2010 Renault Trafic 2.0L Diesel · FL60 MZJ

The 2010 Renault Trafic passed its most recent MOT on 23 May 2025 at 200,612 miles, but the record reveals a maintenance pattern that is inconsistent rather than reassuring. The same test day produced both a failure and a pass, with the tester flagging rear brake pads below 1.5 mm, a split front offside CV boot, front tyres worn to the legal limit, a damaged and corroded rear slam bar, and an oil leak. The pass was achieved on the same day, suggesting these items were addressed, yet the underlying trend across multiple years shows recurring structural corrosion, brake pipe deterioration, and CV boot failures that keep reappearing. This is not a vehicle that has been proactively maintained. It has been patched through its MOT, with defects rectified reactively rather than prevented. Mileage accumulation tells a clear story. Between 2023 and 2025, the van covered roughly 7,149 miles in two years, a modest increase compared to the 5,231 miles added between 2023 tests and the prior year. At roughly 12,500 miles annually over sixteen years, this is high for a light commercial vehicle and consistent with sustained commercial or fleet use. The MOT history itself is sparse relative to the vehicle's age, with only two test dates in 2023 and 2025 and no recorded entries for several preceding years. That gap raises questions about whether the van was off-road, in use on a Statutory Off Road Notification, or simply not tested. A buyer should treat the visible record as incomplete. The recurring structural corrosion advisories are the most concerning element. Front inner sill corrosion appeared in both 2023 tests and again in 2024, with the 2024 tester also noting corrosion to the vehicle structure on the sills. Brake pipe corrosion was flagged in 2023 and again in 2024, with the tester specifically noting pipes were covered in grease or other material, which can mask the true extent of deterioration. These are not minor cosmetic issues. Corroded brake pipes represent a genuine failure risk under braking load, and structural corrosion on the sills compromises the mounting points for suspension and seat belt anchorage. The rear slam bar was corroded and damaged at the most recent test, suggesting the tailgate area has been neglected. A buyer inspecting this van in person should focus on the front subframe and inner sill areas with a probe or screwdriver to check for soft metal beneath surface corrosion. Brake lines should be examined closely, particularly where they pass through clips or along the chassis, as the grease noted in 2024 may have been applied to conceal deterioration. The CV boots have failed repeatedly, so the front driveshaft joints should be checked for play and contamination. The persistent oil leak, consistently dismissed as not excessive, warrants identification of its source, whether that is a rocker cover gasket, rear main seal, or turbo oil feed. Front tyre wear on both edges suggests tracking or suspension bush wear that has not been addressed. This van has been worked hard and maintained just enough to pass its test.