2014 Nissan Leaf Electric · LS14 RBO

The most recent DVSA examination on 23 December 2025 resulted in a PASS with no defects recorded, indicating that the vehicle was considered roadworthy at the time of test. The historical trend presents a broadly stable but intermittently problematic picture, with passes recorded in 2021, 2022, 2023, and 2024, but with two failure events in December 2022 and December 2023, followed by a third failure in December 2025 prior to the final pass. The 2023 failure was significant, with both nearside and offside front suspension arm ball joints flagged as excessively worn, alongside an advisory for an offside front service brake binding slightly. The 2022 failure was comparatively minor, relating only to wiper effectiveness. The recurrence of front suspension ball joint wear on the nearside in both 2023 and 2025 suggests this is an area of persistent concern rather than an isolated occurrence, even though the latest test was clean. With a recorded mileage of 70,730 miles over approximately 12 years, this Nissan Leaf has covered an average of around 5,894 miles annually, which is notably low for a vehicle of this age. Such low annual mileage can be indicative of either limited use as a secondary household car, predominantly urban driving, or extended periods of standing. For an electric vehicle, low mileage with long standing periods raises particular concerns regarding the 12V auxiliary battery, brake caliper seizure due to infrequent operation, and potential degradation of the traction battery if the vehicle has been left at high states of charge for prolonged periods. Conversely, the lower mileage means that mechanical wear on items such as the transmission, electric motor, and suspension components should be correspondingly reduced relative to higher-mileage examples. Given the recurring front suspension ball joint defects, a prospective buyer should carry out a focused inspection of the front suspension geometry. Listen for clonks or knocking noises from the front end when traversing speed bumps or uneven road surfaces, and pay particular attention to uneven tyre wear, especially inner-edge wear on the front tyres, which can indicate worn ball joints or deteriorated bushes. It is also prudent to check the condition of the lower suspension arms, bushes, and anti-roll bar links, as failures in these areas can accelerate once one joint has reached the end of its service life. The advisory regarding brake binding should also be verified by performing repeated firm stops from moderate speed to check for any pulling to one side or juddering, and by ensuring the vehicle rolls freely on a level surface when released in gear. In addition to the suspension and brake concerns, the age and low usage profile warrant several time-based checks. Tyres should be examined for sidewall perishing or cracking, as rubber deteriorates with age regardless of tread depth, and any tyres older than six years should be regarded as a likely replacement item. Brake discs, particularly at the rear, may exhibit corrosion or pitting from infrequent use, and the handbrake mechanism should be tested on an incline to confirm full function. All fluids including brake fluid, which is hygroscopic and typically requires replacement every two to three years irrespective of mileage, and the coolant, should be verified for age and condition. The 12V auxiliary battery should be load-tested, as flat or failed auxiliary batteries are a common cause of non-start issues in Leafs that have stood idle. Finally, the high-voltage traction battery state of health should ideally be confirmed via a diagnostic report, as this is the single most valuable and expensive component of the vehicle, and any history of rapid charging or prolonged storage at full charge may have accelerated its degradation.