2014 Mazda 3 2.0L Petrol · ST63 RHO

The most recent MOT, dated 16 October 2025, was a pass but recorded a minor battery‑mounting issue, whereas the preceding test on 14 October 2025 resulted in a major failure for insufficient brake‑lever reserve travel and a repeat of the battery mounting advisory. Over the past three years the vehicle has alternated between passes and failures, with major defects emerging in the suspension (excessively worn ball joint, fractured rear coil spring) and brake system, and a pattern of corrosion advisories on the front wing, rear sub‑frame and lower suspension arms. This mixed record indicates a maintenance trajectory that is currently deteriorating rather than stabilising, and the recurring nature of the suspension and corrosion items suggests that remedial work may have been deferred or only partially addressed. At 102,952 miles the car has accumulated roughly 8 600 miles per year since its 2014 registration, a usage rate that sits squarely within the UK average for a vehicle of this age. There are no obvious mileage gaps in the MOT data that would point to long periods of inactivity, so the wear observed is consistent with steady, moderate use rather than the accelerated degradation seen on high‑mileage, high‑stress machines. Nevertheless, even at this average annual mileage, components such as ball joints, coil springs and brake hardware can reach the end of their service life after around 100 000 miles, especially if the vehicle has been subjected to frequent stop‑start city driving or occasional heavy loads. A prospective buyer should give the suspension a thorough examination. The near‑side front lower ball joint was flagged as excessively worn in early 2025 and the rear coil spring was recorded as fractured in early 2024; both are safety‑critical and should be inspected for play, creaking or clunking when the wheels are forced over bumps, and for any uneven tyre wear that may betray a mis‑aligned or failing component. The anti‑roll bar linkage ball joint and the rear lower arms have been noted as having slight play or corrosion, so the buyer should check for any looseness in the steering feel, a wandering sensation at speed, and for any visible rust on the sub‑frame and arm brackets that could indicate structural weakening. The brake lever’s insufficient reserve travel, flagged as a major failure, must be verified by a brake test – the pedal should feel firm and return promptly without a spongy or low‑travel sensation, and the pads and discs should be examined for uneven wear or glazing. The TPMS warning light that appeared in 2025 should be confirmed to be extinguished, as a malfunctioning sensor can mask tyre pressure loss, leading to premature tyre wear or reduced grip. Beyond the specific defects, age‑related checks are essential. Verify that the battery is securely mounted and assess its state of charge and cranking power, as a 12‑year‑old vehicle may have an ageing battery that could fail unexpectedly. Inspect all four tyre sidewalls for cracking, dry rot or hardening, which are common after a decade even on low‑mileage tyres, and confirm that the tread depth is even and above the legal minimum. Examine the engine oil, coolant and brake fluid for signs of contamination or low levels; fluids degrade over time regardless of mileage and should be replaced at regular intervals. Finally, request the full service book and look for evidence of timely oil changes, timing‑belt or chain service (if applicable), and any recorded repairs to the suspension or brake system, as a well‑documented maintenance history will give confidence that the major items flagged by the MOT have been properly rectified.