2017 Toyota C-HR 1.8L Hybrid electric (clean) · CM54 CTM

The defining mechanical story of this 2017 Toyota C-HR is a tyre management problem rather than any systemic structural or powertrain deterioration. Across the seven tests recorded between 2021 and 2026, the front tyres have been flagged twice for being worn close to the legal limit on both sides simultaneously (in 2022), and once more in 2025 for cracking and perishing on all four corners. The matter escalated at the most recent attempt on 26 February 2026, when an offside rear tyre was failed with cords exposed, classed as Dangerous, alongside a non-functioning offside front headlamp on both dipped and rear beam settings. A retest the same day recorded a clean pass once those items were rectified. The headline failure rate is therefore low, but the repetition of tyre wear and degradation advisories suggests either geometry misalignment, sustained heavy loading, or simply the use of budget tyres that have not been rotated or monitored closely between tests. The underlying drivetrain and chassis presentation is otherwise unflagged, with clean passes recorded in 2023 and 2024, indicating the vehicle is fundamentally sound apart from this consumable pattern. Recorded mileage stands at 66,133 miles over nine years, equating to an average of approximately 7,348 miles annually, which sits comfortably within the expected range for a car of this age and class. There are no unusual gaps in the testing record, with annual MOTs consistently filed from 2021 through 2026, and no evidence of the vehicle being laid up for extended periods. The mileage accumulation appears steady and moderate, which generally means components such as the coil springs, suspension bushes, brake discs and CV joints have experienced regular but not excessive thermal and mechanical cycling. The single drivetrain advisory in 2022, relating to a nearside front CV boot split that allowed ingress of dirt before it was rectified, is consistent with a one-off rubber ageing event rather than a recurring pattern, and nothing similar has reappeared on subsequent tests. A prospective buyer should focus the physical inspection squarely on the items the MOT history has actually flagged. Begin with the tyres themselves: check that all four are a matching brand, size and tread depth, and inspect the sidewalls closely for perishing, cracking or bulges, particularly on the rear axle where the cords were exposed at the last test. Uneven or rapid inner-edge wear on the fronts would warrant a geometry check, as the 2022 advisories for both front tyres wearing on the edge could indicate lingering tracking or camber issues. On the test drive, listen for a rhythmic clonking or clicking from the front hubs under load and on full lock, which would suggest the 2022 CV boot repair may not have been thorough or that a second boot is now deteriorating. Vibrations through the steering wheel at speed or a tendency for the car to wander could also point to worn front suspension components, even though none have yet been flagged. The headlamp failure on the offside front is also worth verifying directly. With the engine running, walk to the front of the vehicle and confirm that both dipped and rear beams illuminate on both sides, and check that the beam pattern is symmetrical on a wall, as the 2021 advisory noted the internal headlight adjuster had been altered. Uneven beam aim is a common MOT failure point and can be caused by nothing more than a fatigued adjustment mechanism or a lightly misaligned housing after a minor impact. Finally, given the tyre failures and the relatively modest annual mileage, it would be prudent to budget for a full set of quality replacement tyres at purchase, inspect the brake disc wear through the wheel spokes, and confirm that the underside is free from corrosion, particularly around the rear axle and subframe mounting points, even though no rust advisories have yet been recorded on this vehicle.