2013 Isuzu D-MAX D/C Intercooler TD 2.5L Diesel · PN13 GPU

The most recent DVSA examination dated 2 October 2025 records a clean PASS, with no defects, advisories, or failure items noted. This represents a successful outcome just three days after a previous FAILED test on 29 September 2025, which itself returned no recorded defect details. While the abrupt pass-following-fail sequence is unusual, it is likely attributable to a specific issue being rectified between the two presentations, given that the earlier PASS at November 2024 was also defect-free. Prior to that, the vehicle achieved consecutive PASS results at November 2023 and November 2022, establishing a broadly stable compliance trend over the latter portion of its MOT history. The absence of any advisories across four years of testing is a positive indicator, suggesting that components such as brakes, tyres, suspension, and exhaust systems have remained within legal tolerances without borderline defects being flagged. With 98,323 miles accumulated over approximately thirteen years, the vehicle has averaged around 7,563 miles annually, which is broadly typical for a working pickup of this vintage and consistent with moderate rather than intensive commercial use. There are no significant mileage gaps evident between successive MOT records, indicating the vehicle has been in regular operation rather than left standing for prolonged periods. However, even at this average, a thirteen-year-old working diesel with nearly 100,000 miles will have experienced substantial wear on major drivetrain, clutch, suspension, and braking components. Prospective buyers should therefore expect some level of mechanical attention to be due or impending, particularly regarding timing belt or chain service intervals on the intercooled turbo-diesel engine, dual-mass flywheel condition if manual, and injector balancing given the mileage threshold. Given the absence of recorded advisories, physical inspection becomes particularly important to identify age and mileage-related deterioration that may not yet have reached MOT failure thresholds. The tyres should be examined closely for sidewall cracking or perishing typical of thirteen-year-old rubber, even if tread depth remains legal, as aged compounds compromise wet grip and safety. Brake discs should be inspected for lipping, corrosion pitting, and caliper slide pin binding, especially given that light commercial use with moderate annual mileage can lead to uneven corrosion from low-speed driving and infrequent heavy braking. The 12V battery should be load-tested, as diesel pickups often suffer from parasitic accessory drain and original batteries are long overdue for replacement; verify any recent battery replacement receipts. Further mechanical due diligence should include a thorough inspection of the chassis and underbody for corrosion, particularly around the rear leaf spring mounting points, chassis crossmembers, and outriggers, which are known corrosion-prone areas on D-Max vehicles of this era. On the test drive, listen for any suspension clonks or knocking from worn bushes, anti-roll bar links, or top mount bearings, and pay attention to turbocharger response, clutch slip or judder, and any signs of differential whine or excessive vibration from prop shaft universal joints. Verify the service book stamps to confirm timely replacement of engine oil and filters, diesel fuel filter, brake fluid (typically every two years regardless of mileage), coolant, and transmission or transfer box oil where applicable. Finally, inspect the intercooler piping and intake system for oil residue suggesting turbo seal wear, and check the exhaust system for blue smoke on overrun, all of which are common concerns on a high-mileage intercooled diesel approaching its mid-teens of service life.