2016 Vauxhall Astra 1.6L Diesel · DN16 DCF

A chronic pattern of tyre degradation emerges as the defining mechanical theme of this Astra's MOT history, with cracking, perishing and nail-in-tyre advisories surfacing across at least four consecutive tests from 2022 through 2026, alongside a 2026 Major failure for an obviously inoperative tyre pressure monitoring system. The most recent test on 14 July 2026 ultimately passed, but only after that same TPMS defect was rectified, and it carried a Minor for a severely deteriorated nearside front lower suspension arm ball joint dust cover that had not been recorded in any prior test. Earlier passes in 2021, 2023 and 2025 were broadly clean of structural or safety concerns, though the 2022 entry first flagged the front and rear tyre perishing trend that has continued to recur, and the 2024 advisory specifically pointed to DOT code 4915 rubber on the rear tyres which by now is approaching or exceeding eleven years of age. The repeated nature of these advisories, combined with the TPMS failure, suggests that consumable rubber items have been neglected or run to the end of their service life rather than being addressed proactively between tests. Recorded mileage of 36,761 miles across a ten-year vehicle age equates to an average of roughly 3,676 miles per year, which is notably low for a car of this type and suggests either very light regular use or extended periods of standing. The MOT testing history is consistent with that pattern, with annual tests recorded from 2021 onwards and gaps of roughly twelve months between entries that show no dramatic mileage jumps; this points to a vehicle that has been exercised gently and consistently rather than covering long motorway commutes. From a mechanical perspective, this low annual accumulation is generally kinder to internal drivetrain components such as the clutch, turbocharger and engine internals, but it can accelerate external degradation of rubber, seals and underbody protection, particularly if the car has spent significant time parked outside or subjected to short journeys that prevent components from fully drying and warming through. For a prospective buyer, the immediate priorities are the tyres and the TPMS system. All four tyres fitted at the 2024 test would now be at least eleven years old based on the DOT date recorded, and given the repeated cracking advisories across multiple seasons it should be assumed the current set requires replacement regardless of remaining tread depth; budget for a full set of fresh rubber and verify that the new valves are TPMS-compatible. The Major failure for the inoperative TPMS is also worth confirming has been properly repaired with a working sensor rather than simply cleared via a dashboard reset, as a persistent warning could indicate a deeper wiring or ECU issue. On test drive, listen for any clonking or knocking from the front suspension over speed bumps and on full lock, as the deteriorated nearside lower arm ball joint dust cover flagged as a Minor suggests the joint itself may be close to failing; uneven tyre wear, vague steering or a shimmy through the steering wheel would reinforce that concern. Beyond the suspension and tyre issues, the 2022 advisory for offside rear brake pads wearing thin should prompt a physical inspection of pad material and disc condition, as pads left thin on the previous test may now be due for replacement alongside a check for any scoring or lipping on the rear discs. A careful inspection of the underside for any surface corrosion, particularly around the rear axle and fuel/brake pipe runs, is advisable given the vehicle's age, even though no structural corrosion advisories have yet been recorded. Finally, ask to see evidence of the TPMS repair and recent tyre invoices, and confirm that the spare wheel or tyre inflation kit is present and serviceable, as the recurring nail-in-tyre advisories suggest the current rubber has been patched rather than replaced on more than one occasion.