2008 Mazda 3 1.6L Diesel · JH08 DJH
2008 Mazda 3 (1.6L, diesel). First registered 01 Mar 2008. Recorded mileage 40,280 miles. MOT valid until 26 Jan 2027. Taxed until 01 Feb 2027.
- Make & Model
- MAZDA 3
- Year / Origin
- 2008
- Safety Recall
- Unknown
- MOT Status
- Valid until 26 Jan 2027
- Road Tax
- Taxed (01 Feb 2027)
- Recorded Mileage
- 40,280 mi
- ULEZ Compliance
- Non-Compliant (Pre-Euro 6 Diesel)
- Fuel & Engine
- DIESEL · 1.6L
- Reliability Guide
- Common Faults
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.
JH08 DJH Key Findings
- 5 MOT tests recorded
- Latest MOT passed on 26/01/2026
- 40,280 miles recorded at latest MOT
- 2 historical MOT failures
- 5 defects noted at the latest MOT
- Recurring suspension items (16 mentions)
Derived directly from the recorded DVSA and DVLA data shown on this page.
JH08 DJH 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 Mazda 3 (JH08 DJH) between September 2023 and January 2026.
The record contains 3 passes and 2 failures.
The most recent test on 26 January 2026 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: Suspension (16 issues), Tyres (2 issues), Windscreen (1 issue). Repeated mentions in one area can indicate an ongoing pattern worth checking in person.
In total 21 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: “Engine MIL inoperative or indicates a malfunction (8.2.2.2 (g))”; “Nearside Rear Tyre has a cut in excess of the requirements deep enough to reach the ply or cords 195 65 15 (5.2.3 (d) (i”; “Offside Rear Tyre has a cut in excess of the requirements deep enough to reach the ply or cords 195/65/15 (5.2.3 (d) (i)”.
JH08 DJH Mileage History
- 04/09/202324,779 mi
- 05/09/202324,781 mi+2 mi
- 27/01/202533,760 mi+8,979 mi
- 26/01/202640,280 mi+6,520 mi
- 26/01/202640,280 mi
Average of roughly 6,470 miles per year across 5 recorded odometer readings.
Technical Specifications
Core Specifications
Identification & Status
Dimensions & Weights
Diagnostic & Valuation Intelligence
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Known faults for Mazda Mazda 3 (BK)
Our database tracks 3 specific mechanical faults and recurring failure patterns identified across UK MOT testing stations for this generation.
MOT Roadworthiness: Good
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.
Buyer's Guide & Inspection Advisory
Expert automotive synthesis from historical MOT defect records and market benchmarks.
Our Verdict
Proceed with extreme caution due to sign
Your primary focus must be on the underside of the vehicle. The MOT history shows a recurring theme of corrosion on the front and rear sub-frames, as well as multiple suspension arms (nearside and offside, front and rear). You should negotiate the price downwards to account for the potential cost of rust remediation or replacement of these structural components.
Request a detailed service history to see if any significant underbody treatments or welding have been performed. Additionally, check the engine management system; the January 2026 failure noted an inoperative or malfunctioning MIL (Malfunction Indicator Lamp), which is a significant electrical/sensor issue that must be verified as resolved.
As a 1.6L diesel, this Mazda 3 should offer relatively efficient fuel economy for motorway driving, though actual costs will depend on driving style. Tax and insurance groups for a 2008 diesel model are typically moderate, but ensure you check the specific insurance group for this 1560cc engine variant.
Maintenance costs may be higher than average for this age due to the documented corrosion issues. While routine servicing is standard, the potential for expensive suspension and sub-frame repairs could significantly impact your annual budget. Expect an estimated annual running cost in the mid-range for a diesel hatchback of this era.
A thorough inspection of the underbody is mandatory. Look specifically at the front and rear sub-frames and all four suspension arms, as these have been flagged for corrosion in almost every MOT test since 2023. Even though the 2026 record states the corrosion was 'not seriously weakened', the progression from 2023 to 2026 suggests an active issue.
Check the tyres and braking components, as previous failures included cuts to the tyre cords. Finally, ensure the engine's dashboard warning lights function correctly, specifically addressing the MIL failure recorded in early 2026, to ensure the vehicle's onboard diagnostics are fully operational.
This 2008 blue Mazda 3 diesel has covered 40,280 miles, which is significantly lower than the model average of 6,841 miles per year. However, the MOT history reveals a persistent and worsening pattern of corrosion affecting the sub-frames and multiple suspension arms. While the most recent tests passed, the vehicle has a history of failures related to structural integrity and component wear.
Aggregate data for this model shows a 79.5% MOT pass rate, with corrosion being one of the top reasons for failure.
Reviewed by the IsItAGoodCar editorial team — Verified automotive analysis synthesized from official vehicle registries.
Data Sources
DVSA
Official MOT test logs & failure reasons
DVLA
Tax, registration & powertrain specs
Experian
Finance, stolen markers & total loss
AI Analysis
Historical fault & advisory patterns
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MAZDA 3 Model Intelligence & Reliability
Verified MOT failure trends, buying advice, and technical directory specifications.
Owner-reported defects, recurring MOT failure points, and estimated repair costs.
Browse production generations, registration statistics, and trim variants.
Historical MOT pass rates and DVLA records for 2008 model year cars.
- Rear Wheel Arch and Structural Sill CorrosionSerious
The first-generation Mazda 3 BK suffers from inadequate factory corrosion protection and seam sealing in key moisture-trap zones. UK winter road salt, road grit, and damp mud accumulate behind the rear wheel arch lip returns and plastic arch liners, allowing moisture to attack bare steel. Corrosion typically bubbles through the paint along the rear quarter panel arches and spreads into the structural rear inner sills, jacking points, and rear subframe mounting brackets. Advanced corrosion results in severe structural MOT failure, frequently rendering early UK survivors uneconomical to repair unless cut out and welded with fresh metal.
- Electro-Hydraulic Power Steering (EHPAS) Pump Failure and Assist LossSerious
Certain 1.6 and 2.0-litre petrol models employ an electro-hydraulic power steering (EHPAS) pump assembly mounted low down behind the offside front bumper. Road spray, moisture, and road salt cause corrosion inside the internal hydraulic pipework and sensor connectors. Rust particles contaminate the fluid pressure sensors, triggering the steering control module into a fail-safe mode that cuts power assistance abruptly while driving. Drivers experience suddenly heavy, unassisted steering, particularly alarming during low-speed parking or roundabout manoeuvres. The issue was subject to a major UK safety recall overseen by the DVSA, requiring pump replacement and line flushing.
- 1.6 MZ-CD Turbodiesel Oil Feed Carbon Clogging and Turbo FailureSerious
The 1.6-litre MZ-CD common-rail turbodiesel (co-developed with PSA) is notorious across UK used cars for premature turbocharger failure. Leaking copper fuel injector crush washers allow combustion gases to blow past into the engine crankcase, rapidly turning engine oil into sludgy carbon deposits. These carbon particles lodge in the microscopic gauze filter screen housed inside the turbocharger oil feed banjo bolt. Starved of clean oil flow, the turbo bearings overheat, produce a siren-like whine, and rapidly disintegrate, dumping metal shards into the intake and intercooler. A permanent fix requires injector resealing, sump drop, and banjo filter removal.
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