2013 Ford Transit 2.2L Diesel · ML62 WDT

A thirteen-year-old Transit with 142,854 miles showing a clear pattern of progressive structural and chassis corrosion represents the defining mechanical concern on this vehicle. The most recent test on 6 March 2026 returned a pass with advisories for scored brake discs on all four corners and a non-excessive oil leak, but this clean latest result sits atop a record marked by repeated advisories spanning every annual test since 2021 and two separate failures in 2023. The 2023 test included a dangerous failure for a fractured offside rear leaf spring main leaf alongside major defects for excessively corroded front and offside rear brake pipes and an excessively corroded nearside rear suspension mounting area. By February 2025 the vehicle returned with a further failure citing an excessively corroded offside rear suspension mounting prescribed area, a split nearside front CV boot allowing ingress of dirt, and an excessively worn nearside front anti-roll bar linkage ball joint. Across the 2024 and 2025 advisories the tester repeatedly noted corrosion to outer and inner suspension mounting prescribed areas along both sills front to rear, structural corrosion to underbody, under-bonnet, and crossmember areas, and worn front suspension arm rear bushes on both sides. The trend is therefore one of stable roadworthiness at the point of test but with multiple deteriorating structural and chassis areas being flagged year after year. Against a typical lifespan for a vehicle of this age, the recorded 142,854 miles equates to roughly 10,989 miles annually, which is broadly in line with average usage. The annual readings implied by the test dates suggest reasonably consistent use rather than extended periods off the road, meaning the chassis and suspension components have been subjected to continuous working load rather than the moisture-rich stagnation that can accelerate hidden rot. For a working van of this vintage and mileage, mechanical wear on consumables such as brake discs, pads, bushes, and CV boots should be expected, and the test history reflects that reality. However, the persistence of structural and suspension mounting corrosion advisories across consecutive years points to an underlying bodywork condition that is progressively worsening, which is the more material concern for a prospective buyer. A pre-purchase inspection should focus heavily on the areas repeatedly flagged by the tester. The sills, suspension turret areas, inner and outer chassis rails, and the crossmember should be examined closely for advanced corrosion, paying particular attention to the offside rear suspension mounting area that has already been recorded as excessively corroded and was the subject of a failure as recently as February 2025. Any new MOT test would need to confirm this area has been properly repaired rather than merely patched, as corrosion in prescribed suspension mounting zones is assessed against strict criteria. On a test drive, listen for clonks or knocks from the rear over uneven surfaces, which could indicate compromised leaf spring mountings or worn bushes, and feel for any vagueness or rattle from the front suspension that might suggest further wear to the linkages and arm bushes already flagged in 2024 and 2025. With 142,854 miles on the clock, anti-roll bar drop links, wishbone bushes, and shock absorbers should all be regarded as approaching the end of their useful life. The braking system also warrants close physical inspection. The vehicle has now recorded worn or scored brake discs at all four corners on its most recent test, advisories for thin front brake pads on multiple occasions between 2022 and 2025, and a 2023 failure for excessively corroded brake pipes on both front and offside rear circuits. On inspection, the brake pipes should be examined along their full length, particularly at the flexi-to-rigid transition points where corrosion tends to concentrate, and the discs should be measured for remaining thickness rather than relying on the scored surface alone. Under braking, the van should pull up squarely without judder or pull to one side, and the pedal should feel firm. Finally, the recorded oil leak should be traced to its source, as ongoing seepage from an unidentified origin can mask more serious issues such as timing cover or crank seal failures on higher-mileage diesel engines, and the CV boots inspected for any fresh splits given the 2025 failure for an insecure boot allowing dirt ingress.