2014 Peugeot 208 1.2L Petrol · MA64 EHM

The most recent MOT on 29 June 2026 was a pass, albeit with an advisory concerning a near‑side front track‑rod arm noise. Over the last three years the vehicle has moved from a failure in July 2024 – caused by rear tyre perishing and a severely binding rear service brake – to a series of passes that still carry advisories on suspension components, brake discs and shock‑absorber oil mist. The pattern shows the major fault has been remedied sufficiently to clear the test, but a number of wear‑related items are persisting, indicating a maintenance regime that is keeping the car road‑worthy but not yet addressing all developing wear. At 49,696 mi for a 2014 model the annual average is roughly 4,100 mi, well below the typical 8‑10 000 mi per year seen on many UK cars. Such low utilisation often points to long periods of inactivity, which can accelerate age‑related degradation even when mileage is modest. The limited wear from distance means components such as the engine and transmission are likely to be in good mechanical condition, but the lack of regular use can promote tyre sidewall cracking, battery sulphation and corrosion of brake discs and suspension bushings. Prospective buyers should give particular attention to the rear braking system. The previous “excessively binding” fault suggests that the caliper pistons or slide pins may be sticking, which can cause a high, uneven pedal feel, brake shudder or a pulling sensation to the near‑side when braking. A thorough road‑test should include firm, progressive braking from moderate speed to check for any pulsation, uneven pedal travel or a noticeable drag when the foot is released. Visual inspection of the rear brake discs for scoring, rust patches or thinning, and a check of the caliper operation – ensuring the pistons retract freely – are essential before committing to purchase. The tyre condition also warrants close scrutiny. Both rear tyres were flagged for cracking or perishing in 2024, a typical symptom of age rather than tread wear, especially on a low‑mileage car that may have sat for extended periods. Examine the sidewalls for dry‑rot, tread‑edge cracking or any bulges, and verify that the tread depth is uniform across all four wheels. While the front track‑rod arm noise is currently advisory only, a test‑drive should reveal any clunk or knock when turning the steering wheel at low speed, which could indicate worn bushings or a loose joint. Finally, check the 12‑volt battery voltage and cranking performance, inspect coolant, brake and power‑steering fluids for discoloration or sediment, and look for any corrosion on chassis or suspension mounting points that can develop during long stationary periods. A full service history confirming recent replacement of the rear brake components, tyre set and suspension bushes would considerably reduce the risk of imminent out‑of‑pocket repairs.