2014 Renault Clio 1.5L Diesel · LL14 AAE

The most recent MOT on 25 May 2026 was a pass, but it was accompanied by a suite of recurring advisories – corroded nearside rear and front brake pipes, corroded rear coil springs on both sides and a note that the off‑side rear service brake is binding, albeit not excessively. Over the last three years the pattern has been largely unchanged: each annual test has highlighted the same brake‑pipe and suspension‑spring corrosion, with occasional additional notes on rear shock‑absorber casing damage, a faulty wiper and a dangerous tyre condition that caused a failure in 2024. The trend is therefore not improving; the vehicle’s corrosion issues are persisting and, while they have not yet escalated to a safety‑critical failure, they indicate a maintenance regime that has been reactive rather than proactive. At 77,134 mi for a 2014 model the average annual mileage works out at roughly 6 400 mi per year, which sits comfortably within the typical UK usage envelope. This relatively modest figure suggests that the car has not been subjected to high‑stress, high‑kilometre operation, but it also raises the possibility of long periods of inactivity. Extended standing can accelerate rust on brake‑line fittings, suspension components and under‑body panels, and can allow battery capacity to deteriorate, all of which are reflected in the MOT notes. Prospective buyers should give particular attention to the brake‑pipe corrosion noted on all four corners. Inspect the exterior of the pipes for rust, pitting or cracking and feel for any soft spots when the brake pedal is pressed; a spongy pedal, excessive pedal travel or a faint squeal on initial braking can indicate a compromised line or a binding caliper. The recurring coil‑spring corrosion warrants a visual check of the rear suspension for rusted spring seats, cracked spring ends or any signs of weakened mounting points; clunking noises over bumps or a noticeable sag in the rear ride height would be warning signs. The off‑side rear service brake binding should be confirmed by a smooth, even pedal feel and by listening for any dragging or uneven brake noise during a slow‑speed stop. The rear shock absorber casing damage reported in 2025 should be examined for leaks, dents or oil seepage, as a compromised damper can lead to uneven tyre wear and reduced ride comfort. Finally, verify that the off‑side front tyre has been replaced since the 2024 dangerous defect – look for fresh tread, uniform wear patterns and no bulges or exposed cords, and test the wiper’s ability to clear the windscreen without streaking. Given the vehicle’s age and the low‑average mileage, a thorough visual and tactile inspection is essential. Check all four tyre sidewalls for cracking, dry rot or age‑related hardening, especially if the tyres have not been replaced recently; tyre age beyond six years can become a safety issue regardless of tread depth. Examine the battery terminals for corrosion and assess the battery’s cranking power, as a twelve‑year‑old unit may be nearing the end of its service life. Inspect the under‑carriage for any rust on the chassis, sub‑frame or exhaust hangers, and confirm that the coolant, brake fluid and engine oil have been changed within the recommended intervals – fluids can degrade over time even without high mileage. A full service history, or at least evidence of recent brake‑line replacement, suspension refurbishment and tyre renewal, would significantly mitigate the risks highlighted by the MOT record and provide a more confident basis for purchase.