2013 Renault Clio 1.1L Petrol · SA63 DXM

The most recent DVSA MOT test on 12 November 2025 resulted in a pass, however this outcome must be considered against the preceding test on 22 October 2025 which recorded a failure with four major defects, alongside a number of advisories that have persisted across both examinations. The presence of multiple majors on the nearside front within a three-week window indicates that a concentrated repair or component replacement campaign was carried out, addressing the headlamp aim and main beam failure, the track rod end ball joint, and the corroded brake pipe. While the subsequent pass is encouraging, the recurring advisory on the offside front steering rack inner joint, offside front lower suspension arm pin or bush, and offside rear shock absorber casing corrosion demonstrates that deterioration is ongoing on the opposing side of the vehicle. The advisory concerning heavy corrosion to the front lower radiator support panel and horizontal arms is particularly significant, as these are structural components and corrosion in these areas can progress rapidly if not treated with protective coating or under-seal. The overall maintenance trend suggests a vehicle that is being maintained to a roadworthy standard but exhibits progressive wear and corrosion consistent with its age and mileage. With 102,214 miles recorded over approximately 13 years, this Renault Clio has covered an annual average of around 7,863 miles, which is broadly typical for a car of this age and indicates regular rather than sporadic use. The MOT history demonstrates testing in close succession between January 2024 and November 2025, with mileage progression appearing consistent throughout this period. There are no extended gaps that would suggest prolonged standing, a condition which can bring its own concerns such as brake disc surface corrosion, seized calipers, deteriorated coolant and brake fluid, and 12V battery depletion. The recorded mileage pattern is therefore mechanically reassuring in that consumable wear such as tyres, brake pads and discs, clutches, and drivetrain components is likely to have occurred gradually rather than through sudden high-load use, though the high absolute mileage does still place significant demand on suspension bushes, engine internals, and ancillary drive components. Given the recurrence of advisories concerning the steering and suspension, a prospective buyer should carry out a thorough test drive paying particular attention to any clunks, knocks, or vibrations transmitted through the steering wheel when traversing uneven road surfaces or during full-lock manoeuvres, as these would indicate that the offside front steering rack inner joint and lower suspension arm bush have deteriorated beyond advisory thresholds. On the nearside, the track rod end was recently replaced, but it is worth confirming that the wheel alignment has been checked post-replacement, as uneven or feathered front tyre wear on the inside or outside shoulders would suggest misalignment or a worn component. Listen for any knocking from the rear under compression, particularly over speed bumps, which would confirm that the offside rear shock absorber casing corrosion is more than cosmetic, and inspect the rear shock absorber mounting areas and spring seats for any visible rust perforation. The advisory regarding corrosion at the rear brake pipe flexible hose unions on both main sections requires close inspection beneath the vehicle, ideally with the rear raised, to verify whether the corrosion is superficial surface oxidation or whether pipe wall integrity is compromised, the latter demanding immediate replacement before the vehicle can pass a future MOT. Likewise, the heavily corroded front lower radiator support panel and horizontal arms warrant a careful examination for any perforation or structural weakening, as corrosion in load-bearing locations can compromise crash safety and may eventually fail an MOT on structural integrity grounds. With the vehicle now being 13 years old, attention should also be given to age-related deterioration irrespective of mileage, including tyre sidewall perishing and cracking, particularly on any tyres that may have been standing unused, brake fluid and coolant replacement in line with calendar-based servicing schedules typically every two years, and the condition and charge state of the 12V battery which commonly fails around this age. A compression test or oil analysis would be prudent given the mileage, and verifying a complete service history with documented cambelt and water pump replacement, typically due on this engine at around 60,000 miles or five years, is essential to avoid catastrophic engine damage.