2024 Renault Trucks Master 35 LWB 2.3L Diesel · FN73 DNU

A clean two-test DVSA history and a completely absent advisory or failure record on this 2024 Renault Trucks Master 35 LWB point to a vehicle with a consistent record of roadworthiness compliance since first presentation. The most recent assessment on 22 January 2026 returned a Pass with no defects recorded, mirroring the clean result issued on 5 February 2025. Although the dataset is short owing to the vehicle's recent registration, the absence of any flagged items across the entire testing period is a positive baseline, indicating no structural advisories, brake or suspension concerns, or exhaust-related issues have surfaced at the point of test. There is, however, no MOT failure history to interpret, so a buyer is relying purely on these clean passes for assurance rather than any record of defect rectification. With only around 69,011 miles accumulated over approximately two years, this Master 35 LWB has covered an average of roughly 34,506 miles annually, which is a substantial accumulation rate for a light commercial vehicle and well above typical private-car mileage. This level of sustained use places greater mechanical demand on the consumable and mechanical components most exposed to wear, particularly the clutch, dual-mass flywheel (where fitted), braking system, steering linkages, and front suspension components such as bushes, anti-roll bar drop links, and coil springs. The mileage is consistent and continuous, with no recorded lay-up gaps between tests, suggesting the vehicle has been in regular commercial service. This is mechanically favourable for engine, drivetrain, and battery health, as continuous operation prevents issues associated with long-term standing, but it does mean that wear-related items should be expected to require attention sooner than on a lower-mileage equivalent. Given the high annual mileage and the commercial nature of the Master 35 LWB, a prospective buyer should focus inspection effort on the braking system. Although the MOT history records no advisory brake wear, the mileage profile is consistent with discs and pads approaching the limits of a service interval, so a physical check of pad material thickness and disc condition, particularly for lipping on the front discs and any signs of binding calipers (manifested as pulling under braking, uneven pad wear, or hot wheels after use), is essential. The rear brake shoes and drum condition should also be examined, as these are not always fully visible during a standard test until they reach an advanced stage of wear. Brake fluid condition should be considered in the context of two years of continuous service, though this is best evaluated at a service inspection rather than the MOT itself. Suspension and steering components warrant close attention due to the heavy commercial use and the typical loading cycles experienced by an LWB platform. Listen for any knocking or clonking noises from the front suspension over uneven surfaces, particularly around the drop links, wishbones, and anti-roll bar mountings, and check for uneven tyre wear which can indicate worn bushes or alignment issues. On the test drive, evaluate for any vagueness in the steering, clonks on turn, or wandering at speed, all of which can point to worn steering rack mounts, track rod ends, or front strut top bearings. The clutch should be tested under load on an incline for any slipping, juddering, or difficulty engaging, and the gearbox checked for any roughness or synchro wear on selection. Finally, examine the load area and underside for any signs of corrosion, particularly around the sills, crossmembers, and rear leaf spring mounting points, and confirm that all routine service intervals, particularly oil, filter, and timing component replacements, have been documented in line with the heavy commercial usage pattern.