2020 Isuzu D-MAX 1.9L Diesel · DO69 LLP

A pattern of recurring advisories sits at the centre of this D-Max's roadworthiness record, with the most recent pass on 23 April 2026 flagging front wheel bearing play on both sides alongside a worn nearside front suspension arm ball joint. While the vehicle has passed every annual test without a recorded fail, the same upper non-obligatory stop lamp has now been flagged across three consecutive tests from 2024 through 2026, indicating a persistent electrical fault rather than a one-off bulb issue. Additional advisories in 2025 noted slightly worn rear shock absorber bushes, and the 2024 test recorded both front tyres worn close to the legal limit with edge wear. Taken as a whole, the trend is one of accumulating front-end wear items and lighting faults rather than a stable, clean record, and a buyer should treat the 2026 pass as a baseline rather than an endorsement of overall condition. Against a typical D-Max of the same vintage, the recorded mileage of 90,882 miles over six years works out at roughly 15,150 miles per annum, which sits noticeably above average and points to sustained working or towing use rather than light private driving. The mileage progression between tests is steady rather than erratic, with no significant gaps in the testing history, so there is no period of extended standing that would raise separate concerns about seized brakes, perished rubber, or a flat battery. However, this level of annual accumulation accelerates wear on consumables and mechanical components that have already begun to surface in the advisories, particularly the suspension and wheel bearing assemblies. High-mileage use of this kind is consistent with the gradual appearance of the chassis-related items now being flagged and means further degradation in these areas should be anticipated over the next twelve to twenty-four months. The advisories point to two specific mechanical areas that warrant close attention on any test drive. The front wheel bearing play noted on both sides in 2026 is likely to be audible as a low humming or droning noise that changes pitch as the vehicle is loaded from side to side, and it may also be felt as a slight vibration through the steering wheel at speed. The nearside front suspension arm ball joint should be checked by turning the steering fully to lock and listening for any knocking or clonking over uneven surfaces, particularly at low speed over speed humps or potholes, as well as by rocking the wheel at the front to feel for movement in the joint. The slightly worn rear shock absorber bushes flagged in 2025 should not be audible in normal driving but can present as a slight knocking from the back axle over sharp undulations, particularly under load or when unladen, and the bushes themselves should be inspected for cracking or separation at the next service. The lighting defects and tyre wear items carry their own implications for an incoming keeper. The repeated failure of the upper non-obligatory stop lamp across three tests indicates an electrical fault that has not been rectified, which can sometimes trace back to a broken feed wire in the high-level boot or tailgate loom rather than simply a failed bulb, and this should be investigated before relying on the system. The 2024 record of both front tyres being worn close to the limit with edge wear suggests an alignment or geometry issue, potentially relating to the worn suspension components now appearing, and uneven inner or outer tyre wear on a current inspection should be treated as a red flag. The registration plate lamp faults recorded as minor defects in 2025 and 2026 are simple fixes, but together with the stop lamp issue they suggest a pattern of minor electrical maintenance that has been deferred, and a thorough check of all exterior lighting, including trailer sockets if fitted, is advisable before purchase.