2020 Iveco Daily 35S14B Auto 2.3L Diesel · NX70 XTT

This 2020 Iveco Daily has accumulated an MOT history characterised by recurring chassis and drivetrain advisories punctuated by a significant failure in late 2024, painting a picture of a working vehicle showing progressive wear rather than outright decline. The most recent examination on 15 May 2026 returned a pass but flagged a continuing oil leak from the nearside front of the engine, a chassis hose showing both light chafing and twisting on the offside front, and child seats that prevented full adult belt inspection. Both 2025 tests passed, though the May 2025 test recorded an oil leak, worn anti-roll bar linkage pins and bushes on both rear corners, and rear tyres worn to the legal edge. The December 2024 failure is the standout event, with the engine management indicator lamp inoperative or showing a malfunction, an imbalance across the front brake axle, and parking brake efficiency below requirement. Prior to that, the November 2023 pass noted collapsed front cab mounts, a worn upper suspension arm bush on the nearside front, and further anti-roll bar linkage wear at the rear, suggesting the suspension and powertrain have been subject to consistent loading and that advisories tend to repeat rather than resolve between tests. At roughly six years old and 90,418 miles on the odometer, the Daily is averaging around 15,000 miles annually, a figure that places it well above typical private-car usage and consistent with the demands placed on a light commercial vehicle in daily fleet or trade work. There are no multi-year gaps in the MOT record, so the mileage accumulation appears steady and continuous rather than the product of long stationary periods or sporadic use. Mechanically, this level of sustained mileage on a commercial chassis accelerates wear on the very components that have already drawn advisories: engine seals and gaskets, suspension bushes, anti-roll bar linkages, brake friction material and discs, and the rubber mountings that isolate the cab from the chassis. The clustering of chassis and suspension advisories across consecutive tests supports the expectation that consumable rubber components and brake items will require attention sooner than on a lower-mileage equivalent. A prospective buyer should focus their physical inspection on the items the MOT history has repeatedly flagged, beginning with the suspension. Check the upper suspension arm bush on the nearside front for lateral play by hand and listen for clonks from the front when traversing speed humps or potholes. Inspect both rear anti-roll bar linkages for movement at the pin and bush joints, and pay particular attention to whether the previous advisories have been resolved or merely left to deteriorate. The collapsed front cab mounts noted in 2023 should be verified by rocking the cab or checking for excessive engine movement visible through the bonnet aperture; a worn mount on a high-mileage commercial vehicle is common but should be addressed before NVH worsens. Examine the front discs and pads for uneven wear, as the 2024 front brake imbalance suggests one caliper may have been binding or a slider sticking, and on the test drive feel for any pulling to one side under moderate braking. The engine oil leak should be traced to its source, as the advisories have persisted across three consecutive tests without specifying the exact origin. On start-up from cold, observe whether fresh oil is wet on the sump, timing cover, or any turbo or oil cooler lines, and check the undertray and engine bay for accumulated residue. The 2024 major failure for an inoperative or malfunctioning engine management indicator lamp warrants confirming that the MIL illuminates correctly on ignition and extinguishes once the engine is running, and that no warning lights are suppressed or masked. The parking brake, which fell below the required efficiency in December 2024, must be tested on an incline to confirm it holds the laden vehicle without rolling. Finally, inspect the offside front brake hose closely for any cracking, swelling under pressure, or distortion at the union, since chafing combined with twisting can shorten hose service life, and verify that the rear tyres fitted at the most recent test are not approaching the tread limit again.