2014 Hyundai I10 1.0L Petrol · SD64 CHN

The defining issue in this Hyundai i10's MOT history is the 2025 brake and suspension failure, which represents a sharp departure from three consecutive clean passes in 2022, 2023, and 2024. The vehicle presented on 25 September 2025 with a dangerous parking brake efficiency reading under 50% of the required value, a nearside rear brake pad worn below the 1.5mm minimum thickness, and an offside front anti-roll bar linkage ball joint recorded as excessively worn, all of which were sufficient to refuse a test certificate. A retest was carried out the following day which cleared the dangerous and major items, leaving only the same pair of tyre advisories that had been noted the day before. The fact that the brake and suspension issues were remedied in a single day strongly suggests a straightforward component replacement rather than a structural or subframe problem, though the underlying wear pattern on a 12-year-old car warrants close physical inspection of those exact areas. Against an age of twelve years, the recorded mileage of 37,541 miles equates to an annual accumulation of roughly 3,128 miles, which is notably low for the vehicle's age and indicates extended periods of light use or possible standing. There are no missing test years between 2022 and 2025, so the car has been presented annually throughout its recent life, but the low overall mileage raises the usual concerns associated with low-use city cars, namely potential deterioration of rubber components, brake calipers seizing through lack of regular application, and underbody corrosion from short trips and damp conditions rather than sustained motorway use drying the drivetrain. The absence of any corrosion advisories across five recorded tests is a positive data point, though on a low-mileage Hyundai of this age the chassis mounting points, subframe, and brake lines should still be examined physically rather than relied upon solely on MOT pass data. For a prospective buyer, the priority is to physically verify that the items replaced at the September 2025 failure have been fitted correctly and with original or quality-equivalent parts, particularly the rear brake pads and the offside front anti-roll bar linkage. On a test drive, listen and feel for any clonking or knocking from the rear under light braking, which could indicate that the rear caliper or handbrake mechanism was not fully reset after the pad change, and pay particular attention to whether the handbrake holds on a modest incline without excessive travel. The anti-roll bar linkage is best evaluated over uneven surfaces or speed humps, with any continued knocking, slack, or imprecise front-end response suggesting the replacement part is substandard. Given the dangerous-level parking brake reading, a rolling brake check behind the wheel is essential, as a dragging or pulling sensation under light throttle may indicate the rear calipers are not fully releasing after the recent pad replacement. The recurring rear tyre advisories, appearing in both the 2024 and 2025 tests, and the front tyre edge wear advisories in 2024 point to alignment or suspension geometry considerations that any buyer should investigate before purchase. Edge wear on both front tyres simultaneously is commonly associated with incorrect camber or toe settings, and it is worth checking whether the geometry was inspected following the anti-roll bar linkage replacement in 2025, since a worn linkage will itself contribute to uneven front tyre wear. Inspect all four tyres for even tread across the full width, and verify that the sidewalls on the offside rear do not show the perishing or cracking that was flagged as an advisory. Given the low overall use, also confirm the age of the tyres by examining the sidewall date stamps, as rubber older than six years will harden regardless of remaining tread depth, and ask for evidence of the brake and suspension components fitted, along with a current braking efficiency check, before committing to the purchase.