2021 Hyundai I20 SE Connect Mhev T-GDI 1.0L Hybrid electric · RF21 DFZ

The most recent DVSA examination on 31 March 2026 resulted in a pass with no defects or advisories recorded, and this clean result is consistent with the two prior tests conducted on 4 April 2025 and 18 May 2024, both of which also passed without any advisories. The sole entry that does not conform to this positive trend is a failure recorded the day before the May 2024 pass, on 17 May 2024, but no defect categories were logged against it, which suggests the failure was either a retest following a rectification made the same day or a refusal certificate issued before a subsequent retest. Overall, the maintenance trajectory is stable and reassuring, with three consecutive clean passes demonstrating that the vehicle has been kept in good roadworthy condition throughout the most recent testing cycle. The recorded mileage of 72,646 miles over a five-year period equates to an annual average of approximately 14,529 miles, which is notably above the typical usage rate for a vehicle of this age and class, where 8,000 to 10,000 miles per annum is more common. This higher than average accumulation is mechanically significant, as it accelerates wear on consumable components such as brake pads, brake discs, tyres, clutch assembly (although this is an automatic or manual depending on specification, the MHEV system still uses a conventional transmission), and suspension components including dampers, coil springs, and bushes. There are no recorded gaps in the mileage progression between tests, indicating consistent use rather than periods of standing, which is generally favourable for avoiding issues such as brake disc corrosion, fluid degradation, and tyre flat-spotting. However, the high usage rate means that prospective buyers should anticipate the need for replacement of wear items sooner than on a lower-mileage equivalent. Given the elevated mileage and the clean MOT record, physical inspection should focus on the high-wear systems most affected by sustained road use. The brake discs and pads should be examined for remaining friction material thickness, and the discs checked for lipping, scoring, or signs of binding calipers that can cause uneven wear or pulling under braking. A test drive should include firm pedal application at low speed to listen for any grinding or squealing, and the steering should be evaluated for vibration or pulling that could indicate warped discs. The suspension should be tested by pushing down firmly on each corner to assess damping efficiency, and the vehicle driven over uneven surfaces to listen for knocking, clonking, or creaking that would suggest worn anti-roll bar bushes, drop links, or top mounts. Tyres warrant close scrutiny not only for tread depth but also for uneven wear patterns that can indicate alignment, suspension, or braking issues, with particular attention to inner shoulder wear which is common on heavily used cars. Beyond the obvious wear items, a vehicle of this age and mileage requires attention to time-served components regardless of their present MOT status. The 12-volt battery, although not MOT tested, should be checked for cranking strength and state of charge, as batteries typically require replacement within four to six years. Brake fluid, engine coolant, and the mild-hybrid system components including the 48V battery and starter-generator should be inspected for service history, as fluid degradation occurs on a calendar basis rather than purely through use. The timing chain, which on the T-GDI engine is known to be a long-life item but can exhibit wear on higher mileage examples, should be assessed for any rattling on cold start, and a compression test considered if any concern arises. Finally, verifying a full service history with stamps at the correct intervals, confirming the integrity of the underbody and exhaust system, and ensuring all electronic systems specific to the mild-hybrid drivetrain are functioning correctly will provide additional peace of mind before purchase.