2011 Hyundai I10 1.2L Petrol · ML11 LZB

The Hyundai i10 presents a stable and improving maintenance trend, culminating in a clean pass on 6 February 2025 at 41,323 miles. That result is significant because it followed a failure just 35 days earlier on 2 January 2025 at 41,322 miles, where the tester flagged inoperative rear lighting, perished rear tyres, and worn front brake pads. The fact that all those defects were rectified within a month suggests the previous owner addressed the failures promptly rather than deferring them. The vehicle has now sat at 41,323 miles for over 16 months as of today, 18 June 2026, with no further test recorded, meaning the current MOT certificate is valid but ageing. Buyers should verify whether the car has been driven regularly during this period or has been standing, as prolonged inactivity can cause brake seizure, tyre flat-spotting, and fuel deterioration. The mileage profile is notably low for a 2011 vehicle, averaging roughly 2,755 miles per year over 15 years. The record shows a jump from 36,167 miles in March 2024 to 41,322 miles by January 2025, representing approximately 5,155 miles covered in just under 10 months. That is a sharp increase compared to the prior years, when the car crept from 34,880 miles in March 2023 to 36,167 miles by March 2024, a gain of only 1,287 miles. The acceleration in usage during late 2024 and early 2025 may reflect a change of owner or a shift in the vehicle's role, but it also means consumable components such as brake pads and tyres saw concentrated wear in a short window. The recurring theme across the MOT history is corrosion affecting the braking system. In the 2023 failure, the tester identified excessively corroded nearside rear and offside rear brake pipes, with additional corrosion on the offside front pipe. The 2024 pass still noted corroded rear brake pipes, albeit covered in grease or other material, indicating the issue was managed rather than fully resolved. Brake pipe corrosion on a vehicle of this age and mileage is unusual and suggests the car may have been stored in damp conditions or exposed to road salt without adequate underbody protection. The underseal noted in the 2025 tests may have been applied as a remedial measure, but its presence can also mask underlying corrosion, making visual inspection difficult. A buyer should focus the in-person inspection on the underside, particularly the brake pipe runs along the rear axle and inner wing areas, checking for fresh corrosion beneath any underseal coating. The rear tyre perishing flagged in both 2023 and 2025 raises questions about whether the current tyres are age-appropriate, as rubber degrades with time regardless of tread depth. Front brake pad wear appeared in the 2025 failure, so pad thickness and disc condition should be verified. The oil leak noted as not excessive in 2024 warrants a check around the rocker cover gasket and camshaft seals. Finally, the nearside front outer tyre cut that reached the ply or cords in 2023 is a serious defect that should prompt scrutiny of the current tyre fitment and wheel alignment, as a replacement may have masked an underlying tracking or suspension geometry issue.