degradation regardless of recorded mileage. The tyres should be examined closely for sidewall perishing and cracking from age, as rubber compounds degrade over time even with adequate tread depth, and the spare wheel and any recently repaired area should also be checked given the offside rear nail advisory recorded at the latest test. The twelve-volt battery is likely due for replacement on age grounds and should be load-tested, particularly if the vehicle has been standing, while all fluid conditions merit scrutiny, including brake fluid which absorbs moisture over time and should ideally be renewed every two to three years regardless of mileage, engine coolant which degrades and can promote internal corrosion, and the engine oil itself which on a sixteen-year-old engine should be assessed for colour, smell of fuel, and any milky residue on the cap suggesting head gasket concerns. Finally, the handbrake should be tested on an incline as a standing start on a slope, and the clutch pedal should be exercised several times before driving to check for any sticking or slow return suggesting a failing master or slave cylinder, both common failings on Ka models approaching this age and mileage.