2013 Hyundai IX35 SE Crdi 1.7L Heavy oil · BG63 OPE

The most recent DVSA MOT test for this 2013 Hyundai ix35 was conducted on 20 November 2025, at which point the vehicle passed with no defects or advisories recorded. This is a particularly positive outcome, indicating that the tester found nothing requiring attention at the time of examination. Reviewing the full documented history, the vehicle has passed every annual test since 2016 without a single advisory or failure note, demonstrating a remarkably stable and well-maintained mechanical condition over a sustained period. The absence of any recurring advisories relating to suspension components, braking system wear, exhaust integrity, or corrosion suggests that the previous owner has been diligent in addressing wear items proactively, rather than allowing them to accumulate to the point of MOT failure. The recorded mileage of 135,604 miles over approximately 13 years equates to an annual average of around 10,431 miles, which is broadly typical for a vehicle of this age and consistent with moderate private use. There is a notable gap in the MOT history between November 2019 and August 2022, during which time the vehicle appears to have been either off the road, untested, or perhaps missed the standard annual test cycle. This approximately 32-month absence from testing represents a period of roughly 22,000 to 30,000 miles of unverified operation depending on usage, and although the subsequent tests have all passed cleanly, any buyer should be mindful that significant mechanical servicing could have occurred during that interval without independent verification. The mileage recorded at the most recent tests confirms continuous use, which is generally preferable to extended periods of standing, as it reduces the risk of seized components, fluid degradation from disuse, and structural corrosion from moisture entrapment. Given the clean MOT history, a prospective buyer should focus their inspection on age-related deterioration rather than chasing specific advisories. The tyres warrant close examination for sidewall perishing and cracking, which commonly affects rubber compounds after seven to ten years regardless of tread depth, and the production date code on the sidewall should be checked to ensure they are not original or excessively aged fitments. Brake discs, even if not flagged on the MOT, may have developed corrosion ridges on the outer edges from occasional standing, and the caliper slide pins should be checked for smooth operation to confirm nothing is binding. The 12V battery is also a likely candidate for replacement given the vehicle's age, particularly if the original unit remains fitted, as battery health degrades progressively and is not assessed during the MOT. A load test or simple voltage check with the engine off is advisable. Under-bonnet and beneath-vehicle checks should centre on fluid condition and sealing integrity. Engine oil, coolant, brake fluid, and automatic transmission fluid if applicable, should all be inspected for condition, with brake fluid being particularly susceptible to moisture absorption over time and ideally replaced every two to three years regardless of appearance. All visible rubber hoses, drive belts, and suspension boots should be examined for signs of perishing, and the exhaust system should be checked for any signs of corrosion or blowing joints, especially around mounting rubbers and the heat shield fastenings. On a test drive, listen for any suspension knocks or clonks over uneven surfaces, which could indicate worn anti-roll bar bushes, wishbone bushes, or top mount bearings, and pay particular attention to any pulling under braking, which would suggest a sticking caliper. Finally, verify the service book history to confirm that cambelt and water pump replacement has been carried out within the manufacturer's recommended interval, as neglect of this critical maintenance item on a high-mileage diesel or petrol engine of this vintage can lead to catastrophic failure.