2022 Toyota C-HR 2.0L Hybrid electric (clean) · PK22 TTF

The defining mechanical feature of this 2022 Toyota C-HR is a brake system that has been flagged for disc corrosion across multiple test events, most recently on the 2026-01-05 pass which recorded no defects, but with the underlying concern visible in the January 2025 failed test where both front and rear brake discs were noted as worn, pitted, or scored though not seriously weakened. The January 2025 failure was driven by tyre-related defects rather than the brakes themselves, specifically a nearside rear tyre with a cut exposing ply or cords in the sidewall and a nearside front tyre measured at just 1.1mm of tread, well below the legal 1.6mm minimum. The fact that this car passed its most recent MOT with no advisories recorded suggests either replacement of the worn tyres and attention to the discs, or that the corrosion noted previously had not yet reached advisory-worthy severity at the time of test. Nevertheless, the recurring theme of brake disc surface degradation indicates a pattern worth monitoring, as pitted and scored rotors on a relatively young vehicle often point to infrequent heavy braking use combined with exposure to road salt or short-trip driving that does not allow discs to self-clean through heat cycling. With 44,678 miles recorded against an age of approximately four years, the annual mileage of around 11,170 miles sits broadly in line with typical usage for a vehicle of this age and class. There are no extended gaps between test entries that would suggest prolonged periods off the road, and the mileage progression appears consistent with regular daily use. This level of use means consumable wear on brake pads, discs, tyres, and suspension components should be proportionate to mileage rather than age, and a buyer should not anticipate the additional degradation that often affects low-mileage cars left standing for long periods. The relatively continuous testing history with no multi-year absences argues against issues associated with seized calipers, perished rubber, or fuel system degradation from inactivity. For a prospective buyer, the priority inspection points are the brake discs on both axles, which should be examined for lipping, deep pitting beyond the working surface, and any sign of warped runout that would manifest as steering wheel or brake pedal vibration under moderate to firm deceleration. On a test drive, listen for any grinding, squealing, or pulsation through the pedal, and check that the car tracks straight under braking without pulling to either side. The tyres noted in the 2025 record should be inspected for age-related cracking in the sidewalls, particularly on the nearside rear where the deep cut was previously flagged, as sidewall damage of that severity can weaken structural integrity even after a tyre change. Uneven shoulder wear on the front tyres would suggest an alignment or suspension geometry issue, and the nearside front should be checked carefully for any signs of feathering consistent with the 1.7mm edge wear advisory. Beyond the flagged components, a buyer should perform a thorough road test over varied surfaces, paying particular attention to any knocking, clunking, or rattling from the front suspension, which could indicate worn anti-roll bar links, drop links, or bush degradation given the UK road conditions this vehicle will have encountered. Steering should feel precise without vagueness at speed, and the car should not tramline excessively over rutted surfaces. Under the bonnet, look for any signs of fluid leakage around the brake servo, master cylinder, and suspension turrets, and verify that all warning lamps extinguish promptly after ignition. A final check should confirm that the spare or inflation kit is present and that the tyre pressure monitoring system is functioning, as the previous tyre failures indicate this car has been operated close to or beyond legal tread limits and the TPMS sensors should be verified as operational.