2015 Hyundai I10 1.0L Petrol · FN15 KWA

Chronic brake-related defects form the mechanical backbone of this Hyundai i10's MOT record, with parking brake efficiency issues severe enough to warrant a Dangerous failure in January 2025 and repeat advisories on rear brake caliper binding and disc condition at the most recent test. The 2025-01-03 entry recorded parking brake efficiency below 50 percent of the required value alongside an inoperative offside rear parking brake mechanism, a defect that subsequently cleared at the re-test six days later but signals persistent wear in the rear drum or actuator assembly. The January 2026 test then passed only with advisories noting an offside rear brake disc scored or pitted and a nearside rear service brake binding, neither severe enough to fail but both indicating components that have now been flagged in consecutive inspection cycles. Two dangerous front tyre failures on the same date in January 2024, with both front tyres below the 1.6mm legal tread limit, add further weight to a pattern of consumables being run to the point of legal or safety non-compliance before being addressed. Annual mileage of roughly 5,178 miles against an eleven-year vehicle age represents low usage for a 2015 i10, with seven recorded tests spanning from January 2021 through January 2026 and no apparent gaps in annual testing. This rate of accumulation is consistent with a secondary or urban commuter role rather than sustained high-mileage motoring, and it means wear-sensitive components such as brake discs, caliper slide pins, handbrake cables, and suspension bushes have been subjected to comparatively low cycle counts. Low annual mileage also tends to expose vehicles to the effects of short journeys and infrequent use, which can accelerate corrosion on ferrous brake components, encourage seizing in rear brake mechanisms, and degrade tyre sidewall rubber through prolonged static loading. The presence of rear tyre perishing and cracking flagged at the 2026 test fits this usage profile, as sidewall rubber deteriorates through age and ozone exposure even when tread depth remains adequate. For a prospective buyer, the rear braking system should be the primary inspection focus, beginning with a road test that checks for handbrake effectiveness on an incline and any pulling or dragging sensation under light pedal pressure that would suggest the nearside rear caliper is binding. With the footbrake, listen for scraping or grinding from the offside rear disc and inspect the disc surface directly for a pronounced lip and visible scoring that exceeds the advisory threshold. The front tyres had reached the legal minimum simultaneously in 2024, so any current set should be examined for age-related cracking on sidewalls and between tread blocks, particularly along the inner shoulders where wear can develop on the i10's relatively narrow front track. On the move, evaluate steering for vagueness or knocking over uneven surfaces, which would indicate worn front suspension components given the accumulated age, and check for uneven tyre wear patterns that point to geometry or bush deterioration. Cabin and underbonnet checks should include verification that the rear brake caliper slides freely on its pins and that the handbrake mechanism self-adjusts correctly when applied, as the binding advisory and parking brake failure history together suggest this mechanism is the vehicle's weakest mechanical area. Inspect the rear brake discs for thickness against the manufacturer's stamped minimum, as the scored offside rear disc may already be approaching its service limit. Confirm that all four tyres are of matching age and specification, and check the sidewalls thoroughly for the perishing pattern noted in January 2026. Finally, ask for evidence of any replacement brake components fitted after the 2025 dangerous failure, as the rapid clearance six days later suggests a targeted repair rather than a comprehensive overhaul of the rear brake system.