2014 Land Rover Range Rover 3.0L Diesel · LD02 BEE

A recurring pattern of front suspension wear and front brake deterioration defines the mechanical profile of this 2014 Range Rover across its MOT history. The vehicle passed its most recent test on 27 August 2026, but the underlying record shows that the front axle is the focal point of accumulated wear. In August 2025 the vehicle failed its MOT on a dangerous offside front inner brake pad defect with material below the 1.5 mm minimum, alongside a loose brake pedal anti-slip pad. The same test also recorded a pitted front brake disc and a worn offside front lower suspension arm pin or bush. When the vehicle passed the following day, those suspension advisories remained alongside a new offside front lower ball joint play finding and a corroded fuel tank heat shield. Front brake disc wear advisories also appeared in 2024 and 2023, and nearside front brake hose ferrules showed corrosion at the 2024 test. Taken together, these entries indicate a worsening front-end picture in which brake friction material, discs, flexible hoses, and suspension linkage wear have all been flagged within a three-year window, with the brake pad failure representing an immediate safety risk that has only just been rectified at the latest pass. The recorded mileage of 111,789 miles across twelve years equates to an annual accumulation of roughly 9,300 miles, which sits broadly in line with typical UK usage for a vehicle of this age and class. There are no extended gaps between tests, with annual MOT entries from 2020 onwards confirming consistent road use. Annual mileage for a vehicle of this size and stature is reasonable rather than exceptional, and the absence of any long off-road periods means that intermittent failures typical of stored vehicles, such as seized calipers or perished coolant hoses, are less likely to have developed. However, the front suspension and brake wear pattern is consistent with a vehicle that has covered meaningful miles rather than one that has been lightly used, and the cumulative effect of that mileage is now showing on the consumable and chassis components on the front axle. A prospective buyer should pay particular attention to the front suspension geometry, as the advisories across 2024 and 2025 reference both lower arm pin or bush wear and trailing arm front bush perishing, alongside ball joint play. On a test drive, listen for clonking or knocking from the front end over speed humps, cats eyes, or uneven tarmac, and feel for vagueness or delay in steering response that would indicate worn bushes or linkage play. Visually inspect the front lower arms, ball joints, and anti-roll bar drop links for perished rubber, grease escaping from joint gaiters, or any daylight visible around pin joints when the vehicle is unloaded. The brake pedal anti-slip failure and dangerous pad wear from August 2025 should prompt confirmation that the work was carried out to a satisfactory standard, including replacement of the anti-slip pad and a check of caliper slide pins for free movement given that the original pad had worn to below legal thickness. The brake system warrants close scrutiny both for remaining pad material and disc condition, particularly on the front axle where pitted, scored, and worn discs have appeared repeatedly since 2023. At the most recent test the rear inner pads were flagged as wearing thin, suggesting that a full brake inspection including pad measurement and disc thickness checks at all four corners is due imminently. On a test drive, apply the brakes firmly from around 40 mph and feel for any vibration through the pedal or steering wheel that would indicate disc runout or thickness variation, and listen for any grinding or scraping suggesting metal-to-metal contact. The corroded brake hose ferrules flagged in 2024 should be visually inspected for green crusting or weeping at the caliper end, as corroded ferrules can compromise sealing under pressure. Finally, the corroded fuel tank heat shield, the inoperative deployable tow bar noted in 2022, and the small stone cuts in all four tyres recorded at the latest test should each be addressed, with the tyres warranting careful inspection for any sidewall damage that could render them unsafe despite retaining legal tread depth.