2015 Renault Trafic 1.6L Diesel · AM64 MJM

A pattern of front suspension wear and tyre damage has shaped the roadworthiness record of this 2015 Renault Trafic, with the most recent test on 9 April 2026 returning a pass with no recorded defects. The history, however, is far from uniformly clean. Two separate failures in 2022 and 2023 flagged both nearside and offside front anti-roll bar ball joints as excessively worn, and both tests also recorded nearside front tyre cuts deep enough to reach the ply or cords. Coil spring failures on the nearside rear in March 2023 and on the nearside front in March 2024 are a particularly notable mechanical concern, indicating fractured spring components on two separate occasions within roughly twelve months. Despite these issues, the four most recent tests have been clean passes with no advisories recorded, suggesting that the suspension and tyre faults were addressed at source rather than being part of an ongoing deterioration. From an objective standpoint, the record shows intermittent but specific front axle component failures that have now apparently been rectified, leaving the recent trend more settled. The recorded mileage of 38,706 miles over an eleven-year life equates to an annual accumulation of roughly 3,500 miles, which is unusually low for a commercial-type vehicle of this age and almost certainly points to prolonged periods off the road or very light duty cycle use. There are visible gaps in the testing record, with the most recent test on 9 April 2026 following exactly twelve months after the 2025 pass, but the early history shows testing clustered in March and April of each year with no significant mileage jumps between visits, reinforcing the picture of sporadic rather than continuous use. Lower annual mileage of this nature typically means reduced wear on major drivetrain components such as the clutch, gearbox and engine internals, but it can equally bring risks associated with long stationary periods, including moisture accumulation in brake and fuel systems, corrosion of underbody components, and deterioration of rubber and polyurethane bushes through age rather than use. The absence of any corrosion-related advisories across eight tests is a positive objective finding, but the age-related wear already demonstrated on suspension components should temper any assumption that low mileage alone guarantees sound condition. A prospective buyer should pay particular attention to the front anti-roll bar assembly and its linkages, given that both sides have previously been flagged with excessive ball joint wear. On inspection, the bar itself, the drop links and the bush mounts should be checked for free play by rocking each wheel at the front and feeling for clonks or slackness from the bar rather than from the wheel itself. Listen for a dull knock transmitted through the body over uneven surfaces, particularly at low speed, which is the typical symptom of worn anti-roll bar joints. The coil springs on both sides should be visually examined for any sign of corrosion pitting or cracking near the lower coils, as the two recorded fractures suggest the original springs may have been approaching the end of their fatigue life. Any uneven ride height from corner to corner would be a warning sign that a further spring is weakening. Brake and tyre condition warrants close physical scrutiny at the point of sale, given that this vehicle has now recorded two separate tyre cuts penetrating to the ply on the nearside front, one of which also coincided with the 2023 spring failure. Inspect the nearside front sidewall carefully for scarring, repair patches or localised bulges, and check all four tyres for age-related cracking in the tread grooves and sidewalls. The brake system should be inspected for seized caliper slides or uneven pad wear, particularly after any extended periods of disuse suggested by the low overall mileage, and a firm pedal with no sponginess or judder under braking should be confirmed on the test drive. Steering should track dead straight with no pull to either side on a level road, and any vagueness or delay in the front end response would warrant further investigation of the suspension geometry given the prior anti-roll bar wear. Finally, the underbody should be examined on a ramp for any surface corrosion, paying particular attention to the subframe mounting points, brake pipe runs and suspension arm interfaces, as low-mileage commercial vehicles often carry age-related corrosion that the MOT headlight and ramp inspection does not always fully reveal.