2021 Renault Trafic SL28 B-Ness+ Energy DCI 2.0L Diesel · LB70 TLF

The most recent DVSA test on 22 August 2026 recorded a clean pass with no advisories, advisories, or defects, and this represents a fully satisfactory roadworthiness position as of the inspection date. The test on 28 August 2025 was likewise a clean pass, indicating that the failure recorded in February 2024 was an isolated cluster of issues rather than a developing pattern. However, the February 2024 failure contained four major defects which merit closer scrutiny because they cover several distinct mechanical and safety systems simultaneously. A single occurrence of multiple major defects can occasionally point to a period of deferred maintenance or a rectification campaign which subsequently restored the vehicle to a sound condition, but the prudent buyer should still verify that all remedial work was completed to a satisfactory standard and that the components in question have not deteriorated again. With approximately 32,540 miles recorded over five years, the vehicle has averaged around 6,500 miles per annum, which is broadly typical for a light commercial of this class and usage profile. This rate of accumulation suggests steady rather than intensive commercial duty, which is generally favourable for long-term mechanical condition. There are no extended gaps between MOT tests that would suggest prolonged standing, nor is there evidence of rapid mileage accumulation that would unduly stress the drivetrain, clutch, or braking system. The mileage progression between the 2024 and 2026 tests appears consistent, reinforcing the impression of regular but moderate use. Given the nature of the February 2024 failures, particular attention should be paid to the nearside front shock absorber which previously exhibited a serious fluid leak. On inspection, look for fresh oil misting or staining around the shock body and check for uneven front tyre wear which would indicate compromised damping efficiency. On the road, listen for clonking or knocking over bumps and observe whether the vehicle remains level during braking or displays excessive nose dive. The replacement shock absorber should also be examined for correct mounting torque and intact bushes, as a fluid leak typically originates from a failed seal which can recur if the unit was of marginal quality. The rear brake pads which were noted as wearing thin at the same test should now have been renewed, but the buyer should confirm pad material remaining and check the rear discs for lipping, scoring, or corrosion pitting, particularly given the relatively modest annual mileage which can encourage surface corrosion on brake components from light use rather than wear. Beyond the historical defect list, several age and usage appropriate inspections remain advisable for a five year old commercial vehicle at this mileage. Tyres should be examined closely for sidewall perishing and cracking, as age related degradation can occur even with adequate tread depth on lightly used vehicles, and the spare or wheel should be checked for inflation. The 12V battery is approaching the typical replacement window for vehicles of this age, so a load test or voltage check is prudent, especially if the vehicle has stood for any extended period. Fluid services should be verified regardless of mileage, as brake fluid absorbs moisture over time and should typically be renewed every two to three years, while diesel fuel system components including the fuel filter and, on this dCi variant, the diesel particulate filter should be inspected for service history and any stored fault codes using appropriate diagnostic equipment. A final check of the engine management light status, wiper and washer functionality, and a thorough underbody inspection for fluid leaks or corrosion will confirm that the vehicle remains in the sound condition reflected by its recent clean test results.