2008 Hyundai I10 1.1L Petrol · OV08 KPO

With five recorded tests and a single failure on the file, the mechanical story of this Hyundai i10 is one of broadly consistent roadworthiness, though the most recent entry deserves close attention. A pass was issued on 20 February 2026 with no advisories or defects recorded, but the identical test on 17 February 2026 was a fail with no defects listed against it. This pattern typically points to an item that was repaired or rectified between the two tests rather than an inherent structural or corrosion problem, and the clean pass that followed suggests the corrective work was effective. Across the broader history from 2022 to 2025 the vehicle has passed each annual test without any advisories being raised, which indicates that none of the usual wear items such as tyres, brakes, suspension components, exhaust integrity, or structural corrosion have triggered examiner comments in recent years. At 79,746 miles over an 18-year life, this i10 has averaged roughly 4,430 miles per year, which is notably low for its age and points to a vehicle that has seen lighter than typical use. There are also visible gaps in the testing record, with no MOT entries between July 2022 and February 2024, and again between February 2024 and the early 2025 test, which can indicate periods where the car was either off the road, declared SORN, or simply not used enough to warrant annual testing. Mechanically, this low accumulation rate is generally favourable for major drivetrain components, but it does mean that consumables such as brake discs, callipers, and flexible brake hoses can suffer from surface oxidation and binding through underuse, while rubber elements in the suspension and engine ancillary drive belts can harden or perish simply through age rather than mileage. For a prospective buyer, the absence of recorded advisories means there are no specific flagged components to target, but a thorough physical inspection is still essential given the gap years and low usage profile. On a test drive, listen for any knocking or clonking from the front suspension over uneven surfaces, which would suggest perished anti-roll bar bushes or worn drop links, and pay particular attention to the behaviour of the steering, as age-hardened rubber in the column and rack mounting bushes can introduce vagueness or play. Apply the brakes firmly from speed and check for any judder, pulling to one side, or a soft pedal, all of which can indicate corroded brake discs or seized slider pins on a vehicle that has spent long periods stationary, and inspect the visible brake pipes and flexi hoses for surface rust or cracking, particularly along the underbody where road salt exposure is heaviest. Given the failed-then-passed result within the same week, it is worth asking for any repair invoices relating to the February 2026 retest, as this will confirm exactly which component was addressed and whether the work was carried out professionally. Examine the underside of the car on a ramp if possible, paying close attention to the front subframe mounting points, engine mount brackets, and sill seams for any bubbling or perforation rust, as the i10 of this era is known to suffer from localised corrosion in these areas even when no advisories have been raised. Check that the 12-volt battery is relatively fresh and starts the engine promptly, since prolonged periods of standing can leave a battery deeply discharged and prone to early failure, and confirm that all fluids including coolant, brake fluid, and engine oil are clean and at the correct levels. A compression test or live diagnostic scan would also be prudent to verify that the engine management system is functioning correctly and that no hidden faults are stored, providing further reassurance beyond what the MOT record alone can confirm.