2020 Mazda 6 2.0L Petrol · SD70 DVT

The defining mechanical thread across the MOT history is a pattern of brake-related wear, culminating in a dangerous failure on the front pads at the September 2024 test where the friction material was recorded at less than 1.5 mm. That single test, dated 26 September 2024, also generated advisories for worn front discs and rear pads and discs in similar condition, and an identical advisory set was issued the same day when the car was re-presented and passed. The following year's test on 22 September 2025 recorded no defects at all, which suggests the brake components were attended to shortly after that dangerous failure, but the underlying pattern of disc surface deterioration on both axles is a more persistent concern than the pad readings alone. A 2023 advisory also flagged front disc wear, indicating the discs have been progressively losing material across at least two test cycles. The earlier 2023 failure was unrelated, concerning headlamp aim being too high, a relatively straightforward adjustment issue. Annual mileage of approximately 6,689 miles across a six-year life is broadly typical for a vehicle of this age, with no multi-year gaps in testing and a single record per year visible from 2023 onward. The mileage recorded at successive tests implies steady accumulation rather than long stationary periods or rapid spikes, which means the wear observed is consistent with active use rather than deterioration from disuse. At this kind of mileage, brake discs and pads are reaching the end of their first full life on a fairly normal schedule, and the recorded disc pitting and scoring aligns with that expectation. There is no mileage anomaly such as a sudden drop or an implausibly low reading that would suggest a disconnected odometer or extended lay-up. For a prospective buyer, the priority on inspection is the braking system, specifically confirming what work was carried out after the dangerous front pad failure and whether replacement components were of comparable quality. On a test drive, listen for any squeal or rubbing from the front brakes at low speed, which can indicate pad wear or a missing shim, and feel for vibration through the steering wheel or brake pedal under firm application, a symptom consistent with the previously flagged disc wear. Inspect both front and rear discs visually through the wheels for a pronounced lip at the outer edge, heat markings, and any visible ridge or corrosion pitting that would suggest resurfacing is no longer possible and replacement is due. Check that the front brake hoses and caliper slider pins have been attended to alongside any pad change, as sticking calipers are a common companion to neglected pad replacement. Beyond the brakes, it is worth verifying that the headlamp aim previously flagged in 2023 has been correctly set, either by checking the beam pattern against a flat wall or confirming recent adjustment. With a relatively young vehicle, structural corrosion and suspension component failure are statistically less likely than on older cars, but the underside should still be examined for any surface corrosion on brake lines, subframe mounting points, and suspension arms, particularly given the disc condition suggests the car has seen regular urban or stop-start use where braking load is highest. Tyres should be checked for uneven inner or outer wear, which can indicate alignment or suspension bushing issues, and a thorough road test should include driving over broken surfaces to listen for clonks from the front suspension that could point to worn anti-roll bar drop links or strut top mounts. Finally, confirm with the seller what brake work was completed between the 2024 failure and the 2025 pass, and request any associated invoices to establish the scope and quality of the rectification.