2010 Iveco Daily 35S13 LWB 2.3L Diesel · CU60 PLF

The most recent DVSA MOT test for this 2010 Iveco Daily 35S13 LWB was conducted on 24 June 2022, at which point the vehicle passed with no defects or advisories recorded against it. While this is a positive outcome, it should be noted that the MOT record available is sparse, with no subsequent test results captured within the system, meaning the most recent formal roadworthiness validation is now over four years out of date at the time of inspection. Given the typical three-year progression of wear items on a commercial vehicle of this age, the absence of any recorded advisories from 2022 cannot be relied upon as a current indicator of condition. A prospective buyer should treat this as a vehicle that has not been independently verified for roadworthiness within the present MOT testing cycle and should commission a fresh pre-purchase inspection accordingly. The recorded mileage of 123,778 miles over a sixteen-year service life equates to an annual average of approximately 7,736 miles, which is broadly consistent with the usage profile expected for a light commercial vehicle that has seen a mix of operational and standing periods. However, the gap between the most recent MOT in June 2022 and the present day means the actual current mileage cannot be confirmed from the official record alone. The relatively modest annual mileage figure suggests the vehicle has likely spent considerable time stationary between operational cycles, which carries specific mechanical implications for a commercial chassis of this vintage, including the risk of corrosion seizing on brake components and drivetrain deterioration from irregular use. For a vehicle of this age, weight class, and likely mixed duty cycle, particular attention should be paid to time-based degradation rather than purely mileage-based wear. The brake discs and calipers should be physically inspected for corrosion pitting and signs of binding or seizure, particularly given the likelihood of extended standing periods, and the pads examined for uneven wear patterns. The suspension system, including coil springs, leaf springs where fitted, and the various bushes and linkages, warrants close scrutiny for cracking, sagging, or play that would manifest on a test drive as clonks over uneven surfaces, excessive bouncing after a press on the wing, or wandering steering behaviour. The tyres should be checked carefully for sidewall perishing and cracking due to age-related rubber degradation, as a sixteen-year-old commercial vehicle is well within the range where UV exposure and flex fatigue compromise structural integrity even where tread depth remains legal. The 12V battery should be load-tested, as prolonged standing periods accelerate deep discharge cycles and internal plate degradation, often resulting in vehicles that start adequately for short journeys but fail under load. All fluid systems demand time-based assessment: coolant should be checked for concentration and contamination, brake fluid evaluated for moisture content given its hygroscopic nature, and the diesel fuel system inspected for water ingress and biological contamination if the vehicle has been left unused for extended intervals. The exhaust system, including the diesel particulate filter if fitted and the catalytic converter, should be examined for corrosion at joints and mounting points, while the chassis and structural members should be placed on a ramp to check for any developing corrosion that would be obscured from above. Where service history is available, verification of cambelt or timing chain intervals, clutch wear given the likely urban duty cycle, and any gearbox oil changes will be essential, and the absence of documented servicing should be treated as a basis for negotiation on replacement costs.