2009 Hyundai I10 1.2L Petrol · LM59 FJC

The most recent DVSA examination on 28 November 2025 resulted in a PASS, with three advisories recorded against the vehicle. These were corrosion on both rear coil springs, an oil leak noted as not excessive, and a clutch pedal operating noise. Looking at the broader history, the maintenance trend is broadly stable but shows a slow accumulation of age-related advisories rather than any sudden deterioration. The vehicle has passed every test since a single failure in November 2021, which related to a non-functioning offside front position lamp, an ineffective offside front wiper, and excessively worn front anti-roll bar linkage ball joints on both sides. The most recent advisories are consistent with the natural wear pattern of a seventeen-year-old car, and there are no current failures or major defects recorded. The recorded mileage of 63,446 miles on a 2009 Hyundai i10 equates to an annual average of roughly 3,732 miles, which is considerably below the typical usage rate for a vehicle of this age and class. This indicates either light regular use or, more likely, extended periods of standing between journeys. Such a usage profile is mechanically significant because low annual mileage does not necessarily equate to a mechanically sound car; it often brings its own set of issues. Extended standing accelerates corrosion on unprotected ferrous components, promotes moisture accumulation in the engine oil and brake fluid, degrades the 12V battery through chronic partial discharge, and allows brake calipers to seize and discs to corrode due to lack of use. Conversely, the engine itself is unlikely to have suffered from high-stress wear, and the clutch, gearbox, and drivetrain should be in comparatively good condition given the low overall mileage. Given the recurring advisories on the rear coil springs, which first appeared in 2022 and have been noted again in 2024 and 2025, this corrosion is progressing steadily. On a physical inspection, you should examine both rear springs closely for any flaking paint, deep pitting, or in extreme cases cracks in the spring coils themselves. On a test drive, listen for any clonking or knocking noises from the rear suspension, particularly over undulating roads or speed humps, which would indicate that the corrosion has advanced to the point of compromising spring integrity or its locating seats. Any knocking or unusual harshness from the rear should be treated as a priority repair, as a fractured coil spring can cause sudden loss of vehicle control. The front anti-roll bar linkage ball joints, previously flagged as worn and then as having slight play, are another area worth scrutinising; listen for clicking or rattling noises from the front end during low-speed turning manoeuvres, and check the linkages for any visible free movement by hand when the wheel is lifted. Given the low mileage and the vehicle's age, a prospective buyer should carry out several time-based checks regardless of the MOT record. Inspect all four tyres carefully for sidewall cracking and perishing, as rubber degrades with age even when tread depth remains adequate; any visible crazing or brittleness means replacement is due. Test the 12V battery under load, as a battery of this age that has seen periods of standing will likely be nearing the end of its service life. Request evidence that the brake fluid, coolant, and engine oil have been changed in line with calendar intervals rather than purely mileage, as these fluids degrade with time. Confirm that the brake calipers are releasing fully, as seized calipers are a common consequence of low-use vehicles and manifest as pulling to one side or uneven pad wear. Finally, verify the oil leak flagged in the latest test; check the underside for fresh oil residue and monitor the level between services to ensure it does not worsen, and note that any noise from the clutch pedal warrants investigation of the master cylinder and pivot mechanism for wear before it develops into a hydraulic fault.