2004 Mazda MX-5 1.8L Petrol · SP04 WCV

A 2004 Mazda MX-5 with this DVSA profile presents a vehicle whose mechanical story is dominated by a cluster of structural, safety, and exhaust concerns emerging at the most recent test, after a period of largely uneventful annual passes. The latest examination on 5 January 2026 produced a fail with four major defects and one advisory, a sharp departure from the clean sheets recorded between 2019 and 2022. The majors cover exhaust Lambda emissions out of specification, both rear seat belt anchorages showing significantly reduced strength in their prescribed areas, and excessive play in the offside track rod end ball joint, while an advisory noted a minor exhaust gas leak. The 2023 test had already flagged play in the nearside track rod end and inner sill corrosion on both sides, so the recurrence and escalation of steering and structural-related items within a twelve-month window is the defining concern. The fact that the vehicle has transitioned from three consecutive advisories-free passes to advisories, then a dangerous-presence tyre failure, and now a multi-major fail indicates a worsening trend rather than a stable one. Against an age of roughly 22 years, the recorded 73,010 miles equates to approximately 3,319 miles annually, which is modest and consistent with occasional weekend or fair-weather use typical of a two-seater roadster. The mileage progression between tests is steady and there are no large jumps that would suggest an odometer discrepancy or long unrecorded period of use, nor are there any multi-year gaps in testing that would imply the car was off the road for extended lay-up. From a mechanical standpoint, lower annual mileage reduces wear on major drivetrain components such as the engine, gearbox, and clutch, but it also allows standing time to take its toll on rubber elements, brake calipers, and exposed underbody steel. The combination of low accumulation and the sudden surfacing of sill corrosion, suspension mount corrosion, and track rod wear at recent tests points to age- and standing-related deterioration rather than high-mileage fatigue. A prospective buyer should focus the inspection on the items specifically identified in the MOT record. The rear inner sill corrosion flagged in 2023 must be examined closely for perforation, particularly around the seat belt anchorage zones, since the 2026 test recorded both rear seat belt anchorages as having significantly reduced strength, which is a serious structural and safety concern. With the sill metal suspect, it is also prudent to check the seat belt mounting points themselves for distortion, repair evidence, or rust-through, and to confirm that any remedial welding has been carried out to a competent standard. The exhaust Lambda failure together with the advisory exhaust leak and the 2023 note of a rear section blow indicate the exhaust system and likely the catalytic converter or oxygen sensor area should be inspected for corrosion, joint integrity, and gasket condition, and an engine warning light scan would be advisable to rule out underlying sensor faults. The steering and suspension history demands a particularly careful road test and under-bonnet examination. Excessive play in the offside track rod end ball joint was recorded as a major in 2026, following a nearside track rod end play advisory in 2023, so both sides of the front steering linkage should be checked for free play with the wheels off the ground. On a test drive, listen for clonking or knocking from the front end over uneven surfaces, particularly over speed humps and uneven cambers, and feel for any vagueness, wandering, or self-steering behaviour in the steering, all of which would indicate worn joints or bushes beyond the recorded defect. The front suspension component mounting corrosion flagged in 2024 on both sides, including the anti-roll bar mount, should be visually inspected for any progression to structural concern, and the tyres should be checked for uneven inner-edge wear consistent with geometry misalignment from worn steering components. Finally, given the rear tyre tread-depth dangerous failure in 2024 and the advisory on rear tyre wear in 2023, the current tyres should be measured and examined for age cracking, as standing periods accelerate sidewall deterioration even where tread remains adequate.