2010 Renault Kangoo 1.5L Diesel · ML60 DFN

The most recent MOT on 20 May 2026 resulted in a failure, the principal reasons being a front brake disc that is significantly worn, a number of rear and front lighting faults and a non‑functioning rear registration plate lamp. Over the last six years the vehicle has alternated between passes and failures, but the balance of the record shows a growing number of major defects – repeated ABS warning lamp illumination, progressive wear of the front brake discs, recurring track‑rod end ball‑joint play and persistent electrical wiring faults. This pattern indicates a maintenance trajectory that is deteriorating rather than stabilising, and the vehicle will require a comprehensive remedial programme before it can be considered reliably roadworthy. At 165,378 mi the Kangoo has accumulated roughly 10,300 mi per annum since its first registration in 2010. This annual usage is within the normal range for a light commercial vehicle of this age, suggesting the mileage itself is not excessive. However, the combination of a sixteen‑year service life with that amount of distance means that wear items such as suspension bushings, steering joints, brake components and tyre tread are likely to be approaching the end of their useful life, and the vehicle’s corrosion profile will be heavily influenced by any periods of prolonged standing. A prospective buyer should give particular attention to the braking system and the ABS circuitry. The front brake disc was recorded as “significantly and obviously worn” in the latest test and was noted as corroded, lipped and pitted in earlier advisories; replacement of both front discs and pads is almost certainly required, and the rear discs and brake pipes should be inspected for pitting and flex‑hose deterioration. The ABS warning lamp has been a recurring major fault, so the wheel‑speed sensors, associated wiring and the control unit must be examined for corrosion or loose connections, and a diagnostic scan should be performed to confirm whether a sensor or module replacement is needed. The near‑side front track‑rod end ball joint has shown a progression from slight to excessive play, indicating that the joint and its surrounding bushings are likely near failure; any clunk or knock when steering through bumps, or a vague wandering sensation on straight‑line cruising, would confirm the need for replacement. All exterior lighting – rear stop lamps, rear registration plate lamp and front registration plate lamp – must be tested for operation, and the damaged windscreen sections and ineffective wipers should be rectified to meet visibility standards. Beyond the recorded defects, age‑related checks are essential. Tyres should be examined not only for tread depth but also for sidewall cracking, dry‑rot and age‑related perishing, as tyres over ten years old can become unsafe even if the tread appears adequate. The 12 V battery, now approaching the typical twelve‑year lifespan, should be load‑tested and its electrolyte level inspected. Brake fluid, which degrades with time, ought to be flushed if it has not been serviced within the last two years, and the engine oil, coolant and transmission fluid should be sampled for colour and moisture content. Finally, a thorough visual inspection of the chassis for rust, especially around wheel arches, suspension mounting points and the under‑body, together with verification of a complete service book and any receipts for recent component replacements, will give a clearer picture of the vehicle’s overall condition before committing to purchase.