2016 Citroen Relay 2.2L Diesel · LL16 PKJ

The most recent MOT recorded on 2026-03-05 resulted in a PASS, but only after a prior test on 2026-03-02 was failed with a Major category defect relating to a nearside front suspension arm ball joint being excessively worn. While the immediate pass following a fail is not unusual when defects are repaired in the days between tests, the wider DVSA history suggests a maintenance trend that is broadly stable but with recurring areas of concern. The 2024-02-19 test resulted in a Dangerous failure for an offside rear inner brake pad measuring less than 1.5 mm thick, and both the 2025-02-21 and 2023-02-20 tests failed due to parking brake efficiency below requirements, which points to an ongoing issue with the rear brake mechanism rather than a one-off lapse. Across multiple tests, advisories relating to suspension components, brake wear, oil leaks, and steering play have appeared repeatedly, indicating that the vehicle is accruing wear in line with its substantial mileage rather than receiving comprehensive preventative maintenance. Recorded mileage stands at 287,736 miles over approximately ten years, equating to around 28,774 miles per year. This is a notably high annual usage rate for any vehicle, and for a commercial-derived platform such as the Citroën Relay it is consistent with sustained heavy duty or long-distance fleet operation. There are no obvious gaps in the MOT record that would suggest extended periods of standing, which is mechanically favourable in some respects as calendar-related degradation such as seized calipers, dried seals, and brake disc corrosion is less likely. However, the high accumulated mileage carries significant implications for the longevity of the engine, clutch, turbocharger if fitted, gearbox, drivetrain mounts, suspension bushes, and braking components, all of which are subject to wear proportional to use rather than time. Prospective buyers should weigh whether the vehicle has been operated consistently within its design parameters or pushed beyond them, and should expect major service items such as cambelt, dual-mass flywheel, and injector balance to have been addressed at appropriate intervals. The DVSA history identifies several recurring advisories that warrant close physical inspection before purchase. The nearside front suspension arm ball joint wear first noted in 2025 and culminating in a 2026 Major failure should be confirmed as fully rectified with a new component rather than a repair, and on a test drive any clunking or wandering from the front end over bumps and during slow-speed direction changes would indicate residual play. Steering rack inner joint play was also advisory at the most recent test, which can present as a vague or loose feel through the wheel and uneven inner tyre shoulder wear. Brake wear has been an ongoing theme, with nearside front pads flagged for thinness in consecutive years and an offside rear inner pad reaching Dangerous condition in 2024; the inner face scoring on the offside rear disc noted at the same test should be inspected for lipping, shudder under braking, and current thickness. The nearside rear shock absorber light oil misting is a sign of seal degradation that typically progresses, and any bouncing, wallowing, or uneven settling after cornering on the test drive would suggest the units require replacement. Engine oil leaks noted in both 2026 tests, combined with gearbox area oil residue in 2024 and a deteriorating engine or gearbox mount advisory, indicate that the lower engine and transmission seals, sump, and mounting should be checked for fresh seepage and cracking. The nearside rear service brake binding advisory from 2025 should also be verified as resolved, as a seizing caliper will cause excessive heat generation and uneven pad wear. Beyond the recorded defects, prospective buyers should carry out additional practical checks appropriate to this age and mileage. Tyres should be examined for age-related sidewall perishing and cracking, particularly given the nearside rear advisory in 2024 concerning outer edge wear and tread perishing, and any nail-in-tyre damage from previous advisories should be confirmed as properly repaired rather than plugged from the outside. The 12V battery, which on high-mileage commercial vehicles is typically replaced every three to four years, should be load tested and its age verified, as a weak battery produces voltage drops that can mask or mimic other electrical faults. Brake fluid, coolant, and gearbox oil should be checked for service history, as fluid degradation is calendar-based and a ten-year-old vehicle will almost certainly require replacement regardless of whether the distance covered is high. Exhaust system condition warrants close inspection from the manifold rearwards, as commercial platforms operating at sustained high mileage are prone to corroding downpipes, flexi sections, and rear silencers. Finally, verify the service book stamps and cross-check them against the recorded mileage progression to ensure that major items such as cambelt, clutch, and turbocharger servicing have been performed at the manufacturer-specified intervals, given the very high mileage accumulation that this vehicle has experienced.