2009 Volkswagen Caddy 2.0L Diesel · DX09 RYV

A Caddy of this vintage carrying 121,720 miles shows an MOT record that is, on balance, reassuring. Two of the last five tests are recorded as failures, but in both cases the failures are accompanied by no defects recorded against them, which is the classic DVSA notation for an administrative refusal, a retest situation, or a vehicle presented before prior repairs were complete rather than a mechanical condemnation. Both follow-up tests, on 2024-09-04 and 2022-11-05, subsequently passed clean with no advisories logged, and the intervening 2021 and 2021 passes were similarly defect-free. Taken together, the trend is one of stable roadworthiness with no chronic advisories for worn components, corroded brake lines, oil leaks, suspension bush deterioration, or any of the other classic Caddy niggles that tend to surface on vans of this age. That said, the total absence of advisories across several passes is unusual for a 2009 commercial-derived vehicle and warrants a degree of physical scepticism, because MOT testers are obliged to record even borderline wear. The mileage profile suggests a working life rather than a lightly used private vehicle. At roughly 7,160 miles per year over seventeen years, the annual accumulation sits close to the expected average for a Caddy of this generation, which commonly served as a fleet, trades, or light delivery vehicle. The cadence of tests points to a car that has been in regular service, with no multi-year gap that would imply long periods of standing and the associated risks of seized brakes, perished cooling system hoses, dry-rotting rubber, and flat-spotted tyres. Equally, the mileage is not so excessive that one would expect major drivetrain fatigue, although at 121,720 miles the clutch, dual-mass flywheel if fitted, turbocharger actuator, and timing chain tensioner on the diesel variants are all approaching the upper end of their typical working life. A buyer should not assume the engine and transmission are untouched simply because the MOT computer shows a green light. Consistency in annual mileage rather than sudden jumps also argues against a clocked history within the recorded period. Because the advisory ledger is empty, the inspection priorities shift towards the components that frequently cause Caddys to fail once they cross the 100,000-mile threshold but which a tester might judge still within tolerance at the time of test. On the test drive, listen for clonks or knocks from the front suspension over speed humps and uneven surfaces, particularly from the lower wishbone bushes, anti-roll bar drop links, and top mount bearings, all of which are known wear items on the Caddy. Feel for any vagueness in the steering, uneven tyre wear suggesting a worn track rod end or bent component, and pull to one side under braking that could indicate a binding or sticking caliper, especially on the rear drums where the handbrake mechanism can seize. Inspect the underside carefully for any surface rust on the subframe, brake pipes running along the chassis rails, and the exhaust downpipe and flexi joint, all of which are prone to corrosion on a vehicle that may have seen winter road salt throughout its working life. Finally, although no fluid leaks or exhaust defects were ever flagged, a prospective buyer should still satisfy themselves on the items MOT testing does not cover. Check for blue smoke on overrun suggesting worn turbo seals or valve stem oil consumption, dark smoke under load pointing at injector or boost issues, and any signs of coolant loss or mayonnaise around the oil filler cap which would suggest a failing cylinder head gasket or water pump. Verify that all warning lamps extinguish promptly on ignition, that the air conditioning blows cold if fitted, and that the dual-passenger seat and load area trim are intact, as replacement interior trim is a common sign of hard commercial use. A pre-purchase inspection on a ramp remains the single most valuable step before committing, particularly to confirm the condition of the clutch, gearbox mounts, driveshafts, and any structural corrosion behind the front wheelarch liners that might not yet have reached the MOT failure threshold but will do so imminently.