2019 Renault Trafic 1.6L Diesel · DM19 LPA

A clear pattern of brake and tyre deterioration on the nearside rear axle has dominated this Renault Trafic's recent MOT history, and although the most recent test on 13 July 2026 returned a clean pass with no advisories recorded, the underlying components that triggered a Dangerous failure on 21 June 2024 remain a key area for scrutiny. That single inspection produced three Dangerous defects simultaneously: front brake pads worn below 1.5 mm, a nearside rear tyre with structural separation, and a nearside rear tyre with tread depth below the legal 1.6 mm threshold. While the subsequent tests in 2025 and 2026 have not flagged the brakes or tyres again, the 2024 advisory recording a chip to the windscreen and the persistent anti-roll bar linkage play on both the offside and nearside front suggest that chassis components are beginning to loosen across the front axle. The overall trajectory is one of a vehicle that has recovered from a serious episode of brake and tyre neglect but carries minor ongoing suspension wear that warrants close physical inspection. At 77,910 miles over roughly seven years, this Trafic accumulates around 11,130 miles annually, which is broadly consistent with light commercial or family MPV usage and falls within expected parameters for its age. There are no extended gaps in the MOT testing record that would suggest prolonged periods off the road, and the mileage progression between tests aligns sensibly with the annual rate, indicating continuous use rather than erratic storage. This kind of steady, moderate mileage tends to be kinder to drivetrain components than high-mileage motorway work, but light commercial vehicles of this size frequently suffer premature wear to suspension bushes, anti-roll bar components, and rear axle bearings simply due to the unladen or lightly loaded operating conditions placing repeated stress on the chassis without the benefit of load damping. For a prospective buyer, the anti-roll bar linkage ball joints flagged on both sides across consecutive tests should be the priority inspection point. These joints should be physically checked by hand for any free play, and on a test drive, listen for clonking or knocking noises from the front suspension over speed humps and uneven road surfaces, particularly during direction changes where body roll loads the anti-roll bar. Any vagueness in the front end through corners, or a tendency for the vehicle to feel unsettled over undulating tarmac, would indicate that the play has progressed beyond a minor advisory stage. Given that the front pads fell below the 1.5 mm threshold dangerously, the discs should also be examined for lipping, scoring, or corrosion pitting around the outer edge, as pads replaced at the limit frequently leave the discs at or near their minimum wear limit too. The rear tyres failed for both tread depth and structural separation on the nearside in 2024, and while replacements would have been mandatory, the condition of the spare and any remaining original Continental or manufacturer-specified tyres should be checked for age-related cracking in the sidewalls, particularly as commercial vehicles of this age often carry tyres that have aged beyond their optimum performance even when tread remains adequate. Under braking from moderate speed, the pedal feel should be firm and progressive without any judder through the steering wheel, which would suggest warped front discs. Finally, verify that the central high-level stop lamp is functioning correctly, as it was recorded as inoperative in 2024, and inspect the windscreen chip noted in 2025 to confirm it has not propagated into a crack exceeding 10 mm, which would itself become an MOT failure on the next test.