2014 Citroen C1 1.0L Petrol · GK64 VHD

The C1 currently holds a valid MOT passed on 16 April 2026 at 91,377 miles, but the maintenance trend is mixed rather than reassuringly stable. That same day the car failed the initial test with both front brake discs worn, pitted or scored, both front position lamps inoperative, a nearside front tyre worn close to the legal limit, and an offside front anti-roll bar linkage pin or bush worn. All of those items were rectified before the pass retest, yet the pattern of presenting a car with multiple active defects at test time suggests pre-test preparation was minimal rather than proactive. The 2025 record is more concerning: on 23 May 2025 at 82,754 miles the car failed with both rear brake pipes excessively corroded, front brake discs worn, a missing nearside front suspension locking device, a missing nearside front steering locking device, a nearside rear parking brake inoperative, subframe corrosion, and parking brake efficiency below requirements. That is a serious cluster of defects covering braking, structural corrosion, and security items, all of which were resolved before the pass the following day. The mileage progression indicates fairly consistent use. From the May 2024 pass at 71,763 miles to the May 2025 failure at 82,754 miles, the car covered 10,991 miles in roughly twelve months, and by April 2026 it had added a further 8,623 miles over approximately eleven months. That is close to the stated 7,615 miles per year average and points to regular rather than light use, with no obvious long-term standing gaps visible in the record. The data set itself is sparse, with only three test events across two years, so longer-term patterns are difficult to confirm. A buyer should focus the physical inspection on the areas the MOT record repeatedly flags. The braking system has appeared in three of the last four tests, including corroded rear brake pipes and worn front discs, so the entire hydraulic line run, rear hose condition, and disc thickness should be measured rather than assumed. The subframe corrosion noted in May 2025 is the most structurally significant defect on file; the repair should be verified visually underneath, paying attention to the rear floor pan, subframe mounting points, and inner sill seams. The anti-roll bar linkage wear and the missing locking devices from 2025 suggest suspension and steering components have not been routinely inspected, so front wishbone bushes, track rod ends, and lower ball joints should be checked for play. Finally, the repeated tyre wear advisories and the April 2026 nearside front tyre worn on the edge point to possible tracking misalignment or worn suspension geometry, which should be confirmed on a four-wheel alignment check before purchase.