2015 Peugeot 108 1.2L Petrol · OY65 AAZ

The most recent DVSA examination on 14 January 2026 returned a Pass with no defects or advisories recorded, and this follows an identically clean pass on 30 January 2025. The broader test history is also broadly positive, with clean passes recorded on 5 February 2024 and 6 February 2023. The one blemish is the failed test on 2 February 2024, where the vehicle was refused certification on the same visit due to Major defects concerning front brake efficiency and excessive fluctuation in the front brake service, accompanied by Advisories on both front brake discs showing pitting and scoring. The immediate re-test three days later on 5 February 2024 passed without further comment, which strongly suggests remedial work was carried out to address the brake concerns. Taken as a whole, the trajectory over the last two years has stabilised, with no repeat advisories or failures following the 2024 rectification, which is a reassuring indicator that the underlying issue was correctly resolved. Against a calendar age of approximately eleven years, the recorded 58,113 miles equates to an annual average of around 5,283 miles, which is notably low for a city-focused supermini such as the Peugeot 108. Such modest usage can indicate light mechanical wear on the drivetrain and consumables, but it also carries a well-documented set of risks associated with vehicles that spend extended periods standing. Low-mileage cars often present with age-related degradation rather than distance-based wear, particularly around rubber and fluid components, and may mask issues that only emerge under regular use. The MOT history does not reveal any extraordinary mileage gaps between tests, with readings consistent across successive examinations, suggesting the car has been used steadily if sparingly. Given the low annual mileage and the eleven-year age of the vehicle, a prospective buyer should pay particular attention to deterioration that occurs with time rather than use. Tyres more than five years old should be inspected closely for sidewall perishing, cracking, or dry rot, even if the tread depth appears adequate, and the DOT date code on the sidewall should be checked to confirm manufacture within the last few years. Standing or slow-moving traffic can encourage corrosion on brake discs, particularly on the rear drums or calipers fitted to later models, so the handbrake operation and feel should be evaluated for binding or reluctance to release, which can cause uneven pad wear and pulling under braking. The 12V battery is also vulnerable on lightly used cars, as short journeys and infrequent use lead to chronic undercharging, and it is prudent to have the battery load-tested and to check the charging system voltage at idle and at elevated engine speed. Beyond the components already highlighted, the fluid and service schedule deserves close attention, as brake fluid, coolant, and engine oil all degrade by calendar age irrespective of mileage. Brake fluid is hygroscopic and typically requires replacement every two years to preserve braking performance and prevent internal corrosion of the brake system, while coolant should be renewed in line with manufacturer intervals to maintain corrosion protection. The timing chain or belt service interval, where applicable, should be verified against service records, along with confirmation of regular oil and filter changes despite the low annual mileage, as extended drain intervals can accelerate internal engine wear. On a test drive, listen for any suspension clunks or knocks over uneven surfaces, which could indicate worn bushes or weak coil springs common to cars of this age, and monitor the steering for any vagueness or knocking that could point to tie rod or anti-roll bar link wear. Finally, confirm the operation of all electrical systems, including the often-overlooked infotainment, air conditioning, and central locking, as electrical gremlins are not assessed at MOT and frequently surface only after purchase.