2017 Porsche 911 3.8L Petrol · LB66 NEO

A 2017 Porsche 911 presenting a fundamentally clean MOT record, with the most recent test on 25 March 2025 passing without a single advisory, defect, or failure item recorded. Across four recorded tests spanning from late 2022 to early 2025, the only entry of note is an isolated failure dated 14 March 2025 that, on its re-test eleven days later, also passed cleanly with no defects recorded. The absence of any advisory entries over the entire visible history is unusual for a nine-year-old performance vehicle, where one would typically expect at least minor wear items such as brake disc surface corrosion, tyre tread depth nearing the advisory threshold, or minor exhaust corrosion to surface over multiple test cycles. From a roadworthiness standpoint, this trend suggests a vehicle that has either been exceptionally well-maintained, has covered relatively few miles between tests, or both, and any prospective buyer should treat the complete absence of advisories as a prompt to verify condition independently rather than assume perfection. The recorded mileage of 31,093 miles against a nine-year vehicle age translates to an annual accumulation rate of approximately 3,455 miles per year, which is notably low even by sports car standards and suggests the vehicle has seen predominantly weekend, fair-weather, or hobbyist use rather than daily driving. There is an evident testing gap between November 2022 and November 2023, with no MOT recorded for that twelve-month window, indicating either a fresh V5C, a change in keeper, or a period during which the vehicle was either SORN or not legally required to test. The mileage progression between recorded tests also warrants verification through the service history and V5C log book, as low-mileage 911s are particularly susceptible to issues arising from prolonged standing rather than wear. Mechanically, this usage pattern shifts the concern away from high-mileage component fatigue and towards deterioration through inactivity, including perished suspension bushes, dried rubber seals, oxidised brake caliper pistons, and degradation of internal lubrication in drivetrain components that have not been regularly cycled. Given the low annual mileage, particular attention should be paid on a test drive to any signs of suspension inertia or stiffness that suggests bushes or damper mounts have dried out. Listen for clonks or knocks from the front and rear suspension over speed bumps and uneven surfaces, and pay close attention to the rear multi-link arrangement as it transmits any lethargy through the cabin more readily than the front. Brake feel should be assessed cold and from the first application, as seized caliper sliders or rusted guide pins are common on low-use cars and will manifest as a dragging sensation, uneven pulling to one side under gentle braking, or a judder through the pedal. Inspect the brake discs visually for any lip of corrosion around the outer edge that fails to clear after a few stops, and check that the handbrake mechanism on the rear calipers releases cleanly without binding. Because the MOT history is entirely free of advisory notes, there is no specific component history to cross-reference, which places greater importance on a thorough physical inspection. Examine the underside thoroughly for any oil residue or misting around the engine sump, rear main seal area, and gearbox casings, as even minor seepage will be visible on a low-mileage car that has otherwise been kept clean. Check the condition of all coolant and brake fluid, and where possible verify whether a recent brake fluid change has been documented, as fluid degrades with age regardless of mileage. Inspect the tyres not only for tread depth but for signs of perishing or cracking in the sidewalls and tread grooves, as age-hardened rubber on a low-use vehicle can present a false sense of tread depth. Finally, request evidence of regular running and ideally a recent long-distance run, as 911s, particularly of this generation, benefit from being brought up to full operating temperature regularly to avoid the build-up of moisture in the engine oil and to keep the flat-six's cylinder bores properly lubricated against bore glazing.