2022 Renault Master LM35 Business DCI 2.3L Diesel · MX22 BUU

A high commercial-vehicle mileage has clearly placed above-average demand on this Renault Master's consumables and undercarriage components, with the recorded MOT history reflecting that workload rather than any systemic mechanical deterioration. Across three completed test cycles since 2024, the vehicle has passed on every occasion without any advisories being issued for wear-related items such as brakes, tyres, suspension, or corrosion. The two failures recorded both relate to relatively minor electrical and lighting issues rather than structural or powertrain concerns. Most recently, on 27 August 2026, the van passed an MOT with no defects recorded on the same day that a PRS (present but not rectified at the time of test) was logged for an inoperative nearside daytime running lamp in the centre light, an item that would ordinarily be a straightforward bulb or LED replacement. The earlier 2025 failure cycle followed the same pattern, with majors raised for a split CV joint boot on the nearside front drive shaft and an incorrectly aimed offside front headlamp, both of which were evidently rectified for the subsequent pass. At roughly 94,928 miles over a four-year working life, this Master is accumulating around 23,700 miles per year, a figure considerably higher than the average for a light commercial vehicle of this age and one that places genuine stress on clutch, drivetrain, suspension, and braking components. There are no extended gaps between test entries that would suggest a period off the road, indicating the vehicle has been in continuous service, which is consistent with a working van rather than one that has been stood and allowed to deteriorate through inactivity. The cumulative effect of this mileage should not be dismissed, particularly with regard to clutch feel, dual-mass flywheel operation, and the condition of the front suspension, all of which work considerably harder on a vehicle of this weight and usage profile than on a comparable passenger car. Given the flagged CV joint boot split from September 2025, particular attention should be paid on a test drive to any clicking, knocking, or vibration emanating from the nearside front wheel when turning at low speed, as well as to any grease contamination around the inner or outer joint, which would suggest either a perished replacement boot or that original grease has been lost and contamination ingress has already occurred. Listen for humming that rises with road speed, which can indicate worn CV internals, and feel for any shudder through the steering under load. The headlamp aim issue noted on the same test would also be worth confirming visually at night or against a wall, ensuring both beams sit level and below the horizontal cut-off line, as incorrectly aimed headlamps will fail an MOT and compromise night-time visibility. The centre daytime running lamp that was inoperative at the 2026 test should be confirmed working before purchase, and the wiring and connector checked for water ingress or corrosion, a common failure point on commercial vehicles subjected to regular jet washing. Beyond the items specifically flagged in the MOT record, a buyer should carry out a thorough inspection of the front brake discs for lipping and hot spots, examine the rear leaf spring mounts and shock absorbers for any signs of fluid leakage or sagging, and check the underside of the load area and sill sections for the early onset of corrosion, which can develop rapidly on high-mileage working vans that have seen winter road salt. A thorough road test should include firm brake applications from speed to confirm there is no pulling or judder, and listen for any clonking or rattle from the front suspension over uneven surfaces, as worn drop links, anti-roll bar bushes, and top mount bearings are common wear items at this mileage.