2020 Ford Allied 2.0L Diesel · SF20 OSL

The most recent DVSA examination on 30 April 2026 resulted in a pass, although a single advisory was issued for a nearside front and rear tyre worn close to the legal limit on its edges, suggesting uneven wear likely related to suspension geometry rather than simple tread depletion. The pattern across the four recorded tests is broadly stable but carries some cause for attention, as advisories have accumulated progressively. In 2025 the tester noted a persistent TPMS malfunction indicator alongside both nearside and offside rear anti-roll bar linkage wear and pronounced edge wear on both front tyres. The 2024 examination repeated the rear anti-roll bar wear advisories and added observations of perished nearside rear tyre sidewall and pitted or scored rear brake discs. The earlier 2024 failure, which recorded a malfunctioning offside front wiper, an inoperative registration plate lamp, an incorrectly coloured rear indicator, and a deeply cut offside front tyre, appears to have been a relatively minor rectification event rather than an indicator of systemic neglect, particularly as the very next day’s test produced a clean pass. With a recorded mileage of 64,605 miles spread across six years, this vehicle has averaged approximately 10,800 miles annually, which is broadly typical for its age and suggests a mixture of commuting and longer journeys rather than periods of extended standing or exceptionally heavy use. There are no unusual gaps or sudden spikes in the mileage progression that would suggest a clocked history or inconsistent use, and the rate of wear implied by the test data is consistent with that level of usage. The tyres and brake components showing wear have done so at a rate one would expect from regular road use, and the drivetrain should not yet be suffering from the very high mileages that accelerate clutch, dual-mass flywheel, or turbo degradation on Ford vehicles of this generation. The most significant recurring themes from the advisories concern the suspension and rolling stock. The repeated anti-roll bar linkage wear on both rear sides indicates that the polyurethane bushes or ball pins are reaching the end of their service life, and this should be inspected physically by rocking the bar to confirm free play, as well as by listening for clonking or rattling over speed humps and uneven road surfaces during a test drive. The tyres wearing on the edges rather than across the full tread width strongly suggest either incorrect wheel alignment, worn front suspension components such as wishbone bushes or drop links, or sagging coil springs, all of which can cause directional instability, steering wander, and uneven braking. A professional geometry check is therefore advisable, and the front suspension should be examined for perished bushes and weak springs, particularly as Ford vehicles of this era are known for rear suspension bush degradation. The brake disc wear noted at the 2024 test should have progressed over the intervening two years, so both rear discs should be measured for thickness and checked for lipping or hot spots, and the calipers should be confirmed as sliding freely without seizing, which can occur from standing. Beyond the recorded advisories, a prospective buyer should carry out age and mileage-appropriate checks that fall outside the MOT scope. Tyre sidewalls should be examined for cracking or perishing, as rubber degrades with calendar age regardless of tread depth, and a tyre older than five years from its DOT date stamp should be regarded with caution even if it passes the visual MOT criteria. The 12-volt battery should be load tested, as Ford stop-start and sensor-laden vehicles place considerable demand on the electrical system and battery failure is a common cause of TPMS faults and warning light issues such as the one recorded in 2025. Coolant, brake fluid, and transmission fluid should all be considered for replacement on a time basis rather than mileage alone, with brake fluid being particularly hygroscopic and prone to boiling under heavy use after three to four years. Finally, the exhaust system should be physically checked for corrosion at the mounting points and flexi-joint, as a six-year-old Ford is approaching the age where rear silencers and centre sections commonly require replacement, and the underside should be inspected for any oil leaks from the engine or transmission that would warrant closer investigation.