2010 Renault Trucks Master 2.5L Diesel · PO60 EEZ

The most recent MOT, conducted on 8 May 2026 at 198,344 miles, shows a pass, but the maintenance picture is mixed. Two weeks prior, on 6 May 2026, the vehicle failed with a corroded offside rear brake pipe and a severely deteriorated nearside front constant velocity boot. Both defects were rectified before the retest, yet their presence at such high mileage suggests ongoing wear rather than a one-off lapse. The trend is broadly stable, with recurring minor faults rather than a clear downward spiral, but the pattern of advisories and failures points to a vehicle that has been kept running rather than meticulously maintained. At roughly 12,396 miles per year, this 2010 Master has covered a high mileage for its age, consistent with sustained commercial or heavy-use operation. The record shows a gap of nearly a year between the May 2024 pass at 190,746 miles and the May 2026 failure at 198,268 miles, during which around 7,500 miles were added. No MOT entries appear for 2025 beyond the April advisory pass at 194,057 miles, leaving a period with no documented test. This could reflect a gap in testing, a period of limited use, or simply missing data, but the overall mileage accumulation is steady and high. A buyer should focus on the structural and mechanical components that have repeatedly drawn attention. The offside rear brake pipe corrosion flagged in May 2026, noted as covered in grease or other material, raises questions about the condition of the remaining brake lines and the extent of underbody corrosion. The nearside front constant velocity boot has been flagged twice in close succession, indicating a joint that may be exposed to dirt ingress and premature wear. Suspension wear is also evident: the May 2024 test identified worn rear anti-roll bar bushes and slight play in the offside rear lower suspension arm ball joint, while the 2024 failure recorded a loose central engine mounting bracket. These items suggest the chassis and drivetrain have absorbed significant stress. Beyond the documented faults, a physical inspection should cover the underframe for corrosion, particularly around brake lines, suspension mounting points, and subframes. The engine and gearbox mountings, driveshaft joints, and all constant velocity boots deserve close scrutiny given the repeated advisories. Tyre wear patterns and brake disc and pad condition should be checked, as high-mileage commercial use often accelerates consumable wear. The windscreen damage noted in April 2025, while not affecting the driver's view at the time, should be re-examined for any progression that could compromise structural integrity or future test outcomes.