2015 Renault Clio 0.9L Petrol · TR07 AER

A pattern of recurring front-end wear and corroded brake pipework dominates the mechanical history of this 2015 Renault Clio. Across six recorded DVSA tests since 2020, the vehicle has failed on three occasions, and the most recent assessment on 10 October 2025, although ultimately passed, was preceded only one week earlier by a failure citing an excessively worn offside front track rod end ball joint and a nearside front anti-roll bar linkage ball joint. Both of those failures are part of a wider trend that has seen steering and suspension joints flagged repeatedly over the years: nearside front suspension arm ball joint wear was noted as an advisory in late 2020, escalated to a major failure in January 2022, the offside equivalent was advisory that same month, and the anti-roll bar linkage reappeared as a major defect in October 2025. Combined with advisories for corroded front Macpherson strut casing, slightly damaged rear shock absorber casings, and four separate advisories relating to corroded brake pipes and flexi hoses, the trajectory is one of steadily accumulating front-end and underbody deterioration rather than a stabilising one. The recorded mileage of 68,202 miles across approximately eleven years equates to an annual accumulation of roughly 6,200 miles, which is broadly typical for a car of this age. However, the MOT record itself shows considerable irregularity in testing frequency, with tests clustered in late 2020, early 2022, late 2024, and late 2025, and no recorded tests between January 2022 and October 2024. Whether this reflects a period off the road, an expired MOT, or simply gaps in the documented test history is not knowable from the records alone, but prospective buyers should establish continuity of use and servicing during any such interval. At the average mileage shown, wear on consumables such as brake pads, discs, tyres, and clutches will be proportionate, but the recurring failure pattern around suspension and steering joints suggests those components have been subjected to the kind of localised stress that may not be fully explained by mileage alone, possibly indicating poor road conditions, kerb impact, or simply age-related degradation of rubber and polyurethane components. With the front suspension and steering ball joints having been the single most consistent source of major defects, a careful physical inspection and test drive should concentrate on those areas. On the road, listen for clonking or knocking noises from the front end when traversing speed humps or uneven surfaces, which would indicate worn anti-roll bar drop links, suspension arm ball joints, or Macpherson strut top mounts. With the engine running and the vehicle stationary, check for any looseness or clicking when the steering is turned from lock to lock, as worn track rod ends typically produce a pronounced knock over rough ground and can also contribute to vague steering response or uneven tyre wear across the front axle. The front tyres should be examined closely for inner-edge wear, which is a classic symptom of deteriorated suspension geometry following ball joint failure. Given that both front track rod ends and anti-roll bar linkages have been replaced or identified as recently as October 2025, any receipts or warranty documentation for those repairs would materially affect the residual mechanical risk. The brake pipe corrosion advisories, particularly across both front-to-rear runs and the rear flexible hoses, are arguably the most serious concern flagged in the most recent test, even though they have not yet reached failure threshold. Corroded steel brake lines are a structural risk on a vehicle of this age and mileage, and a buyer should arrange for the underbody to be inspected on a ramp with the wheels removed so that the full length of the brake pipework can be visually examined for surface rust, pitting, or flaking. Any sponginess in the brake pedal, longer than expected stopping distances, or the need to pump the pedal would suggest the system has been compromised. The 2022 failure for service brake efficiency below requirements also warrants particular attention, as it indicates the braking system was once unable to meet minimum performance standards and should be confirmed as fully resolved. Finally, given the 2020 dangerous defects for both front tyres being below the legal tread depth and the recurring pattern of minor electrical issues such as inoperative position lamps and registration plate lighting, a basic functional check of all exterior bulbs, the wiper system, and the condition of all four tyres with a calibrated tread depth gauge is a sensible precaution before purchase.