The most recent MOT, conducted on 5 November 2012 at 188,765 miles, passed, but the record is now over thirteen years old relative to today's date of 17 June 2026. That is a significant gap with no documented testing in the interim, so the current roadworthiness status cannot be verified by any official record. The maintenance trend across the available history is mixed. The 2012 pass followed a failed test on 24 October 2012 at 188,563 miles, where the tester flagged deteriorated anti-roll bar mountings, a shock absorber with negligible damping, multiple suspension ball joint and dust cover defects, a below-limit offside rear tyre, an exhaust gas leak, and an oil leak. The subsequent pass suggests those specific items were addressed, yet the same test still recorded a minor exhaust leak, slight play in an offside front lower suspension ball joint, and an oil leak. That pattern indicates recurring fluid seepage and suspension wear were never fully resolved.
The mileage progression tells a story of very light use. Between 4 November 2010 at 176,205 miles and 1 November 2011 at 182,067 miles, the vehicle covered 5,862 miles in a year. From that point to the October 2012 failure at 188,563 miles, it added just 6,496 miles over roughly twelve months. The final recorded figure of 188,765 miles in November 2012 means the vehicle has sat at that mileage for at least thirteen and a half years with no further MOT submissions. Low annual mileage of around 5,102 miles per year over the vehicle's 37-year life is well below typical use, but prolonged standing introduces its own risks: perished rubber bushes, seized brake calipers, degraded fuel, and corrosion in brake lines and structural sections that regular driving would help prevent.
A buyer should treat this Shogun as an unverified vehicle until a fresh inspection is completed. The repeated oil leaks across multiple tests, combined with persistent suspension ball joint play, point to aging seals and worn front-end components that may have deteriorated further during long periods of inactivity. The exhaust system has leaked gases on both the 2010 and 2012 tests, so the full exhaust should be checked for corrosion, particularly at joints and the manifold. Brake pads were flagged as wearing thin in 2010 and below minimum thickness in the 2011 failure, meaning the braking system demands a thorough check for binding calipers, scored discs, and corroded lines after such a long static period. Tyre condition is another concern: the 2010 test noted a nail in the nearside front tyre and a perished offside rear, and any tyres still fitted from that era will be dangerously aged regardless of remaining tread. Suspension bushes, anti-roll bar links, and shock absorbers should all be pressed and inspected, as the 2012 failure showed a shock absorber with negligible damping and multiple mounting deteriorations. Given the thirteen-year documentation gap, a full underbody inspection for structural corrosion is essential before any purchase decision.