2014 Nissan Leaf Electricity · LS64 FSS

The most recent MOT recorded on 15 December 2025 resulted in a failure, with the test noting the same corrosion advisories that have appeared in previous years as well as a fault on the supplementary restraint system warning lamp. Although a pass result is also logged for the same date, the official outcome is a fail, indicating that the vehicle has not met the minimum safety standards at its latest test. Over the four‑year MOT window the pattern is clearly deteriorating: recurring sub‑frame and rear‑suspension arm corrosion, progressive wear and pitting of both front and rear brake discs, and the emergence of rear‑brake binding in 2023 that has not been resolved. The frequency of advisories has increased and a major safety‑related fault (air‑bag warning) now appears, suggesting that the maintenance trajectory is worsening rather than stabilising. At 33 034 mi the car averages just under 2 800 mi per year, which is markedly below the typical usage for a 2014 model. Such low annual mileage often points to long periods of inactivity or very light use, conditions that accelerate age‑related degradation rather than mileage‑related wear. The limited distance travelled means that consumables such as tyres, brake pads and discs may have been exposed to the elements for many years without the benefit of regular heat cycling, while the battery pack will have aged close to twelve years regardless of the modest mile count. Potential gaps in the recorded mileage could also hint at unlogged journeys, but the overall low figure reinforces the need to focus on calendar‑based deterioration. A prospective buyer should give particular attention to the front sub‑frame and rear suspension arm, both flagged repeatedly for corrosion. Visually inspect for rust penetration, especially at mounting points, and feel for any looseness or flex when the wheels are rocked; any audible clunk or excessive play under load could indicate that the structural integrity is compromised. The brake discs have been described as worn, pitted and heavily deteriorated, and rear‑brake binding was recorded as a major fault; therefore the discs, pads and calipers must be examined for uneven wear, scoring, and sticking pistons. Test‑drive the car and note any pulsation through the pedal, a high‑pitched squeal, or a pulling sensation to one side, all of which would confirm the need for disc resurfacing or replacement and possibly caliper refurbishment. The air‑bag warning lamp should be scanned with a diagnostic tool to verify the fault and ensure the supplemental restraint system will deploy correctly. Given the vehicle’s age as an electric model, the 12‑year‑old battery pack should be assessed for capacity loss, as a reduced state of charge will affect range and could be costly to replace. Check the 12 V auxiliary battery for terminal corrosion and voltage under load, and verify that the high‑voltage coolant has been replaced according to the manufacturer’s schedule. Tyres, especially the rear ones noted as perished or cut, must be examined for sidewall cracking, tread depth and uniform wear; ageing rubber can fail suddenly even if the mileage is low. Finally, confirm that the service history includes regular software updates and coolant changes, and negotiate a comprehensive mechanical inspection before committing, as the combination of structural rust, brake system deterioration and potential air‑bag fault represents a significant remedial expense.