2004 Suzuki Ignis 1.3L Petrol · GD53 FHF

A persistent pattern of front-end mechanical defects defines the roadworthiness history of this 2004 Suzuki Ignis, with both recorded failures centring on the nearside front inner constant velocity (CV) joint boot, which has split on two separate occasions in 2018 and again in 2020, allowing contamination of the joint grease. The 2020 test was particularly serious, as the same visit recorded dangerous tyre defects at both front positions, including exposed ply or cords on the offside and tread depth below the 1.6 mm legal minimum on both front tyres, alongside a rear tyre advisory for wear on the nearside edge. An additional major failure on the 2018 test was an inoperative or malfunctioning engine management indicator lamp (MIL), suggesting an unresolved or intermittent emissions or sensor-related fault at that point. Between these failures, the intervening pass tests from 2016, 2017, 2019, and 2021 emerged clean of advisories, indicating the vehicle has been brought back to a presentable standard after each incident, although the recurrence of the CV boot failure suggests either repeat contamination, a substandard replacement gaiter, or that the inner joint itself may have sustained wear. Recorded mileage stands at 92,885 miles across an estimated 22 years of service, which equates to approximately 4,200 miles annually and qualifies as notably low usage for the vehicle's age. MOT testing began being recorded against this record from 2016 onward, meaning the earlier years of the vehicle's life are not represented in the available history, and the gap between the earliest recorded test in October 2016 and the most recent in November 2021 shows consistent annual attendance with no prolonged periods off the road. The lower-than-average annual mileage reduces wear on major drivetrain components such as the clutch, gearbox internals, and engine bearings, but it also raises the possibility of extended standing periods, which can accelerate deterioration of rubber components, encourage corrosion in unseen areas such as the underbody and brake lines, and allow fuel system and brake fluid degradation to occur through stagnation rather than use. Given the repeated CV boot failures on the nearside front inner joint, a prospective buyer should inspect the condition of all four CV gaiters on a ramp or by turning the steering to full lock with the wheels raised, looking for fresh grease deposits around the boot clamps and any signs of perished or recently replaced rubber. The vehicle should be driven from cold with particular attention to any clicking, popping, or vibration under sharp acceleration or tight turning, which would indicate that contamination has already damaged the joint internals and that a driveshaft replacement is imminent. The 2018 MIL lamp failure also warrants a diagnostic scan to confirm whether any stored fault codes relate to the engine management system, lambda sensors, or evaporative emissions, as an illuminated MIL during a pre-purchase inspection should be treated as a basis for negotiation until the underlying cause is identified and rectified. The dangerous tyre conditions recorded in 2020 mean the wheels, brake discs, and callipers should be visually examined for any scoring on the disc surfaces and for free movement of the calliper slides, particularly on the nearside rear where a tight wheel was noted as an advisory in 2016. On a test drive, listen for any clonking or knocking from the front suspension over uneven surfaces, as the Ignis uses relatively simple MacPherson strut geometry with lower wishbones and anti-roll bar links that are known to wear at the bushes and ball joints, and any looseness detected through the steering on rough roads would indicate that these components are approaching replacement. Brake pedal feel should be firm and progressive without sponginess, and the vehicle should track straight on a flat road with the steering wheel centred, as any pulling to one side combined with uneven tyre wear on the front pair would suggest alignment issues, suspension geometry wear, or that the new tyres fitted after the 2020 failure were not correctly balanced or aligned following the work carried out.