2014 Isuzu D-MAX 2.5L Diesel · LS63 LSD

The most recent MOT test dated 5 January 2026 resulted in a clean pass with no advisories or defects recorded, which represents a positive and reassuring outcome for a prospective buyer. Reviewing the broader history, the vehicle has demonstrated a generally stable roadworthiness profile interspersed with isolated and easily rectifiable issues. The earlier failure on 3 January 2025 was attributable solely to non-functioning rear position lamps, a minor electrical concern that does not indicate any underlying systemic deterioration, and this was resolved on the same date as evidenced by the subsequent pass with only a prop shaft joint advisory. The 2023 headlamp aim failure was similarly a standalone rectification issue, and the absence of recurring structural, braking, or suspension failures across the recorded tests suggests the vehicle has been conscientiously maintained. The recurring advisory concerning the front prop shaft rear joint, noted in 2025, does warrant ongoing observation but has not yet compromised the test outcome. With 116,634 miles accumulated over approximately twelve years, this D-Max has covered roughly 9,720 miles annually, which sits comfortably within the expected usage bracket for a working utility pickup of this vintage. There is no evidence of excessive mileage accumulation within short intervals, nor are there significant gaps that would suggest prolonged periods of standing; the recorded test dates fall on an almost annual cadence, consistent with regular use. This moderate annual mileage is beneficial as it typically reduces the risk of age-related component seizure such as binding brake calipers, dried transmission and differential oils, or perished rubber components, while still being sufficient to keep mechanical systems functioning and lubricated. The relative smoothness of the MOT history, lacking any recurring or escalating mileage-related advisories on high-wear items like suspension bushes or brake components, further supports the conclusion that the drivetrain has not been excessively stressed. Although the recent MOT record is largely clean, the advisory history does provide some useful pointers for a pre-purchase inspection. The front prop shaft joint wear noted in 2025 should be physically inspected; a trained assessor should rotate the prop shaft by hand with the vehicle raised to detect any rotational play or check for grease loss around the universal joints. On a test drive, any vibration felt through the floor under load, or a faint clicking or clunking noise when transitioning between drive and overrun, would suggest the joint requires replacement. The 2021 advisories concerning a slight play in the offside front wheel bearing and slightly worn lower rear shock absorber bushes are also worth monitoring, as wheel bearing play typically progresses with mileage and may now be more pronounced; on test drive, listen for a humming or droning noise that alters with cornering, which is characteristic of a worn bearing. Given the vehicle's age and mileage, a prospective buyer should also undertake a series of practical physical checks that fall outside the scope of an MOT examination. Tyres should be closely inspected for sidewall cracking or perishing from age, regardless of tread depth, and the production date codes on the sidewalls should be reviewed to ensure none are excessively old. The 12V battery health should be verified, particularly as the vehicle approaches thirteen years of service, with a load test confirming it can sustain cranking voltage. Brake discs should be examined for any corrosion pitting or lipping from general wear, and the calipers should be checked to ensure they are not binding after use. Fluid services are time rather than mileage dependent, so the age of the engine oil, coolant, brake fluid, and transfer and differential oils should be established and any overdue services carried out as a matter of priority to preserve the mechanical integrity of the drivetrain.