2018 Volkswagen Polo 1.0L Petrol · VN68 YCF

The most recent MOT, carried out on 7 May 2026, resulted in a failure. The test recorded a number of advisories that had already been flagged at the previous year’s test – notably the nearside front tyre approaching the legal tread limit, front brake pads approaching the minimum thickness, and a fault on the supplementary restraint system warning lamp together with a malfunctioning tyre‑pressure monitoring system. The recurrence of these items, together with the addition of the SRS and TPMS faults, indicates a maintenance trend that is deteriorating rather than stabilising, suggesting that corrective work has either not been undertaken or has not been effective. The recorded mileage of 57,093 mi for a vehicle first registered in 2018 works out to just over 7,100 mi per annum, which sits comfortably within the typical UK usage pattern for a small hatchback. There is no evidence of prolonged periods of inactivity that would raise concerns about age‑related degradation such as tyre perishing or battery sulphation, nor does the mileage suggest accelerated wear on major power‑train components. The relatively modest annual distance means that wear on consumables should be proportionate to age rather than excessive mileage. A prospective buyer should give particular attention to the front tyre and braking system. Inspect the nearside front tyre for tread depth, sidewall condition and any signs of uneven wear that could indicate mis‑alignment or worn suspension bushes. Verify that the front brake pads have been replaced or are still within the acceptable thickness; if they are thin, the discs are likely to be scoring and may soon require resurfacing or replacement. Test the brake pedal for a firm, consistent feel and listen for any shudder or squeal that could point to glazed pads or warped discs. The SRS warning lamp and TPMS fault must be diagnosed and rectified – a fault in the airbag control unit can render the system inoperative, while an inactive TPMS compromises tyre safety and may be a symptom of a faulty sensor or wiring issue. A competent workshop should also check the service‑brake fluctuation noted in 2025, which can be caused by air in the hydraulic line, a failing master cylinder or worn caliper seals. Beyond the recorded defects, age‑related checks are advisable. Examine the tyre sidewalls for cracking or dry rot, especially if the original fitment dates close to eight years ago. Inspect the battery terminals for corrosion and have the cranking voltage tested, as a battery of this age may be nearing the end of its service life. Look for corrosion on the under‑tray, wheel arches and suspension mounting points, and verify that the ball‑joint dust cover on the nearside outer track rod end is intact and that the joint itself shows no play. Finally, confirm that the coolant system has been flushed and refilled in line with the manufacturer’s interval, that the brake fluid has been changed within the recommended two‑year period, and that the vehicle’s service book contains stamps for regular oil changes and timing‑belt (or chain) maintenance. Addressing these items will give a clearer picture of the car’s overall roadworthiness and the likely cost of bringing it to a reliable, safe condition.