2017 Nissan Juke 1.5L Diesel · ML67 WFS

The most recent DVSA examination for this 2017 Nissan Juke took place on 26 September 2025, at which point the vehicle was presented with 44,053 miles recorded and passed without any advisories or defects being noted by the tester. Looking back through the recorded history, the Juke has achieved an unbroken sequence of clean passes at each annual test from 2021 through 2025, covering a full five-year cycle of examinations. With no advisory notes, warnings, or failure items surfacing at any point in this period, the maintenance trend is best characterised as stable and consistent, suggesting that the previous keeper has been attentive to the vehicle’s roadworthy condition and has addressed wear items before they reached advisory threshold. Turning to the recorded mileage, the Juke is averaging approximately 4,895 miles per annum over its nine-year life, which is notably below the typical UK average and points toward a usage profile weighted more toward short journeys, town driving, or extended periods of inactivity rather than sustained motorway use. This relatively low annual figure is mechanically significant in several respects. Lower-mileage vehicles often exhibit time-related degradation rather than distance-related wear, and it is worth verifying that there are no substantial gaps in the mileage record which might indicate prolonged storage, clock irregularities, or unrecorded running periods. Where usage has been light, components such as brake discs and pads can suffer from surface corrosion and binding calipers due to infrequent operation, while rubber items age independently of mileage. Given the clean MOT record and the modest annual mileage, a prospective buyer should focus their physical inspection on age- and calendar-related deterioration rather than expecting to find high-mileage wear. Tyres should be examined closely for sidewall perishing and cracking, which becomes prevalent on vehicles over six years old regardless of tread depth, and a check of the manufacturing date on the sidewall will confirm whether the rubber is approaching the end of its service life. The 12-volt battery is likely nearing the end of its typical seven- to eight-year lifespan and should be load-tested, particularly as the vehicle approaches a decade of service. Brake discs should be inspected for lipping and corrosion, and the calipers exercised to confirm the sliding pins move freely, as standing corrosion is a common cause of binding on lightly-used cars. Finally, fluid degradation should be verified through the service book stamps or digital service history, given that brake fluid absorbs moisture over time and is generally recommended for renewal every two to three years irrespective of mileage, while coolant and automatic transmission fluid if fitted will also benefit from time-based rather than distance-based replacement. Under-bonnet and under-vehicle inspection should look for any signs of fluid weeping from the suspension strut top mounts, power steering hoses, and the exhaust system, where internal corrosion can develop on vehicles that have completed many short trips. A test drive should include careful listening for suspension clonks over uneven surfaces, checking for any pulling under braking which would indicate a seized caliper, and confirming that the clutch or transmission engages smoothly without judder, all of which would be more relevant indicators of underlying condition than the MOT pass alone given this vehicle’s usage profile.