2015 SEAT Ibiza 1.4L Petrol · WN65 LPJ

A clear pattern of chronic front-end wear emerges across the MOT history of this 2015 SEAT Ibiza, with brake discs, pads, and suspension components flagged repeatedly at successive tests rather than as isolated incidents. The most recent pass on 13 August 2026 noted an offside front tyre worn close to the legal limit and on the edge, but the more telling trend sits one and two tests prior, where nearside and offside front brake discs were recorded as pitted or scored, front pads were noted as wearing thin, and front suspension arm pins or bushes were flagged as worn but within tolerance at both the 2025 and 2024 inspections. The consistent pairing of brake and suspension advisories across consecutive years suggests the front axle is subject to ongoing deterioration rather than a one-off servicing oversight, and a buyer should treat the front braking and suspension assemblies as items requiring close physical scrutiny rather than presumed soundness. Recorded mileage of 55,281 miles against an eleven-year age equates to about 5,026 miles annually and represents notably low utilisation for the vehicle's age. With MOT tests conducted annually without interruption since at least 2022, there are no significant lay-up gaps in the recorded timeline, which removes the usual concerns around seized calipers, perished fuel lines, or stale brake fluid associated with long-standing vehicles. However, the low accumulation means the car has likely seen predominantly short urban journeys, a usage profile that typically accelerates corrosion on underside components, promotes uneven brake disc pitting due to infrequent high-temperature operation, and can leave tyres susceptible to inner or outer edge wear from underinflation or kerbing. The 2023 advisory for an offside rear tyre showing damage or perishing, combined with the recent offside front edge wear, is consistent with this kind of urban, low-mileage pattern. From a buyer inspection standpoint, the front brake discs and pads are the priority items to verify, as the recorded pitting and thinning suggest they are nearing the point of requiring replacement. On a test drive, listen for any grinding or squealing under light braking, feel for pedal pulsation through the foot which would indicate disc runout or uneven wear, and check for the vehicle pulling to one side which could point to a binding caliper or uneven pad transfer. The brake fluid itself should be inspected for colour and moisture content, and the discs measured with a micrometer where possible, as pitted surfaces below minimum thickness will fail at next test. The front suspension arm pin and bush advisories warrant specific attention, given they have appeared at two consecutive tests and could progress to a failure. On inspection, look for perished or cracked bush rubber, excessive vertical or lateral play when the wheels are manually rocked at full lock, and listen for clonking or knocking noises from the front end when traversing speed bumps or potholes. Tyre wear should be examined across the full tread width on all corners, not just the offside front, as edge wear on a low-mileage car often signals incorrect geometry, worn suspension components, or chronic underinflation. Finally, a thorough underside examination for surface corrosion on subframe, brake pipes, and suspension links is advisable given the urban usage profile, and any signs of fluid weeping around the front strut assemblies or brake calipers should be factored into negotiation, as these are the components most likely to convert the existing advisories into imminent failures.