2015 Renault Clio 1.1L Petrol · SC15 UHS

The most recent MOT, carried out on 7 April 2026, resulted in a Pass with a single advisory concerning the off‑side front brake pipe being corroded and coated in grease. Earlier in the same month the vehicle failed a test due to a fractured off‑side front coil spring, a split CV boot on the nearside front drive‑shaft joint and the same brake‑pipe corrosion. Over the past three years the record shows a pattern of serious front‑end failures – broken coil springs, deteriorated ball joints and excessive rear‑brake binding – interspersed with occasional passes that only note minor advisories. While the latest pass suggests that the most critical faults have been addressed, the recurrence of similar front‑suspension and brake‑pipe items indicates that the underlying wear has not been fully resolved and the maintenance trend remains borderline, improving only insofar as the vehicle now clears MOT but still harbouring several ageing components. At 72 814 miles on a 2015 model the average annual mileage works out at roughly 6 600 mi, which is well within the normal UK usage envelope for a car of this age. There are no obvious spikes in the recorded mileage that would point to periods of heavy high‑speed use, but the relatively modest total suggests the car may have spent considerable time standing idle. Light utilisation generally reduces wear on engine internals and transmission, yet it can accelerate age‑related degradation of rubber components, battery plates and tyre sidewalls, and can allow brake discs to develop rust spots that later lead to uneven wear when the car is finally driven. A prospective buyer should give particular attention to the front suspension and brake system. Inspect both coil springs for any signs of fracture, corrosion or loss of stiffness; a broken spring will manifest as a sagging front ride height, a noticeable clunk when traversing bumps and uneven tyre wear. The constant‑velocity boots on both front drive‑shaft joints must be intact – any split or severe deterioration permits dirt ingress that can quickly destroy the joint, leading to clicking noises on acceleration and eventual loss of power to the driven wheel. The off‑side front brake pipe, repeatedly flagged for corrosion, should be examined for rust through‑wall and any grease buildup that may hide leaks; a compromised pipe can cause a soft or spongy pedal and reduced braking efficiency. The front brake discs, previously recorded as significantly worn, should be measured for thickness; discs approaching the minimum legal limit will produce a deep pulsation or shudder under heavy braking. Both rear service brakes have been noted as excessively binding; feel for any dragging sensation when the car is stationary, listen for a high‑pitched squeal on release, and check that the hand‑brake applies firmly without excessive pull. Replacing the worn ball joints on the front suspension arms and addressing any tyre perishing on the rear wheels – looking for sidewall cracks, dry rot or uneven tread – will be essential to restore full handling confidence. Beyond the specific defects, a thorough age‑related inspection is advisable. Verify that the battery is securely mounted and test its cranking voltage; an insecure battery can lead to intermittent electrical faults. Examine the chassis and under‑tray for rust, especially around wheel arches and suspension mounting points, as prolonged standing can encourage corrosion that undermines structural integrity. Check all fluid levels – engine oil, coolant, brake fluid and power‑steering fluid – and note the dates of the last changes; fluids degrade over calendar time even if mileage is low, and old brake fluid can contribute to the binding rear brakes previously observed. Finally, request a complete service book and any receipts for the replacement of the coil springs, CV boots and brake components to confirm that the corrective work was carried out to specification before committing to purchase.