2019 Peugeot 308 1.5L Diesel · OE68 AAZ

The most recent DVSA test on 6 January 2026 recorded a clean PASS with no defects or advisories, and this positive outcome is consistent with the previous four consecutive annual tests dating back to February 2022, all of which were passed without any recorded advisory items or failures. This unbroken sequence of clean tests suggests that the vehicle has been maintained to a satisfactory roadworthy standard throughout the period covered by the available history, with no emerging trends, recurring problem areas, or progressive deterioration flagged by the examining tester. The absence of advisories is particularly notable because advisories are typically raised for items approaching but not yet at the failure threshold, such as worn brake pads, ageing tyres, or minor corrosion, and their lack here indicates that the vehicle was presented in a well-prepared condition at each annual assessment. With a recorded mileage of 47,532 miles over approximately seven years, the vehicle has covered an annual average of around 6,790 miles, which sits comfortably within the typical usage band for a car of this age and reflects steady, moderate use rather than either prolonged standing or high-mileage motorway commuting. There are no significant gaps in the annual MOT frequency, which would otherwise raise concerns about extended periods off-road or possible clock irregularities, and the relatively even year-on-year presentation suggests a consistent ownership pattern. This kind of mileage profile generally places moderate wear on consumable items such as brake pads, discs, tyres, and clutch components, while leaving longer-life items such as the timing chain, turbocharger, and suspension assemblies well within their expected service life for a modern Peugeot 308. Given the clean MOT history but the seven-year calendar age of the vehicle, a prospective buyer should focus physical inspection efforts on time-related degradation rather than mileage-related wear alone. The 12-volt battery should be tested for cranking performance and state of charge, since automotive batteries typically require replacement every five to six years regardless of mileage, and a weak battery is a common cause of non-start conditions in otherwise healthy vehicles. Tyres should be examined closely for sidewall perishing and cracking from age, as rubber compounds deteriorate with UV exposure and time even when tread depth remains adequate, and the production date code on the sidewall should be checked to confirm the tyres are not excessively old. Brake discs should be inspected for surface corrosion and the calipers for signs of binding, particularly if the vehicle has been used primarily for short urban journeys, and all fluid services including engine coolant, brake fluid, and transmission fluid should be verified as up to date in line with manufacturer schedules rather than purely mileage intervals. On a test drive, particular attention should be paid to the operation of the suspension over uneven surfaces, listening for any clonks or knocking noises from worn anti-roll bar bushes, drop links, or top mounts, and to the steering for any vagueness or knocking that could indicate worn tie rod ends or power steering deterioration. The engine should be started from cold and observed for any excessive smoke, rough running, or illuminated warning lights on the dashboard, and the automatic or manual transmission should be checked for smooth gear engagement and any slipping or hesitation. Given the absence of any recorded advisories or defects, there is no specific component flagged by the MOT history to investigate further, and the buyer can proceed with confidence provided that the general age-related checks detailed above are carried out and a comprehensive service history is obtained to confirm that routine maintenance such as cambelt replacement, where applicable, and fluid changes have been performed at the correct intervals.