2017 Hyundai I10 1.0L Petrol · CK17 CHC

A pattern of late-life component wear has emerged on this Hyundai i10, with the March 2026 test cycle exposing the first brake and tyre advisories of its recorded history alongside a headlamp aim failure that was subsequently rectified for a pass on the same date. The earlier MOT entries from 2021 through 2025 show consistently clean passes with no recorded defects, apart from a single 2020 advisory noting front tyre wear on both edges, which suggests the bulk of its consumable degradation has surfaced only within the last twelve months. The failed headlamp aim result on the 2 March 2026 inspection is a relatively common rectification item on small city cars, particularly after suspension or bulb changes, and its immediate correction on the same day for a pass indicates no structural concern with the lamp units themselves. However, the simultaneous appearance of offside rear brake disc scoring and thinning front inner brake pads is more meaningful, pointing to a braking system that is now reaching a service interval where discs and pads should be inspected and likely replaced before further deterioration compromises stopping performance. At roughly 71,055 recorded miles over nine years, this i10 has covered approximately 7,895 miles per year, a figure that sits squarely within typical usage for a vehicle of its age and class. The MOT records themselves show no significant testing gaps, with annual tests recorded continuously from 2020 through 2026, suggesting the car has remained in regular service rather than being laid up for extended periods. This steady, moderate accumulation rate is consistent with predominantly urban or suburban driving, the kind of low-speed, stop-start profile that tends to accelerate rear brake wear due to frequent light braking, and which can also promote front disc corrosion from infrequent high-speed rotation. The mileage progression between tests does not indicate any anomalous gaps or spikes, and the absence of mileage-related advisories on earlier tests implies the drivetrain, clutch, and engine ancillaries have not yet attracted tester attention. For a prospective buyer, the most pressing items to address are those flagged on the most recent test, beginning with the offside rear brake disc and the front inner brake pads. The scored rear disc should be inspected for lipping, thickness against the manufacturer minimum, and any pulsation under braking, as continued use beyond the advisory threshold may lead to a future failure on disc condition rather than wear. The thinning front pads are a more immediate concern given that inner-side wear on dual-circuit pad arrangements can be missed during casual inspection, and any squeal on light application or a noticeably longer pedal travel should prompt a closer look at caliper slide pins and pad retraction. The nearside rear tyre noted as worn close to the legal limit should be replaced regardless of remaining tread depth if it has been on the vehicle for an extended period, as edge wear often indicates alignment drift or worn suspension linkages. On a physical inspection and test drive, attention should focus on the suspension geometry given the edge tyre wear recorded at both front corners in 2020 and now at the rear, which may suggest persistent misalignment rather than isolated tyre issues. Check for uneven tyre wear across the axle, play in the front wishbone bushes and track rod ends by rocking each front wheel at three and nine o'clock, and listen for clonking over speed humps which could indicate worn anti-roll bar links or top mounts. During the test drive, evaluate brake feel for any pulling to one side, judder through the pedal, or a soft bite point that might point to the scored rear disc or a binding caliper, and verify that the headlamp aim remains within tolerance, particularly if the vehicle has been loaded or if any suspension components have been disturbed since the rectification. With the 2026 advisories representing the first significant mechanical flags in nine years of testing, this i10 remains a fundamentally roadworthy proposition provided the brake components are refreshed promptly and the suspension geometry is confirmed within specification.