2000 Ford Puma 1.7L Petrol · W188 AAR

A pattern of corrosion and front-end mechanical wear dominates the recorded roadworthiness history of this 2000 Ford Puma. The most recent test on 31 May 2024 returned a Pass, but only three days earlier the vehicle failed dangerously on both front tyres, which were found with ply or cords exposed. That same failed attempt also recorded a split nearside front CV boot that no longer prevented dirt ingress. Taken alongside the major nearside front lower suspension arm ball joint failure in May 2023 and the dangerous offside front tyre tread depth breach in May 2021, the front axle components have been a recurring source of advisories and failures across three separate test cycles. Chassis corrosion has been flagged at both rear suspension mounting areas in 2024 and at both rear inner sill areas in 2023, with the latter described as heavily corroded, indicating that the structural floorpan is deteriorating rather than merely surfacing cosmetic oxidation. With 95,079 miles recorded over 26 years, the average annual accumulation is approximately 3,657 miles, which is notably low for the age of the vehicle. Such modest mileage can mean reduced wear on the engine and drivetrain, but it can equally reflect extended periods of standing. Older Ford Puma chassis are particularly prone to moisture ingress, dormant corrosion at seams and box sections, and perished rubber components when standing unused. Any extended lay-up should prompt a thorough inspection of the fuel system, coolant passages, brake calipers for binding, and the condition of the timing belt and auxiliary drive belts, as dry rot and stiffness can develop on stationary rubber components regardless of recorded mileage. The three-day gap between the failed retest and the subsequent Pass in May 2024 confirms at minimum that the tyres were replaced, but no independent verification of repairs to the CV boot is reflected in the 2024 Pass record. A prospective buyer should focus a physical inspection on the rear inner sill areas and the prescribed corrosion zones around the rear suspension mountings, as these were the subject of advisories in 2023 and 2024 and have a direct bearing on structural integrity. Press firmly along the inner sills from inside the boot and beneath the rear wheel arches, listening for any flexing or spongy feedback, and use a torch to inspect the boxed sections behind the jacking points for perforation. On the front end, pay particular attention to the nearside lower suspension arm ball joint, which was recorded as excessively worn in 2023; jack the wheel and check for vertical play at the joint by hand, and listen for clonking or knocking over uneven road surfaces. The 2024 CV boot failure should also be revisited by inspecting the boot itself for fresh splits or grease loss, and by listening for clicking or popping from the front axle during tight turns. During a road test, expect to feel the results of the recorded oil leak noted in 2023 and confirm whether it has worsened by inspecting under-bonnet seals and checking for residue on the sump and cam cover. The slight nearside rear wheel bearing noise recorded in 2022 and the rough offside rear bearing rotation flagged in 2021 should manifest as a hum that changes with speed or cornering load; any grinding sensation suggests replacement is overdue. Finally, verify that both headlamp lenses are clear enough to pass future scrutiny, as both units carried product-on-lens advisories in 2021 and the nearside unit had an obviously incorrect beam image during the 2023 failure. Confirm the headlamp aim manually before purchase and walk around the vehicle on full beam to confirm both sides illuminate symmetrically and with adequate reach.