2018 Renault Clio 1.5L Diesel · PX18 HHO

The vehicle currently holds a valid MOT certificate, having passed its most recent test on 31 March 2026 with no advisories or defects recorded. Of particular note is the fact that on the very same date, a previous test attempt was submitted and failed; however, the DVSA record shows no defects logged against that failure, which suggests either an administrative or procedural refusal rather than a mechanical non-compliance, with the vehicle subsequently repaired or adjusted and re-presented the same day to achieve a clean pass. Looking back over the recorded MOT history, the pattern shows passes in March 2024 and March 2025, with a parallel pass-and-fail pairing on the same day in 2025 mirroring the 2026 outcome, and there are no advisories or recurring defect categories emerging across the four-year window. Overall, the maintenance trend appears stable, with no progressive deterioration indicated in the official record. Against its 2018 registration, the recorded mileage of 92,126 miles equates to roughly 11,500 miles per year over its eight-year life, which sits comfortably within typical parameters for a UK-driven supermini and suggests consistent rather than exceptional use. There are no obvious anomalies such as long standing periods followed by sudden mileage spikes, or conversely implausibly low accumulations. This average annual mileage implies that the vehicle has been exercised regularly, which is generally beneficial for mechanical longevity, as it reduces the risk of seized brake calipers, dried drive seals, and oxidised brake fluid that can afflict cars used only sparingly. The mileage is also sufficient that wear-prone consumables such as tyres, brake pads, discs, and clutch components should be regarded as actively degrading rather than in new condition. Given that the MOT record is notably clean and free of advisories, the prospective buyer should focus on age-and-mileage-related inspections that fall outside the scope of the standard DVSA test or that develop between tests. On a physical walkaround, the tyres warrant close scrutiny for sidewall perishing or cracking, which is common on a vehicle of this age regardless of tread depth, as well as for uneven shoulder wear that could indicate worn front suspension bushes or tracking misalignment. The brake discs should be inspected for lipping at the outer edge and for any signs of corrosion pitting on the inner and outer friction surfaces, particularly given the tendency of UK-driven cars to accumulate surface rust through winter use. A test drive should include firm brake applications from speed to check for shudder or vibration through the pedal, low-speed manoeuvres to listen for suspension clonks over bumps, and a check for any pulling to one side that could indicate a binding caliper. Beyond the mechanical inspection, several time-based service items merit verification on an eight-year-old Clio, irrespective of the MOT outcome. The 12-volt battery is a likely candidate for replacement if the original unit remains fitted, as lead-acid batteries typically have a service life of five to seven years, and a failing battery can produce intermittent electronic faults and starting difficulties. Coolant and brake fluid are both subject to calendar-based degradation; brake fluid in particular is hygroscopic and should be renewed every two to three years to maintain boiling point and prevent internal corrosion of the braking system, so it is worth confirming when this was last changed. The cambelt and associated tensioners and water pump on the 0.9-litre or 1.2-litre petrol engines fitted to the Clio are typically due every five years or 90,000 miles, so this should be verified by service history stamps. Finally, confirming a full service book and corroborating the recorded mileages against previous MOT certificates and any accompanying invoices will give the clearest picture of how well this particular example has been maintained within its busy but otherwise unblemished testing history.