2016 Hyundai I10 1.2L Petrol · KS66 OSD

A persistent pattern of brake-related wear dominates the MOT history of this 2016 Hyundai i10, with front brake imbalance cited as a Major defect at the June 2023 test and rear brake imbalance flagged again at the most recent pass on 12 June 2026. Across the six recorded tests from 2021 onwards, brake components have appeared on every single advisory list, covering front pads wearing thin, both front and rear discs showing wear, pitting or scoring on the inner faces of the rear discs, and uneven braking across an axle. The 2026 advisory specifically notes that the braking system requires adjustment or repair rather than simply being within tolerance, which indicates the issue has not been resolved despite the vehicle passing. The most recent pass therefore represents compliance at the margins rather than a comfortable margin of safety, and the braking system is the single most pressing area for a prospective buyer to scrutinise. Annual mileage of roughly 6,700 miles over a ten-year life places this i10 broadly in line with typical usage for its age, with no extended gaps in testing that would suggest long periods off the road. The test intervals are regular and annual from 2021 through 2026, with no missing years, so the recorded wear pattern reflects genuine in-service use rather than deterioration during storage. At this accumulation rate the mechanical components have been exercised regularly enough to avoid the corrosion and seizure risks associated with low-mileage or laid-up vehicles, but the consistently flagged brake wear suggests the braking system has been worked hard relative to the modest mileage, possibly indicative of predominantly urban or stop-start driving where brake discs and pads are subjected to repeated low-speed thermal cycling rather than the cooler, less aggressive wear pattern of motorway use. Given the recurring front brake imbalance advisory, a test drive should begin with a series of moderate to firm stops from around 30 mph, paying close attention to any pull to one side under braking, a soft or spongy pedal, or any judder felt through the steering wheel which would suggest warped front discs. With rear discs flagged as pitted or scored on their inner faces on multiple occasions since 2021, low-speed reversing stops should be attempted to listen for any scraping, grinding or rubbing sounds from the rear hubs, as inner-face corrosion on rear discs often produces audible noise when the brakes are cold. A visual inspection of the rear wheels with a torch, looking for lipping on the inner disc edge or any signs of brake dust accumulation inconsistent with the outer face, would help confirm whether the rear discs have been turned, replaced, or simply left to deteriorate. The oil leak noted at the 2025 test, while not classified as excessive, warrants a careful inspection underneath the vehicle for any fresh drips on the engine block or sump, staining of the undertray, or a blue haze from the exhaust on start-up which would indicate the leak has worsened. The offside front tyre noted as wearing on its inner edge in 2025 is consistent with suspension or steering geometry misalignment, so the test drive should include some rougher road surfaces and speed bumps to listen for any clonks, knocking, or excessive bounce from the front suspension components, particularly the wishbone bushes, anti-roll bar links, and strut top mounts. Given that both fronts were on the legal tread limit at the 2023 failure and an offside rear tyre was flagged for cracking and perishing in 2024, all four tyres should be assessed for age-related sidewall deterioration regardless of remaining tread depth, as ten-year-old rubber can fail through hardening even with adequate tread remaining.