Chronic corrosion and persistent steering and underbody wear define the mechanical profile of this 2006 Ford Transit. The 2018 test recorded pass with advisories covering exhaust gas leakage, corrosion to the integral body structure, and grease-coated or corroded brake pipes at various locations, indicating that the corrosion narrative is an ongoing one rather than an isolated finding. Earlier records reinforce this picture: a 2017 pass noted the vehicle as heavily undersealed, a near-side front tyre worn, slight play in the offside track rod end ball joint, and pitted or scored front brake discs, while a 2012 fail specifically cited excessive play in that same offside track rod end ball joint and imbalanced braking that only just met requirements. Taken together, the record points to a vehicle with a recurring steering and braking component wear pattern layered over progressive corrosion to the body structure and underfloor systems, with the most recent test confirming that this trend had not been resolved by the time of its 2018 assessment.
Mileage has accumulated at a broadly typical rate for a working van of this era, with 138,680 miles over twenty years equating to roughly 6,900 miles per year on average. However, the testing pattern reveals significant operational gaps that a buyer should weigh carefully. There is a four-year void between the 2012 tests and the 2016 pass, which could indicate extended periods of commercial use without annual testing, off-road storage, or changes of keeper, any of which can allow corrosion to advance unseen beneath underseal or behind body panels. Given the advisory noting heavy underseal coverage in 2017 and visible structural corrosion by 2018, a prolonged period of limited inspection is particularly relevant, as corrosion flagged during the most recent test may have developed during earlier stretches of low visibility into the vehicle's condition.
A prospective buyer should physically inspect the areas specifically flagged in the MOT record rather than relying on the general pass status. The exhaust should be examined both visually and with the engine running, listening for the characteristic ticking or hissing of a minor gas leak and checking the front and mid-pipe joints and rubber mountings for soot traces. The integral body structure should be probed with a magnet or screwdriver at the load floor, inner sills, and around the front bulkhead, as corrosion not significantly reducing rigidity at the last test can rapidly progress to a structural failure category. Brake pipes, described as corroded or grease-coated at various locations in 2018, require a close look underneath for surface rust, flaking, or any kinked replacement sections, and the pedal should be tested firmly at low speed to confirm balanced braking effort given the 2012 imbalance advisory. Front brake discs, previously recorded as worn, pitted, or scored, should be inspected for lipping beyond the pad surface and for any judder felt through the steering wheel under firm braking.
The steering system warrants particular attention because the offside track rod end ball joint has appeared twice in the record, with slight play in 2017 and excessive play at the 2012 failure. On a test drive, listen for clonking noises over uneven surfaces, particularly when turning at low speed, and check for any wandering or vagueness in the straight-ahead position that could indicate renewed play. The front tyres should be examined for uneven inner or outer shoulder wear, which is a common symptom of worn suspension components on high-mileage Transits, and the rear tyres inspected for the nearside wear pattern flagged as close to the legal limit in 2012. Finally, given the van's age and mileage, a thorough inspection on a ramp is strongly advisable to verify the corrosion extent, underseal integrity, and the true state of the steering and braking components that have appeared repeatedly throughout the vehicle's testing history.