2008 Nissan Altima 2.5L Petrol · AM57 SXR

The most recent MOT on 25 February 2026 was a pass, but it carried three advisories – a minor oil leak, a small front‑exhaust leak and a slightly defective front‑headlamp lens. Over the last six‑year record the car has moved from a mixture of passes and failures to a clean pass, indicating that the most serious faults identified in early‑2023 (the anti‑roll‑bar ball‑joint wear, the CV‑joint boot split and the engine MIL fault) have apparently been rectified. However, the same low‑level issues – oil seepage, exhaust leakage, brake‑disc wear and TPMS inactivity – recur each year, suggesting a maintenance pattern that is holding the vehicle just above the legal limit rather than proactively eliminating wear items. At 161,153 mi the Altima averages roughly 9 000 mi per annum, which is typical for a vehicle of its age. The mileage does not show any long periods of inactivity that would raise concerns about corrosion from standing, nor does it indicate an unusually high annual run‑off that would accelerate wear on major components. The steady kilometre accumulation aligns with the observed wear on brake discs and suspension bushings, and it reinforces the expectation that consumables will be approaching the end of their service life. Prospective buyers should give particular attention to the recurring oil and exhaust leaks. A visual inspection under the engine bay should reveal any fresh oil stains around the valve cover or oil filter housing, and a listening test at idle and under light throttle should expose a ticking or hissing sound from the exhaust manifold area; excessive soot on the exhaust tip or a faint gasoline smell may also be present. The brake discs, noted as pitted and scored on all four corners, should be examined for deep scoring or uneven wear, and the pedal should feel firm without any pulsation or excessive travel, which would indicate warped rotors or sticking calipers. The off‑centre play noted in the steering rack inner joint and the worn anti‑roll‑bar linkage ball joint can manifest as a clunk or vague looseness when turning the wheel at low speed or when negotiating bumps; a test‑drive over a speed‑bump or a tight corner should reveal any such noises. The split CV‑joint boot on the near‑side inner drive shaft should be checked for grease leakage or contamination of the joint, and any clicking noise on acceleration or deceleration would signal imminent failure. Finally, the TPMS sensors are flagged as inoperative – the buyer should verify that each tyre can be inflated to the correct pressure and consider replacing the sensors, as incorrect pressures will affect tyre wear and fuel economy. Beyond the recorded faults, age‑related checks are essential. Examine the tyre sidewalls for cracking, dry‑rot or weather‑induced hardening, especially if the tyres are over six years old regardless of tread depth. Verify the 12‑volt battery’s cranking voltage and look for any signs of sulphation or leaking electrolyte, as a battery of this vintage often requires replacement. Inspect the coolant, brake and power‑steering fluids for colour change or particulate contamination and confirm that they have been changed at the manufacturer‑recommended intervals, since fluids degrade over calendar time even with low mileage. A thorough visual survey of the chassis for rust, particularly around the wheel arches, suspension mounting points and under‑body panels, will reveal whether the car has spent extended periods standing. Confirm that the service book contains stamps for major services – timing‑belt or chain replacement (if applicable), spark‑plug changes and any previous repairs to the items highlighted in the MOT history – to give confidence that the vehicle has been maintained in line with its age and mileage.