2015 Hyundai I10 1.0L Petrol · RF65 FLC

Chronic front brake wear defines the mechanical profile of this Hyundai i10, with pitted and scored front discs plus thinning pads flagged as advisories on three consecutive tests from March 2024 through March 2026, and again on the earlier March 2023 examination when the rear discs showed similar surface deterioration. The recurring nature of these items indicates that the front brake friction package has been on a steady decline for several test cycles without intervention, which on a 59,900-mile car of this age places it firmly in the territory where replacement of discs, and possibly caliper slide hardware, should be budgeted for. The most recent test on 16 March 2026 recorded a Pass alongside the same front brake advisories, a newly noted front sub-frame corrosion advisory, and otherwise no structural or emissions concerns. The single failure in the record, on 7 March 2024, was a straightforward PRS for insufficient windscreen washer fluid, which is an easily rectified item rather than an indicator of underlying mechanical deterioration. The sub-frame corrosion advisory is the more significant structural note on the latest certificate and warrants close physical inspection, as surface corrosion on press-steel subframes can advance once initiated, particularly in salt-exposed areas. With roughly 5,445 miles accumulated per year against an eleven-year-old vehicle, this i10 sits comfortably in the low-mileage bracket, suggesting a usage pattern skewed towards short urban trips rather than sustained motorway cruising. Low annual mileage of this kind typically produces less wear on engine internals, clutch friction material, and timing components, but it can accelerate certain corrosion processes due to short journeys that do not fully dry the underside, and it tends to produce more pronounced brake disc pitting exactly because the brakes are used repeatedly from low speed without sustained heat cycling to burn off surface corrosion. The MOT testing history is consistently annual with no multi-year gaps in testing, indicating the vehicle has remained registered and in use throughout, and the mileage progression appears steady and plausible with no evidence of clocked readings or extended lay-up periods. This usage profile aligns with what the advisories suggest: an urban-driven car with persistent brake surface corrosion rather than a high-mileage commuter with pad material worn down through friction work alone. For a prospective buyer, the front brake assembly is the priority inspection point. On a test drive, listen for any scraping or metallic squeal from the front wheels under light braking, and feel for pedal judder or vibration through the steering wheel when stopping from around 30 mph, which would indicate the pitted discs are now warped beyond their service limit. Check that the car pulls evenly to both sides under braking and that the handbrake holds on an incline, given the historical rear disc wear advisory. Inspect the front pads visually through the wheel spokes if possible, measuring remaining friction material thickness, and budget for a full front disc and pad replacement as a likely immediate cost, alongside fresh rear pads if the rear discs are similarly degraded. The front sub-frame corrosion should be examined from underneath on a ramp or with a torch, paying particular attention to mounting points, steering rack attachment areas, and any structural brackets, as DVSA advisory wording allows surface corrosion but flags it as a developing area that could progress to a failure category if left untreated. Beyond the brake and sub-frame items, the rest of the record is reassuringly clean with no advisories relating to suspension arms, bushes, coil springs, steering components, exhaust integrity, or corrosion on sills and load-bearing panels, which is a positive indicator for an eleven-year-old i10. On the test drive, listen for clonks or knocking from the front suspension over speed humps and uneven surfaces, which would suggest worn anti-roll bar links or bottom arm bushes, and check for any uneven tyre wear on the inside or outside edges that could point to alignment or suspension geometry issues. The tyres themselves are not flagged in any MOT entry, but given the low annual mileage they may be older than their tread depth suggests, so inspect the sidewalls for cracking and check the DOT date stamps if any uncertainty remains. A thorough pre-purchase inspection with the vehicle raised on a lift is strongly advisable to confirm the extent of sub-frame corrosion, the actual remaining brake friction material, and the general condition of the underbody, steering, and suspension components, all of which would give a clearer picture of the immediate remedial work required before this otherwise tidy low-mileage i10 can be considered fully roadworthy for continued use.