2010 Toyota Prius 1.8L Hybrid electric (clean) · SW10 VML

The most recent MOT test on 3 July 2026 resulted in a pass, but it should be viewed with considerable caution given the two days earlier a major failure was recorded for extensive structural corrosion at the rear suspension mounting points. The repair between 1 July and 3 July 2026 appears to have been sufficient to secure a pass, yet the underlying advisories of an insecure nearside undertray, a corroded but firm nearside floor, heavy underseal obscuring the undercarriage, and play in the nearside front steering rack inner joint suggest that the corrosion issues are being managed rather than resolved. Looking at the broader pattern across 2024 and 2025, there has been a recurring theme of suspension component mounting areas being flagged for corrosion, with the nearside front area first noted as corroded but not excessive in July 2024, escalating to a major failure at the front nearside top mount in January 2025, and then moving to the rear suspension in July 2025 and again in July 2026. This progressive and spreading corrosion picture indicates a worsening structural condition rather than a stable one, and any prospective buyer should treat the underseal as a potential cover for ongoing metal deterioration. With 344,908 miles recorded over approximately sixteen years, this Prius has covered around 21,500 miles per year on average, which is notably high even for a vehicle with a reputation for high-mileage use. The annual rate implies sustained motorway or taxi-style utilisation, which accelerates wear on suspension components, bushes, brake discs and pads, the hybrid system battery, and the continuously variable transmission. The mileage progression between tests does not show any obvious prolonged standing periods, meaning concerns about seized calipers, perished tyres from age, or stale brake fluid are less pressing, but conversely the high turnover of mechanical components will have placed cumulative stress on the drivetrain and chassis. Of particular relevance to a high-mileage hybrid is the condition of the traction battery, inverter coolant, and the Prius-specific brake actuator, none of which are inspected under MOT but should be verified through Toyota specialist diagnostics. For a prospective buyer, the most pressing concern is the structural corrosion that has now manifested in multiple rear suspension mounting points and previously at the front nearside top mount. During a physical inspection, it would be wise to remove sections of the heavy underseal noted in the advisories to assess the true extent of metal loss around the sills, inner wheel arches, and suspension turrets, as underseal can mask advanced perforation. On a test drive, listen for clonks or knocks from the rear suspension over bumps, particularly on the offside, and pay attention to any vagueness or knocking through the steering wheel consistent with the recurring steering rack inner joint play advisories. Uneven or accelerated tyre wear, especially on the inner edges, would suggest compromised suspension geometry from the corroded mounting points, and the fact that all four tyres were flagged as worn close to the legal limit in February 2026 points to either alignment issues or simply the demands of high mileage. Beyond the structural and suspension concerns, the high annual mileage warrants careful attention to the hybrid drivetrain and associated cooling systems. The inverter coolant and engine coolant should be checked for service history, as neglected coolant changes accelerate hybrid system degradation and water pump failure on the Prius. The 12V auxiliary battery, which is critical for booting the hybrid system, is a known weak point and should be load-tested regardless of its apparent condition. Brake feel should be assessed for sponginess or excessive travel, as the Prius electronic brake actuator can develop internal wear at this mileage, and the discs and pads should be physically measured for remaining material given the high accumulated mileage. Finally, the transmission fluid on the eCVT should have a documented change history, and a specialist scan for any historical diagnostic trouble codes relating to the hybrid battery pack state of health would be a prudent investment before purchase, given that a replacement hybrid battery on a high-mileage fourth-generation Prius of this vintage represents a significant potential cost.