2013 Peugeot Partner 1.6L Diesel · MM62 EMJ

The most recent DVSA MOT test dated 24 September 2025 resulted in a pass with no defects or advisories recorded, which is the most reassuring outcome for a prospective buyer. The pattern across the available history shows annual tests consistently achieving a pass, with no advisories logged at any point, suggesting either diligent pre-test preparation and maintenance or a vehicle that has not yet developed significant wear-related defects at the points of inspection. It is worth noting that a failure was recorded on the same date as the 2025 pass and also alongside the 2023 pass; in both cases no defect details were captured on the failure entry itself, which is unusual but can occur when a vehicle is presented, fails on a minor item, is rectified on site or shortly after, and is then re-presented and passed the same day. Overall, the maintenance trend appears stable and well managed, with no accumulating advisory list to indicate progressive deterioration in any particular system. With a recorded mileage of 121,805 miles spread across approximately thirteen years of service, the vehicle is averaging around 9,370 miles per annum, which is broadly typical for a light commercial derivative such as the Peugeot Partner. This mileage profile indicates regular working use rather than long periods of standing, which is generally favourable for mechanical components such as the clutch, brakes, tyres, and drivetrain, as these suffer less from the corrosion and seal degradation associated with low-mileage garage queens. There are no obvious gaps in the mileage progression between test entries that would suggest clock tampering or extended off-road periods, and the steady accumulation is consistent with commercial or utility duty cycles where higher wear items like front brake pads and discs, dual-mass flywheels, and suspension components can be expected to have been replaced at least once during the vehicle's life. Given the absence of recorded advisories, the prospective buyer should not rely solely on the digital MOT history but must instead conduct a thorough physical inspection appropriate to a thirteen-year-old commercial vehicle. Particular attention should be paid to the condition of the tyres, not just for tread depth but for sidewall perishing and cracking from age, as rubber compounds degrade with calendar age regardless of mileage and cracked sidewalls are a common reason for failure on older vehicles. The braking system should be examined for corrosion on the discs, especially the rear units which on light commercials often suffer from binding calipers and uneven wear due to light or intermittent use of the handbrake mechanism, and the discs should be checked for lipping and the pads for remaining material. On the test drive, listen for clonks or knocks from the front suspension over speed bumps which would indicate worn anti-roll bar bushes, drop links, or top mount deterioration, and pay attention to any pulling under braking or shudder through the steering wheel which could indicate warped front discs or a seizing caliper guide pin. Other age-related items that will not appear on an MOT history but warrant scrutiny include the condition of the 12V battery, which on vehicles of this age is likely to be approaching or past its typical five to six year service life and should be load tested. All fluid systems should be checked for service history compliance, particularly the coolant which on older PSA vehicles should have been changed at least every five years to prevent corrosion inhibitor depletion and internal corrosion of the diesel cooling system if applicable. The timing belt or chain service interval must be verified against the service book, as a missed interval on a diesel engine of this age can lead to catastrophic failure. Finally, inspect the underside and suspension components for any surface corrosion that may have been rectified for MOT purposes, check the exhaust system for blowing joints or heat shield rattling, and ensure all warning lamps illuminate and extinguish correctly on the instrument cluster during the bulb check sequence.