All generations and engines together · 28,754 MOT tests in the 2025 data · typical mileage at age 7: 38k
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 11,979 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
The ISG stop-start system needs a fully charged AGM battery and a decent run to work at all, so cars used mostly for short trips often show the ISG light off permanently. Hyundai quietly dropped ISG from petrol models after March 2012, which owners and forums read as a tacit admission it never worked well in town use. It is not a repair as such, more a nuisance and a sign the battery or its sensor may need attention, and a poor one can bring the fuel economy down to what the car would do without ISG at all.
1.4 and 1.6 CRDi cars get a recurring complaint of flat spots and lost power under acceleration, traced by owners to EGR valve wear, sticking injectors, or a DPF that never gets hot enough on short runs and lets fuel dilute the engine oil. Fixes reported by owners range from a dealer software update and fuel system flush to EGR or injector replacement, and it can take more than one attempt. A DPF or EGR job runs from a few hundred pounds for cleaning up to over a thousand for replacement parts; no manufacturer recall covers it.
Owners report a rattle or knock through the electric power steering column, plus occasional heavy or inconsistent steering weight on tight manoeuvres like parking. It has proved a hard one for dealers to cure permanently, with some cars needing more than one steering rack or column swap. This lines up with what the MOT data shows for the ix20 against its mpv class, steering is the standout failure area, so a car with a history of steering advisories or a repeat steering rack replacement fits a pattern that shows up both in owner reports and in the test data.
A well-documented complaint is a rear caliper sticking in the handbrake-applied position, causing a dragging brake, uneven pad wear, or a burning smell after a short drive. It shows up across both engines and is usually put down to the handbrake mechanism inside the caliper corroding if the car sits unused or the handbrake is rarely exercised fully. A caliper replacement (parts and labour) typically runs to a few hundred pounds per side, and there is no recall covering it.
On post-2016 cars some owners report a judder or shudder pulling away from rest in a manual, traced by dealers to the balance weights inside the clutch plate springs, which needed the clutch assembly replacing to cure. It is not universal and seems to affect a minority of manual cars rather than the whole range. Repair means a full clutch replacement, in the region of £400-£700 depending on parts and labour, and it is not the subject of a public recall.
A number of owners report ABS warning lights and a failed ABS module linked to moisture getting into the unit, with forums arguing over whether this is a design weak point or the result of owners skipping the recommended brake fluid changes, which lets the system corrode internally. Either way it is an expensive part to replace, reported in the hundreds of pounds, and it is worth knowing before you buy rather than after the light comes on.
Built from the two sections above.
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