2010 Ford Fiesta 1.4L Diesel · WD10 AYM

A pattern of recurring front-end component wear, brake line corrosion, and wheel distortion advisories defines the recorded mechanical history of this 2010 Ford Fiesta, with a single failure on file from 2023 relating to an inoperative horn and engine management indicator. That earlier test on 6 January 2023 initially failed on those two major items but passed later the same day once rectified, and the vehicle has subsequently passed three consecutive annual tests on 12 January 2024, 13 January 2025, and most recently on 20 January 2026. Despite those clean passes, the advisory trail is persistent rather than incidental: nearside front brake pipe corrosion has been flagged at both the 2025 and 2026 tests, front brake disc pitting and scoring was noted at 2021 and 2022, road wheel distortion has appeared across multiple years (all four wheels flagged in 2022, both rears and the nearside front in 2023), and the front anti-roll bar linkage and its dust cover have attracted attention in 2022 and 2023. The most recent test carries advisories on the brake pipe, an offside front tyre worn on its inner edge, and slight play in the nearside front track rod end ball joint, meaning no new categories of defect have emerged but none of the older ones have been conclusively resolved either. At 131,129 recorded miles on a 16-year-old vehicle, the annual accumulation works out at roughly 8,200 miles per year, which sits close to the average for a car of this age and suggests regular use rather than long periods of standing. The MOT record shows testing every January from 2021 through 2026 with no gaps, consistent with continuous road use, and there is no evidence of a multi-year lay-up that would raise concerns about stale fuel, seized brake calipers, or dried suspension bushes. Mileage progression between tests, although not detailed in every entry, appears steady in line with the annual rate, indicating the engine, clutch, transmission, and cooling system have been worked consistently rather than stressed by either very low or exceptionally high annual mileages. That said, a Fiesta covering 8,000 miles a year for sixteen years will have accrued substantial wear on its original specification brake discs, pads, suspension bushes, engine mounts, and exhaust system, even if the headline annual figure sounds modest. The components most worth probing on a physical inspection are those flagged repeatedly in the advisory history. The nearside front brake pipe has now been noted as corroded at two consecutive tests, so it warrants a close look underneath for live rust, flaking, or weeping along its run up to the flexi hose, with particular attention paid to the unions at the master cylinder and ABS modulator. The front brake discs were described as pitted and scored at 2021 and 2022, so feel for brake judder through the pedal under firm stopping and listen for grinding or pulsing, and inspect the disc faces for a distinct lip and visible ridging. The track rod end ball joint flagged with slight play at the 2026 test should be checked by rocking the front wheel at nine and three o'clock while the car is on the ground to detect any clonking or excess movement, and the front anti-roll bar linkage and its bushes warrant the same kind of manual tug test for sloppiness. The road wheel distortion advisories from 2022 and 2023 mean each wheel should be examined for buckles or cracks, and a test drive over rough surfaces should be used to listen for any resulting vibration through the steering wheel or floor pan. Beyond the chassis and braking items, a few other advisories deserve targeted checks. The offside front tyre was recorded as worn on its inner edge at both the 2025 and 2026 tests, which can indicate worn suspension bushes, a tired spring, or a tracking issue rather than simple inflation pressure, so a four-wheel alignment check is sensible before fitting new tyres. The rear seat belt webbing was flagged as slightly frayed at the 2023 test, and although no repeat advisory has appeared, both rear belts should be visually inspected along their full length and tested for smooth retraction and latching. The rear silencer outer skin peeling noted at the 2022 test, combined with sixteen years of exhaust corrosion, makes it prudent to inspect the full exhaust system for blowing joints, hanging mountings, and holed sections, ideally with the car running so any ticking or whistling from the cat or back box can be heard. Finally, given that the only outright failure on file was a non-functional horn and an illuminated engine management light in 2023, it is worth confirming the horn actually works on a press and that no warning lights remain illuminated on the dashboard before committing.