2019 Renault Clio 0.9L Petrol · GD68 OYR

The vehicle most recently passed its MOT on 27 April 2026, though three advisories were recorded. Importantly, the previous test on 28 April 2025 followed shortly after a failure on 24 April 2025 that listed multiple major and dangerous defects across the front suspension, braking system, and tyres. That intervening repair work appears to have brought the car back to a roadworthy state, and the subsequent pass with only minor advisories indicates that the underlying issues were addressed. However, the clustering of significant front-end wear items within a single test cycle suggests the front suspension and braking assemblies were subjected to considerable stress or had reached the end of their service life simultaneously, which a buyer should treat as a useful indicator that those systems have been substantially overhauled but merit close re-examination. The recorded mileage of 25,291 miles over seven years equates to an annual average of roughly 3,613 miles, which is notably low for a vehicle of this age. Such light usage typically implies either short, infrequent journeys or extended periods of standing between uses, both of which carry their own mechanical consequences. Low-mileage vehicles often suffer from age-related degradation rather than wear-related degradation, meaning that rubber components, fluids, and braking surfaces can deteriorate through calendar age even when the odometer reading remains modest. Conversely, components exercised regularly such as the clutch, gearbox, and engine internals may actually be in better condition than a higher mileage equivalent, provided that fluid and filter servicing has been maintained on a time rather than mileage basis. The advisories from 2026 specifically flag age-related tyre perishing on the rear axle, with both rear tyres dating from late 2018 and now approaching eight years of age. Sidewall cracking and perishing from aged rubber is a common finding on low-mileage cars and represents a safety concern regardless of tread depth, so a prospective buyer should physically inspect both rear tyres for visible cracking between the tread grooves and on the sidewalls, and should budget for a full replacement set. The nearside front road wheel has also been flagged as slightly distorted on the inner face at both the 2024 and 2026 tests, suggesting the damage has been present for at least two years and may be worsening; this could manifest as steering vibration at speed or uneven front tyre wear, and the wheel should be inspected for cracks, buckling, or run-out. Given the dangerous front brake pad and disc defects recorded in 2025, the front braking system has clearly been renewed, but a test drive should include firm pedal applications from around 40 mph to check for brake shudder, vibration through the steering wheel, or any pulling to one side, which could indicate warped new discs or a seized caliper slide pin. The fractured front coil spring and worn track rod end dust cover from the 2025 failure point to a front suspension that had endured either heavy use, corrosion, or age-related material fatigue. Although these items will have been replaced, the buyer should listen for any clonks or knocking over speed humps and uneven surfaces, which could indicate that surrounding bushes, anti-roll bar links, or top mount bearings have similarly aged. Low annual mileage also warrants inspection of the 12 volt battery, as short journeys and standing periods are unkind to battery longevity, and a load test or age check on the battery itself would be prudent. Likewise, brake fluid absorbs moisture over time and should be renewed every two to three years regardless of mileage, while coolant and transmission fluid similarly degrade through age; verifying the service history stamps for time-based fluid changes is therefore just as important as mileage-based service records on this particular example.