2010 Peugeot 107 1.0L Petrol · OV60 ELC

A 2010 Peugeot 107 carrying only 35,492 miles across sixteen years presents an unusually sparse usage profile, yet its roadworthiness record is correspondingly thin on evidence of mechanical stress. Every MOT entry from 2021 through 2025 returned a clean pass with no advisories, no minor defects, and no failures, meaning that over the five most recent tests there is nothing flagged by DVSA examiners. The latest test on 27 October 2025 confirmed this pattern, returning a pass with the record showing no defects at all. This is a notably clean sheet for a car of this vintage, suggesting either very light duty that simply has not generated wear-related advisories, or that any developing issues have been resolved between tests without ever being recorded. Either way, the absence of any historical advisories means a buyer has no flagged components to investigate as a priority. The mileage accumulation of roughly 2,218 miles per year is exceptionally low for a sixteen-year-old vehicle and points strongly toward a car that has spent considerable time stationary rather than being driven regularly. Such low annual mileage on a small city-oriented petrol engine like the 107's 1.0-litre three-cylinder unit raises well-known concerns around cold-start wear, internal sealing degradation, and component seizure through disuse rather than through mileage-induced wear. Brake discs and calipers can corrode and bind when rarely used, tyres can develop flat spots or sidewall cracking from prolonged standing, and the clutch can suffer from seized slave cylinders or a glazed friction plate. Conversely, the engine, gearbox, suspension bushes, and exhaust system have not been subjected to anything like the cumulative stress that a higher-mileage example would have endured, so the core mechanicals may still have substantial life remaining provided the storage conditions have been reasonable. For a prospective buyer, the practical test is whether prolonged standing has produced any latent corrosion or seizure rather than active wear. On a test drive, listen carefully for any clonks or graunching from the front suspension over speed humps, particularly from the lower wishbones, anti-roll bar drop links, and the front strut top mounts, as seized or perished components here are the most common failure points on a low-mileage 107. The braking should be checked at low speed with the windows down for any scraping, grinding, or pulsing through the pedal, as corroded discs will produce a noticeable judder and binding calipers will drag and generate excessive heat. Steering should feel free and consistent, with no knocking or roughness through the rack on full lock, and the clutch should engage smoothly without slipping, juddering, or any graunching when reversing on an incline, which would indicate a seized slave cylinder or glazed plate from disuse. A final check should focus on the items that MOT testing does not cover but matter greatly on a car that has potentially stood for long periods. Examine the exhaust system from the manifold back for rust perforation, particularly at the joints and hangers, and inspect the underside carefully for any corrosion to brake pipes, fuel lines, and the rear axle beam which is a known rust trap on early 107s. The coolant and brake fluid should be assumed to be original and therefore due for renewal regardless of MOT outcome, and the tyre sidewalls should be inspected closely for cracking even if the tread depth is adequate, because old tyres deteriorate chemically regardless of mileage. A compression check or at the very least an oil analysis would be worthwhile given the low-use profile, as internal engine corrosion from infrequent use is the principal hidden risk on a car of this age and mileage combination.