2008 Renault Clio 1.1L Petrol · SH08 CEO

The mechanical story of this Clio is dominated by a persistent front-end oil leak and a series of front suspension and structural advisories that have accumulated steadily across the MOT record. Across every test since at least 2018 the same front oil leak has been flagged, ranging from a minor seep in earlier years to a non-excessive leak noted right up to the most recent pass on 1 December 2022, indicating a chronic but not yet critical sealing issue that warrants close physical inspection. The most recent test also recorded a near-side rear brake hose described as slightly deteriorated, a near-side rear registration plate lamp minor defect on the same date, and importantly a front sub-frame noted as corroded but not seriously weakened, the first formal entry of structural corrosion into the record. The vehicle has been through two failures during the recorded period, the 2020 indicator colour failure and a 2021 dual coil spring fracture failure where both front coil springs were simultaneously found broken, which is a notable safety finding for a car of this age and mileage. Recorded mileage progression shows a broadly consistent usage pattern. The vehicle accumulated around 6,823 miles per year over its life, which is roughly typical for an 18-year-old city car and points to regular rather than occasional use, meaning consumables such as brakes, tyres, clutches and suspension components have been worked normally rather than being aged out by long standing periods. Tests are spaced between roughly twelve and eighteen months apart with no unusual gaps, so the mileage and test frequency are internally consistent and there is no evidence of extended off-road periods that would mask developing defects. For a prospective buyer, the front sub-frame corrosion flagged in late 2022 should be the primary structural concern. At 14 years old at the time of that advisory the corrosion was deemed not serious, but sub-frame rust on a Clio of this generation can advance quickly, particularly around mounting points and steering rack attachments, so it is essential to jack the car and inspect the sub-frame thoroughly for flaking, deep scaling or any movement between components, paying particular attention to the front lower suspension arms and anti-roll bar drop links. The 2021 failure for both front coil springs fracturing is a significant red flag, as coil springs rarely fail simultaneously without underlying causes such as corrosion pits in the spring seats or weakened spring material, so the spring seats and remaining suspension components should be checked for any signs of rust or cracking and the car should be driven over speed bumps and uneven surfaces to listen for any clonking, rattling or loss of ride height that would suggest a further spring has failed since the test. The persistent front oil leak, although repeatedly classed as not excessive, is a recurring entry on every test for several years, so the underside should be inspected for fresh oil residue on the sump, cam cover gasket and oil filter housing, and the engine bay should be checked for oil contamination of the exhaust manifold which can produce a visible blue haze on start-up. The brake and tyre history also deserves focused attention. The 2020 test recorded advisories on all three visible tyres for being close to the legal limit, with the offside front reappearing in 2021, suggesting that tyre wear on this car can be relatively rapid or uneven, so a thorough check of tread depth across the full width of each tyre is important as shoulder wear can indicate tracking or suspension geometry issues. The slightly deteriorated near-side rear brake hose noted in 2022 should be examined for cracking, swelling or perishing, as aged rubber hoses can bulge under pressure and the brakes should be tested firmly for a firm pedal with no sponginess or excessive travel. The 2020 advisory of a deteriorated offside front drive shaft CV boot, although classed as minor, can lead to rapid grease loss and joint failure if the boot is torn, so the inner and outer CV boots on both sides should be inspected for splits and the front wheels turned to full lock at low speed to listen for any clicking or popping from the joints during a test drive.