2015 Hyundai I10 1.0L Petrol · PF15 PPO

A concerning pattern of brake wear and an early subframe corrosion advisory define the mechanical profile of this 2015 Hyundai i10. Across eight recorded MOT tests since 2020, the vehicle has passed on six occasions, with one outright failure logged on 4 January 2024 and an advisory noted at the same test for a pitted front brake disc. The failure itself centred on the braking system, with the rear brake disc recorded as significantly worn, and both service brake efficiency and parking brake efficiency falling below the required minimum. The 2025 test subsequently passed with no brake-related defects but did flag corrosion on the front subframe, categorised under advisory criteria as not seriously weakened at that point. The most recent test on 26 January 2026 recorded a clean pass with no advisories, though this sits against a backdrop of intermittent rather than consistent roadworthiness. The jump from a clean pass on 5 January 2024 to a failure on 2 January 2024 is worth noting, as the failure entry and the subsequent pass entry appear within days of each other, indicating either rapid deterioration of brake components over a very short window or a retest following rectification work. The recorded mileage of 61,808 miles over approximately eleven years equates to an annual accumulation of around 5,600 miles, which is notably below the average for a vehicle of this age. Testing frequency is consistent with light but regular use, with no extended gaps in MOT history that would suggest the vehicle was laid up for prolonged periods. However, low annual mileage does not necessarily equate to preserved mechanical condition, particularly given the brake wear issues identified in 2024 and the subframe corrosion flagged in 2025. Standing periods between short journeys can accelerate corrosion on exposed underbody components such as subframes, mounting brackets, and brake line junctions, while still keeping overall mileage modest. For a prospective buyer, the front subframe corrosion advisory from January 2025 warrants close physical inspection. The subframe should be examined from beneath for any progression of surface rust, particularly around mounting points, suspension arm attachment bolts, and steering rack connections, as corrosion in these areas can compromise structural integrity and complicate future suspension component replacement. Any knocking or clonking over uneven road surfaces, particularly at low speed, could indicate that bushes within the subframe mounting area or related suspension links have deteriorated. The rear brake disc, which was recorded as significantly worn at the 2024 failure, should be checked for lipping, runout, and any scored surface texture, as worn discs can promote judder under braking and accelerate pad wear. The front brake disc advisory from the same period also merits attention on inspection. With the vehicle having covered roughly 5,600 miles per year, the rate at which front discs have pitted and the rear disc has worn suggests either aggressive urban driving patterns or extended standing periods contributing to surface corrosion on the rotors. On a test drive, the buyer should listen for any scraping or grinding from the front wheels, feel for vibration or pulsation through the brake pedal under firm application, and verify that the parking brake holds the vehicle securely on an incline, given the 2024 failure flagged parking brake efficiency below requirements. Tyre condition should also be examined, as an offside rear tyre was noted as worn close to the legal limit in 2022, and uneven inner or outer edge wear on the current set could indicate alignment issues that may have developed alongside the suspension and brake concerns already documented.