Buyer beware…

■ ENGINE

Engine failures are rare but not unknown, due to lack of attention to the oil level, or from the outer auxiliary belt failing, which causes the cambelt to fail (a special guard is now available to help prevent this). The exhaust manifold on the 20v Turbo can crack but can be welded up. A long coolant hose around the rear of the turbo engine – the ‘coolant hose of death’ – dumps all the coolant if it fails. The 20v Turbo (and later Limited Edition and Plus variant) is more plentiful than the 20v non-turbo and earlier 16v and 16v Turbos. Cambelt change interval is six years or 72,000 miles, but most owners replace every four years or 32,000 miles. The work can be done with the engine in situ for around £300 by a specialist. Parts availability is generally good, but rear ABS sensors and 16v thermostats are hard to obtain these days.

■ STEERING, SUSPENSION AND BRAKES

Over time or with lack of maintenance/use, the rear brakes become ineffective and MOT failures are common. The rear subframe and trailing arms carry the rear brake pipes and rear compensator, and these can rust and leak. The rear subframe can rust away so the rear bump stops become detached or lost and rear brake disc guards rust away.

■ BODYWORK

Check the following for rust: the lower wheel arches next to the sills, the front and rear ‘Eiffel Tower’ sections that support the undertray, the inner wheel arches behind the liners at the front (near the brake pipes) and rear (look under the boot carpet), behind the Pininfarina badges on the rear wings (water enters past the badge’s pins), the front slam panel (ahead of the radiator), the side edges of the bonnet and around the sunroof frame.