2010 Mazda 6 2.2L Diesel · SW10 KSO

Structural corrosion is the dominant mechanical narrative for this 2010 Mazda 6, with subframe and rear suspension arm corrosion appearing as recurring advisories across four consecutive MOT tests. The front and rear subframes have both been flagged as corroded but not seriously weakened on both 2025 and 2026 tests, and the nearside and offside rear suspension arms have carried the same advisory since at least 2024. The pattern suggests the corrosion is progressing slowly rather than being addressed, and a buyer needs to appreciate that subframe corrosion on a sixteen-year-old Mazda is typically a one-way trajectory. A careful inspection underneath the vehicle with a torch and ideally a lift is essential, paying particular attention to the mounting points where the rear suspension arms attach to the body and where the subframes bolt up to the chassis, as these areas can deteriorate beyond the advisory threshold surprisingly quickly once surface corrosion takes hold. The recorded mileage of 127,254 miles over sixteen years equates to roughly 7,950 miles annually, which is broadly typical for the age and indicates steady rather than neglected use. There are no significant gaps in the MOT testing history and no sudden mileage jumps between annual tests, so the engine, transmission and drivetrain have been worked consistently but not excessively. At this odometer reading, mechanical wear on major components such as clutch, dual-mass flywheel if diesel, alternator, starter motor and cooling system should be expected, and service history evidenging recent replacement of timing chain or cambelt along with cooling components would carry meaningful reassurance given the cumulative mileage. The August 2026 test result also warrants attention because it followed a failed attempt the day before, where two dangerous defects were recorded. The nearside rear inner tyre was found below the legal 1.6mm tread requirement, and the service brake efficiency was recorded at less than fifty percent of the required value. Both items appear to have been rectified to secure the pass the following day, but a buyer should verify the work carried out, particularly the brake issue, as it could indicate worn pads, seized calipers, contaminated friction material or a hydraulic fault rather than simply a minor adjustment. On a test drive, listen for any binding or dragging sensation from the brakes, feel for pedal travel or sponginess, and check that the vehicle pulls up squarely without veering to one side under hard braking. Inspect all four tyres for uneven wear and check the inner edges, as the previous failure involved inner rear tyre wear which can indicate suspension geometry issues or alignment problems. Regarding the corrosion advisories, a thorough test drive should focus on detecting any knocking, clunking or looseness from the rear suspension over bumps, rough surfaces and during tight manoeuvres. Corroded suspension arm bush interfaces can produce vague handling and a feeling of reduced rear stability, particularly under load changes. Inspect the brake pipes and lines for any surface rust or active corrosion, as a nearside front brake pipe was flagged in 2023 as corroded and covered in grease or other material, which can mask ongoing deterioration. On the test drive, listen for any rear brake squeal or roughness that might indicate the worn and pitted offside rear brake disc noted in 2025 has now reached serviceable limits. Given the mileage, the recurring structural advisories, and the recent dangerous brake efficiency defect, a pre-purchase inspection by a competent technician with the vehicle on a ramp is strongly advisable before committing to purchase.