The most recent DVSA examination on 14 July 2026 resulted in a PASS with no advisories or defects recorded, which represents a clean and favourable outcome from a structural and safety perspective. However, the broader MOT history reveals a notably irregular pattern that any prospective buyer must interpret carefully. Between 2011 and 2014 the vehicle was tested annually with consistently clean results, but the 15 September 2014 examination produced a particularly concerning cluster of failures: a fuel system component leak, brake creep indicating hydraulic system weakness, an offside front braking system leak, an insecure nearside front wheel, and an inadequate windscreen washer. Just two days later, on 17 September 2014, the vehicle was re-presented and passed, though three advisories were issued for slight corrosion on both rear structural sections and a parking brake efficiency that only just met the statutory minimum, suggesting the braking system required adjustment or repair. No MOT records exist between 2014 and 2026, a twelve-year interval during which the vehicle was presumably either registered as Statutory Off the Road, exempt under the historic vehicle classification applicable to vehicles over forty years old, or simply not presented for voluntary testing. The absence of any recorded corrosion or braking advisories at the 2026 test suggests remedial action was carried out after 2014, though this should be evidenced through service documentation.
The recorded mileage of 18 miles against an age of approximately 64 years is effectively negligible and almost certainly reflects dormant periods rather than genuine light use, particularly given that the odometer reading has remained virtually static for over a decade. The MOT history shows tests clustered in the early 2010s with annual mileage consistent with occasional running, followed by a complete cessation of recorded use after 2014 until the 2026 presentation. Such prolonged standing is highly significant for a classic Jaguar of this era, as the mechanical components most vulnerable to inactivity include the braking system, where calipers can seize, pads can bond to disc surfaces producing corrosion lipping, and hydraulic seals can deteriorate leading to fluid loss exactly as observed in the 2014 brake-related failures. The fuel system component leak recorded in 2014 further supports the likelihood of seals, hoses, and unions degrading through disuse rather than wear, and similar deterioration can be expected in any rubber components not subsequently replaced.
Given this usage profile, a prospective buyer should approach the purchase with a forensic inspection regime rather than relying solely on the clean 2026 MOT result. Tyres warrant particular attention, as 64-year-old rubber or even decade-old standing tyres will exhibit sidewall perishing, cracking, and loss of compound elasticity regardless of tread depth, and the age marking on the sidewall should be verified to confirm they are not dangerously aged. Brake discs should be inspected for severe corrosion pitting and ridging, particularly on vehicles that have stood for long periods, and the caliper slide pins and pistons should be free-moving; binding calipers will manifest as uneven braking, pulling to one side, or excessive drag and consequent overheating. The braking hydraulic system should be examined for any seepage at wheel cylinders, master cylinder, and flexible hoses, with a hydraulic fluid test strip or laboratory analysis confirming the fluid has not absorbed moisture beyond its service life. The fuel system, having previously leaked, requires thorough inspection of the fuel pump, carburettor seals or injectors, fuel lines, and unions, and the buyer should be alert to any petrol odours, visible drips, or difficulty starting from cold.
Beyond the braking and fuel systems, the buyer must address time-based degradation items that do not necessarily produce MOT failures but compromise roadworthiness. The 12V battery, if not recently replaced, will have severely diminished cranking capacity and should be load tested; the cooling system hoses, radiator, and thermostat housing should be checked for perished rubber and corrosion, as these are common failure points on aged Jaguars. Engine oil, gearbox oil, differential oil, and coolant should all be regarded as past their service life and replaced regardless of appearance, with a search for oil leaks around the sump, rocker cover, and rear main seal. Given the advisory corrosion noted on the rear structural sections in 2014, a thorough examination of the sills, outriggers, rear spring hangers, boot floor, and chassis legs is essential, as classic Jaguar Mk II cars are notorious for structural corrosion in these areas and the apparent absence of advisory in 2026 does not guarantee the corrosion has been professionally rectified rather than simply not severe enough to fail. Finally, a test drive should be conducted with particular attention to suspension clonks over uneven surfaces suggesting worn bushes, any signs of brake shudder or pulling, exhaust smoke from accumulated condensation or worn valve guides, and the general behaviour of a drivetrain that has clearly seen very little recent use.