2017 Isuzu D-MAX 1.9L Diesel · BF67 NNO

The most recent DVSA examination on 14 February 2025 resulted in a pass, although this was only secured one day after a prior test on 13 February 2025 had failed. The failure was driven by a dangerous nearside front outer track rod end ball joint exhibiting excessive play, alongside an offside rear tyre that fell below the legal 1.6mm tread threshold. The ball joint failure is a significant steering component defect and its resolution, combined with replacement of the worn tyre, appears to have allowed the immediate retest to pass. The maintenance trend is, on balance, concerning rather than stable, as the same advisories have reappeared across successive tests and a previously recorded minor defect on the nearside front track rod end dust cover in January 2024 escalated into a major failure twelve months later, suggesting progressive wear rather than effective remediation. The recurring oil leak advisories across the 2022 and 2024 tests also indicate an unresolved engine condition that warrants close attention. With approximately 191,218 miles accumulated over nine years, this Isuzu D-Max has averaged around 21,246 miles annually, which is notably high for a vehicle of its age and suggests sustained commercial, utility, or high-mileage private use. Such accumulation places considerable cumulative demand on the powertrain, drivetrain, suspension, braking system, and clutch, particularly on a pick-up platform of this type. The mileage consistency between tests implies continuous service rather than extended standing periods, which generally reduces the risk of calendar-based deterioration such as brake disc corrosion from inactivity, but increases the likelihood of wear-related mechanical fatigue, particularly within the chassis and running gear. Given the high recorded mileage and the documented history of steering and suspension component wear, a prospective buyer should conduct a particularly rigorous physical inspection. On a test drive, listen for any clonking or knocking from the front suspension, especially over uneven surfaces, which would suggest worn suspension bushes, dropped coil springs, or further degradation of the recently replaced track rod end. The inner edge wear noted on the offside front tyre in 2025 is a classic indicator of incorrect wheel alignment or worn front suspension geometry, so a four-wheel alignment check and inspection of the front suspension arms and bushes would be prudent. Uneven or feathered tyre wear across all four corners should be evaluated, and the brake pedal feel should be checked for excessive travel or shudder under firm application, given the noted thin front brake pads from 2022 and the high overall mileage. Any signs of a binding caliper, such as one wheel running noticeably hotter than the others or uneven pad wear, should also be investigated. The drivetrain and engine warrant equally careful evaluation. The severely deteriorated offside front outer constant velocity boot recorded in 2024 should be inspected to confirm it has been replaced, as a split boot left unaddressed will lead to rapid failure of the CV joint through contamination. The persistent oil leak advisories across multiple years indicate the source has not been definitively repaired, so the underside of the engine, sump, and surrounding components should be examined for active seepage or staining, and the oil level verified on a cold engine prior to any test drive. Given the vehicle's age and high mileage, it is also sensible to confirm the timing belt or chain service interval compliance, check the condition and age of the 12V battery, and verify the coolant and brake fluid replacement dates, as these time-based servicing items are independent of the recorded mileage and critical for continued reliability in a working vehicle of this specification.