2022 Renault Trucks Master 35 LWB 2.3L Diesel · PF22 EFE

The most recent DVSA MOT test, conducted on 13 July 2026, resulted in a pass with no defects or advisories recorded against the vehicle. The immediately preceding test on 19 June 2025 was likewise a clean pass. With two consecutive tests showing no advisory notes, warnings, or failure points, the official record indicates a stable and well-maintained trend from a roadworthiness compliance perspective. While a clean MOT history does not guarantee that the vehicle is mechanically flawless, the absence of advisories relating to common wear items such as brakes, suspension components, tyres, or corrosion is a positive indicator that the vehicle has not been allowed to deteriorate to the point of legislative concern. The recorded mileage of 77,951 miles on a four-year-old commercial vehicle equates to an annual accumulation of approximately 19,488 miles, which is considerably higher than average for a light commercial of this age. Renault Master LWB diesel vans typically operate within a 10,000 to 15,000 mile per year range for mixed-use applications, so this example is seeing what could reasonably be described as intensive service. Such elevated mileage carries direct mechanical implications, accelerating wear on the clutch and dual-mass flywheel if manually operated, the turbocharger, diesel particulate filter, and engine oil degradation intervals. The drivetrain, suspension components, and braking system will have endured substantially more stress cycles than a lower-mileage equivalent, meaning that although the MOT record is clean, prospective buyers should anticipate nearer-term replacement of service items than the calendar age alone might suggest. Given the clean MOT record but the high operational mileage, physical inspection should focus on areas that experience progressive wear but may not yet have reached failure thresholds. Brake discs should be examined for lipping and corrosion pitting, particularly at the inner and outer edges, while the calipers and slider pins should be checked for binding given that high-mileage commercial use frequently leads to uneven pad wear. The suspension, including coil springs, wishbones, anti-roll bar bushes, and drop links, should be inspected for play or perishing, with a test drive conducted over uneven surfaces to identify any knocking or clonking noises indicative of worn bushings. Steering play should be assessed, and any seepage from the power steering rack or pipework noted. The clutch should be evaluated for slipping under load and the condition of the dual-mass flywheel assessed through characteristic rattling noises on idle, which on Renault Masters can become pronounced as the unit wears. Further buyer diligence should encompass age-related deterioration items that mileage alone will not reveal. Tyres should be inspected for sidewall cracking and perishing, particularly given that commercial vehicles frequently stand idle between shifts, leading to flat-spotting and accelerated rubber degradation. A thorough examination of the underside and structural seams for any surface or advanced corrosion is advisable, as commercial vans are often susceptible to salt ingress in the load area and rear chassis sections. The 12-volt battery condition warrants checking, especially if the vehicle has been used for short, frequent stops typical of multi-drop delivery work, which prevents full charging cycles. Verification of the service book stamps is essential, with particular attention to whether the timing belt interval, typically every five years or 100,000 miles on Master diesel engines, is approaching. Fluid condition checks for engine oil, brake fluid, and coolant should be carried out, and the diesel particulate filter regeneration history discussed with the supplying dealer or operator, as intensive urban mileage commonly accelerates DPF saturation.