2010 Hyundai I10 1.2L Petrol · EO60 FSA

A consistent thread of suspension corrosion advisories runs through this Hyundai i10's MOT record and represents the principal mechanical risk to be aware of. Coil spring corrosion was first flagged at the nearside and offside rear in March 2023, recurred in February 2024 across both rear springs alongside corroded rear shock absorber casings, and resurfaced again on the most recent pass in March 2026, this time isolated to the offside rear coil spring. Repeated advisories of this nature on a 2010 model generally indicate that the corrosion is progressing rather than static, and buyers should treat it as an early warning rather than a cosmetic concern. The same March 2026 test also recorded a non-excessive oil leak and slight play in the offside front outer track rod end ball joint, both of which are worth monitoring. Elsewhere, the only failure in the recorded history occurred in March 2025 for a missing front registration plate inscription and an offside rear registration plate lamp defect, both of which are trivial in mechanical terms. Front tyre perishing has been noted on both nearside and offside across consecutive 2024 and 2025 tests, suggesting the rubber is degrading as expected for a vehicle of this age, while a smooth brake pedal advisory from 2021 has not reappeared. The recorded mileage of 96,832 miles over roughly sixteen years equates to an annual accumulation of approximately 6,052 miles, which sits broadly in line with typical usage for a city-focused car of this type. There are no significant gaps in the testing history from 2020 onwards, with annual tests consistently recorded, and no evidence of long periods off the road or rapid mileage surges between tests. The relatively modest annual mileage reduces the rate of wear on major drivetrain components such as the clutch and engine internals, but it does not insulate the suspension and underbody from age-related corrosion, which appears to be the dominant wear factor on this example. Given the recurring rear suspension advisories, particular attention should be paid to the rear axle on inspection. Listen for clonking or knocking noises from the rear over uneven surfaces, as corroded coil springs can fracture and cause audible impacts inside the boot area, while corroded shock absorber casings can produce a harsh, unsettled ride quality over bumps. Visually inspect the springs for flaking, deep pitting, or any visible cracks, particularly at the lower coils where moisture and road salt accumulate, and check the shock absorber bodies for advanced surface corrosion or weeping dampness that would suggest seal failure. The offside front track rod end play flagged in March 2026 warrants a careful check for steering vagueness, any knocking through the steering when traversing speed bumps, or uneven front tyre wear, as a worn ball joint will typically present as imprecise directional response and clatter over undulations. The front tyre perishing advisories should prompt a close look at sidewall condition on both front tyres, looking for cracking, dry rot, or exposed cords, and replacement should be expected if the rubber is more than a few years old regardless of tread depth. The oil leak noted in March 2026 should be located during a pre-purchase inspection, with attention to the rocker cover gasket, sump plug, and oil filter housing, and the underside checked for fresh drips or oil residue on the subframe and exhaust shield. A road test should include firm application of the brakes from around 30 mph to check for pulling, vibration through the pedal, or grinding noises that could indicate worn discs or binding calipers, alongside a steady motorway cruise to confirm there are no warning lights, irregular engine noises, or excessive vibration. Overall, while the car has remained roadworthy at every test since 2020, the cumulative suspension corrosion pattern suggests that future remedial work in this area is a realistic prospect.