2008 Renault Trafic 2.0L Diesel · PF08 FFC

A pattern of persistent front suspension wear, steering linkage degradation, and brake-related concerns defines this Renault Trafic's recorded roadworthiness history, with the most recent test on 10 February 2023 returning a pass but flagging ongoing advisories that mirror earlier defects. Across the four test cycles recorded from 2018 to 2023, there have been two failures and six passes, and the failures have clustered around precisely the components that keep recurring as advisories on the passes. The 2021 fail cited excessive wear in both the nearside front lower suspension arm ball joint and the nearside track rod end ball joint, with dust covers missing on both track rod ends, and the 2022 fail then flagged the offside front lower suspension arm ball joint as excessively worn. This is a textbook profile of front-end consumables wearing out across cycles, and the advisory for play in the steering rack inner joint noted in both the 2022 and 2023 tests suggests the rack itself may be approaching a replacement threshold rather than merely a joint issue. At roughly 153,591 miles over 18 years, this Trafic has accumulated around 8,500 miles annually, which is broadly typical for a working van of its age, though the testing record itself shows a notable gap between mid-2019 and early 2021 with no recorded MOT, a roughly twenty-month absence that suggests the vehicle may have been off the road or used off-public-highway during that period. Once testing resumed, the mileage and wear pattern accelerated visibly, with three failures and a dense cluster of advisories appearing between 2019 and 2023, consistent with a vehicle that is genuinely covering ground and consuming components at a steady rate. The 2021 and 2022 cycles in particular show a vehicle being worked hard enough that steering and suspension parts are being replaced test-cycle by test-cycle, which is mechanically plausible for a 153,000-mile light commercial but does mean the next owner should expect similar ongoing spend on front-end hardware. For a prospective buyer, the priorities on a physical inspection are the front suspension and steering assemblies specifically flagged in the record. On a test drive, listen for clonking or knocking from the front end over speed humps and uneven surfaces, particularly under braking, which would indicate the lower arm ball joints or anti-roll bar bushes have worn further since the last test, and check for any vagueness, wandering, or self-steering in the steering, as the recorded play in the steering rack inner joint can progress to actual slack at the wheel. Inspect the track rod ends and ball joint dust covers visually for splits or grease deposits, and jack the vehicle to check for vertical play in the front wheels with the steering loaded, which is the definitive check for the components that have failed previously. With the front axle, expect a thorough inspection of the subframe mounting areas and the offside rear inner brake pipe flagged as corroded in 2022, as brake pipe corrosion on a vehicle of this age and mileage is a recurring MOT failure point and should be examined for surface rust, pitting, or any flaking along the pipe runs from the master cylinder through to the rear axle. The braking system and wheels deserve equally close attention given the 2022 fail for parking brake inefficiency on the offside side and the 2023 advisory for offside rear brake bind, which together suggest the rear brake mechanism, whether drum or caliper, may have a sticking or seized element rather than simple pad wear. A rolling road or handbrake-pull test would clarify whether the parking brake efficiency has been restored properly, and on a test drive a pulling sensation under light braking or a hot smell from one rear wheel after a sustained stop would confirm a binding caliper or shoe. The advisory for all four rims being damaged in 2023 is also worth noting, as damaged rims can harbour slow punctures and indicate the wheels have been kerbed hard enough to potentially affect tyre seating, while the windscreen chip advisories carried through 2018, 2021 and 2022 mean any stone damage should be measured to ensure it remains outside the driver's swept area. Finally, the recurring oil leak advisory from 2022 and 2023, recorded as not excessive, points to a sealing component that is degrading rather than failed, so check the underside for fresh drips around the cam cover, sump, and any turbo or oil cooler lines if fitted, and budget for this to progress to a more substantial repair over the next twelve months of use.