2008 FORD TRANSIT2.4L Diesel

The July 2026 test at 50 632 miles shows a passed MOT with only a rear tailpipe section noted as corroded. The preceding June 2025 test had failed because the rear brake pads were below the 1.5 mm minimum thickness, but the vehicle was promptly retested and cleared. After a series of brake‑related failures and subframe corrosion in the early 2020s, the pattern now points to an improving trend; the most recent defects are limited to corrosion items rather than structural or safety‑critical faults. Mileage accumulation has remained modest throughout the vehicle’s life. From 2014 to 2026 the odometer advanced from 19 300 miles to 50 632 miles, averaging roughly 2 800 miles per year. The interval between the 2022 test (33 239 miles) and the 2024 test (42 054 miles) added about 8 800 miles in just over a year, while later years show a return to the low‑annual‑mileage norm. MOT entries are regular, with the last test only three days before the present date, indicating consistent compliance with the legal testing schedule. Brake components dominate the fault history. Early 2016 records flagged front‑brake fluctuation and rear‑disc wear. By 2017 the rear‑brake pipe showed slight corrosion, and the offside front tyre was close to the legal tread limit. A parking‑brake efficiency failure appeared in mid‑2021, and the June 2025 test recorded pads at 1.1 mm thickness. Exhaust‑related corrosion appears repeatedly, from rear‑exhaust rust in 2017 to the tailpipe section noted in 2026. Structural items such as the front sub‑frame have shown corrosion but have never been classified as seriously weakened. Lighting and wiper issues were recorded in 2022 (headlamp aim and ineffective clearing). For a prospective buyer the priority inspections are the brake system (pad thickness, disc condition, pipe corrosion, parking‑brake operation), the subframe and exhaust for rust, tyre tread depth especially on the offside front, headlamp aim, and wiper blade effectiveness. A visual check for any additional tailpipe or under‑body corrosion is also advisable, together with verification of service records to confirm that the recent brake repairs were carried out to a high standard.