2009 Suzuki Splash 1.0L Petrol · SH09 KXD

A persistent theme running through this Suzuki Splash's MOT history is brake and undercarriage deterioration, with the brake pipework flagged for corrosion or grease contamination across every test from 2020 through 2021, covering all four wheels. While the most recent two tests in November 2024 and November 2025 passed without recorded defects, the longer-term record shows a vehicle that has accumulated multiple advisories relating to steering and suspension wear, including play in both inner tie rods, worn anti-roll bar linkage pins and bushes on both sides, and a failed nearside front suspension arm bush in November 2020. The single outright failure in November 2021 involved a rear service brake found to be excessively binding on both sides, alongside the same wiper blade defect and steering/suspension advisories that appeared the following day on the pass. The trend from 2022 onwards is broadly favourable, with advisories thinning out to a tyre wear note and a parking brake efficiency observation, but the underlying corrosion and chassis wear pattern from the earlier period warrants close physical inspection before purchase. Mileage stands at 34,776 against a 2009 registration, equating to roughly 2,046 miles per year over seventeen years, which is unusually low and consistent with limited regular use or extended periods of inactivity rather than steady commuter mileage. The MOT record shows annual testing from 2020 through 2025, so the vehicle has clearly remained on the road consistently in recent years, but the low cumulative mileage means many of the consumable and rubber components flagged in the advisories have aged rather than worn through use. For a Splash of this vintage, prolonged standing tends to accelerate corrosion on ferrous components such as the brake pipes already noted, dry out suspension and steering rack gaiters, and allow brake calipers to seize in a binding state, the very defect that caused the 2021 failure. Conversely, the modest mileage limits fatigue wear on the engine, clutch and gearbox internals, though it does not protect the chassis hardware that has already drawn tester attention. A prospective buyer should physically examine the brake pipes along their full length, particularly along the underbody and behind the wheel arches, looking for active corrosion, pitting, or any aftermarket sealant masking structural loss, as the repeated advisories across four corners suggest the original pipework may be approaching replacement age. With both inner tie rod joints flagged for play and the anti-roll bar links showing wear on both sides, the steering should be assessed for clonking or slack over speed humps and uneven roads, and the front wheels should be rocked with the vehicle on the ground to detect any knocking from the suspension arm rear bush area, the component that failed outright in 2020. The 2021 failure for binding rear calipers means the rear brakes should be spun by hand when cold to confirm free rotation, and a test drive should include firm pedal applications to check for any judder, pulling, or a handbrake that fails to hold on an incline, particularly given the parking brake adjustment and efficiency advisories noted in 2020 and 2023. Beyond the chassis, the front tyres should be inspected for uneven shoulder wear consistent with the 2022 advisory on inner edge wear, which can indicate tracking misalignment or worn suspension geometry, and the windscreen wiper linkage should be checked for stiffness or a bent arm as recorded in 2021. Given the low annual mileage, the exhaust system, underbody seams, and rear axle area deserve a thorough visual examination for rust-through, as road salt exposure combined with infrequent use can produce advanced corrosion without covering high mileage. A final road test should confirm smooth steering return without vibration, quiet suspension operation over broken surfaces, and confident brake response without any rear wheel drag that could replicate the binding issue from the 2021 failure.