2008 Nissan Primastar 2.0L Diesel · FM08 BDO
2008 Nissan Primastar (2.0L, diesel). First registered 01 Jun 2008. Recorded mileage 128,084 miles. MOT expired on 11 Sept 2026. Taxed until 01 Nov 2026.
- Make & Model
- NISSAN PRIMASTAR
- Year / Origin
- 2008 · Nottingham
- Safety Recall
- Unknown
- MOT Status
- Expired on 11 Sept 2026
- Road Tax
- Taxed (01 Nov 2026)
- Recorded Mileage
- 128,084 mi
- ULEZ Compliance
- Non-Compliant (Pre-Euro 6 Diesel)
- Fuel & Engine
- DIESEL · 2.0L
- Reliability Guide
- Common Faults
AI-generated interpretation of this vehicle’s MOT record — not an official statement and not a substitute for an independent inspection.
Thinking of buying this vehicle? Free MOT and tax checks do not cover legal ownership. If outstanding finance exists, finance companies have legal right to repossess without compensation.
FM08 BDO Key Findings
- 5 MOT tests recorded
- Latest MOT passed on 10/09/2025
- 128,084 miles recorded at latest MOT
- 2 historical MOT failures
- 2 defects noted at the latest MOT
- Recurring brakes items (9 mentions)
Derived directly from the recorded DVSA and DVLA data shown on this page.
FM08 BDO MOT History
Interpretation generated from the recorded test data above — not an official DVSA statement and not a substitute for an independent inspection.
5 MOT tests are recorded for this 2008 Nissan Primastar (FM08 BDO) between September 2023 and September 2025.
The record contains 3 passes and 2 failures.
The most recent test on 10 September 2025 was a pass, although the earlier record includes 2 failures that buyers may want to investigate.
Across all tests, the most frequently flagged areas are: Brakes (9 issues), Tyres (4 issues), Lighting (3 issues), Suspension (2 issues), Steering (1 issue). Repeated mentions in one area can indicate an ongoing pattern worth checking in person.
In total 12 advisory notices are recorded. Advisories flag items that passed but may need attention before the next test; they are not evidence of how well the vehicle has been serviced.
Recorded failure items include: “Nearside Front Anti-roll bar linkage ball joint excessively worn drop link (5.3.4 (a) (i))”; “Offside Track rod end ball joint has excessive play (2.1.3 (b) (i))”; “Offside Front Anti-roll bar linkage ball joint dust cover no longer prevents the ingress of dirt drop link (5.3.4 (b) (i”.
FM08 BDO Mileage History
- 08/09/2023114,207 mi
- 11/09/2024120,352 mi+6,145 mi
- 13/09/2024120,352 mi
- 08/09/2025128,037 mi+7,685 mi
- 10/09/2025128,084 mi+47 mi
Average of roughly 6,915 miles per year across 5 recorded odometer readings.
Technical Specifications
Core Specifications
Identification & Status
Dimensions & Weights
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Known faults for Nissan Nissan Primastar
Our database tracks 3 specific mechanical faults and recurring failure patterns identified across UK MOT testing stations for this generation.
MOT Roadworthiness: Below Average
This rating reflects historical MOT pass rates and recurring advisory wear patterns from official DVSA test logs. Note that roadworthiness does not verify outstanding finance, insurance write-offs, or stolen records.
Verify lender finance agreements, insurance write-offs, police stolen registers, and mileage rollback.
Common Problems: NISSAN PRIMASTAR
Known issues reported by owners and MOT testers.
- Parking brake intermediate connector can break (recalls R/2008/170 and R/2010/231)(Serious)
Two DVSA campaigns hit the Primastar handbrake. R/2008/170 covers 7,373 UK vans built between 1 January 2006 and 10 June 2008, where the intermediate handbrake connector may break, letting the cable separate from the connector and the parking brake fail to hold. R/2010/231 covers a small window of vans built between 19 May and 23 August 2010 where the primary handbrake cable end crimping did not conform, so the cable could detach. For a loaded van parked on a gradient that is a genuine hazard, and it is the single check the RAC's used-van advice boils down to on the road: make sure the parking brake actually holds.
- Cam belt, fuel system and brake wear add up fast on high-mileage vans(Moderate)
The RAC's Primastar buying guide is unusually specific about what costs money: the engines are rugged but 72,000 miles is the cam belt interval and a van that has missed it needs a £350 discount, glow plug replacement is around £500, injectors about £1,000, a fuel pump roughly £2,000 and a replacement gearbox around £1,000, while vans driven fully loaded can eat through pads and discs and the named wear items include slipping clutches and tired rear suspension. It also warns that a persistent engine management light can mean a wiring loom or ECU fault rather than the cheaper camshaft sensor. None of these are surprises on a twelve-year-old diesel van, but they are the difference between a £1,500 buy and a £4,000 one.
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- Parking brake intermediate connector can break (recalls R/2008/170 and R/2010/231)Serious
Two DVSA campaigns hit the Primastar handbrake. R/2008/170 covers 7,373 UK vans built between 1 January 2006 and 10 June 2008, where the intermediate handbrake connector may break, letting the cable separate from the connector and the parking brake fail to hold. R/2010/231 covers a small window of vans built between 19 May and 23 August 2010 where the primary handbrake cable end crimping did not conform, so the cable could detach. For a loaded van parked on a gradient that is a genuine hazard, and it is the single check the RAC's used-van advice boils down to on the road: make sure the parking brake actually holds.
- Cam belt, fuel system and brake wear add up fast on high-mileage vansModerate
The RAC's Primastar buying guide is unusually specific about what costs money: the engines are rugged but 72,000 miles is the cam belt interval and a van that has missed it needs a £350 discount, glow plug replacement is around £500, injectors about £1,000, a fuel pump roughly £2,000 and a replacement gearbox around £1,000, while vans driven fully loaded can eat through pads and discs and the named wear items include slipping clutches and tired rear suspension. It also warns that a persistent engine management light can mean a wiring loom or ECU fault rather than the cheaper camshaft sensor. None of these are surprises on a twelve-year-old diesel van, but they are the difference between a £1,500 buy and a £4,000 one.
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