2010 Ford Fiesta 1.2L Petrol · SH60 FSY

The most recent DVSA examination on 5 January 2026 returned a Pass, but it was accompanied by three advisories that warrant careful attention from any prospective purchaser. Looking back across the recorded test history, the maintenance trend is best described as stable with a clearly deteriorating pattern on the suspension and steering components. The vehicle failed in December 2025 on both front suspension arm ball joints being excessively worn, which is a serious structural item, and then passed only weeks later after rectification. Prior to that, a December 2024 test recorded a track rod end with slight play at the front, while a nearside rear brake valve was flagged as leaking on two separate occasions across 2023 and 2024, which suggests either a recurring sealing issue or incomplete repair on the hydraulic system. The repeated coil spring corrosion advisory across multiple tests, now affecting all four springs, indicates that surface oxidation has been progressing steadily and will eventually compromise spring integrity. With 79,203 miles recorded over approximately sixteen years, this Ford Fiesta is averaging around 4,950 miles annually, which is notably below the typical mileage for a vehicle of its age and suggests either light genuine use or extended periods of standing. Such low annual mileage carries its own mechanical implications: standing causes brake disc surface corrosion and caliper slider seizure, oxidation of underbody and suspension parts as already evidenced by the corroded coil springs, accelerated tyre sidewall perishing even where tread depth remains legal, and degradation of the twelve volt battery through chronic undercharging. The combination of low mileage with a 2010 build date means calendar-based ageing of fluids, rubber components, and electrical items should be treated as the primary concern rather than high-wear mechanical fatigue, although the recent suspension ball joint failure suggests the front end has still been worked hard, possibly over kerbs or poor road surfaces. A thorough physical inspection should begin with the front suspension, where both upper and lower ball joints, track rod ends, and anti-roll bar drop links should be checked for perished boots, grease leakage, and any vertical or horizontal play when the wheel is levered with a pry bar. The brake discs and pads, which were noted as worn, pitted, and scored on both front corners in 2021 and 2022, will almost certainly require replacement now and should be measured for minimum thickness, while the calipers should be checked for binding by ensuring both front wheels rotate freely by hand when released. The brake hydraulic system merits particular scrutiny given the repeated rear brake valve leak advisories; any fresh fluid residues around the rear axle area, a soft or spongy brake pedal, or uneven braking effort on test would suggest the repair was not durable. On the road, listen for clonking or knocking from the front end over bumps, particularly on full lock, and feel for imprecise steering, wandering, or vibration through the wheel which points to worn suspension or steering components. Beyond the documented advisories, a buyer should carry out a number of age-related checks. The tyres should be examined closely for sidewall cracking and perishing regardless of the legal 1.6mm tread depth, as sixteen year old rubber hardens and loses grip even with adequate tread, and the offside rear tyre that has twice sustained a nail should be checked for any slow puncture or previous poor repair. All fluid services should be confirmed by service history, including the engine oil and filter, brake fluid which absorbs moisture over time and should be renewed regardless of mileage, coolant, and the manual transmission oil if applicable. The battery should be load tested given chronic undercharging on short or infrequent trips, and the exhaust system should be inspected for corrosion at the joints and silencer, as a sixteen year old unit is likely approaching replacement. Finally, the offside rear seat belt webbing damage noted on consecutive tests should be confirmed as properly replaced rather than merely trimmed, as frayed webbing will fail an MOT and represents a genuine safety concern.