2005 Ford Ranger 2.5L Diesel · R1 NBC

The most recent MOT on 17 April 2026 resulted in a Pass, with the only recorded defect being a severely deteriorated off‑side front outer drive‑shaft constant‑velocity boot and a series of advisories concerning a cracked off‑side mirror, front‑bumper corrosion and slight chassis‑rail corrosion. Over the last four years the vehicle has moved from a failure in March 2024 – caused by an excessively worn anti‑roll‑bar linkage pin and a split near‑side CV boot – to successive passes that retain the same boot deterioration but no longer flag the anti‑roll‑bar fault. This pattern suggests that the major failure was remedied and the MOT results have since stabilised, although the recurring boot and corrosion advisories indicate ongoing, low‑level wear that has not been fully addressed. At 102 024 miles on a 2005 model the average annual mileage works out at roughly 4 900 miles per year, considerably below the typical 10‑12 000 mile benchmark for a vehicle of this age. The low utilisation points to periods of limited use or extended storage, which can be as detrimental as high mileage in terms of rubber ageing, fluid degradation and corrosion build‑up. There is no evidence of any sudden mileage spikes that would suggest a recent high‑stress period, but the modest total distance means that many wear items may be near the end of their calendar‑life rather than their kilometre‑life. A prospective buyer should give particular attention to the front drive‑shaft CV boots on both sides. The off‑side boot is described as severely deteriorated, so the inspector should look for grease or oil stains on the wheel arches, feel for any play in the axle when the wheel is rocked, and listen for a high‑pitched whine under acceleration that would indicate joint wear. The near‑side boot, previously noted as split, should be examined for similar signs of ingress, and the axle seals should be checked for leaks. The anti‑roll‑bar linkage should be probed for excessive play or clunking when the steering wheel is turned sharply, as a worn bush can lead to handling instability. The brake pipe corrosion noted repeatedly must be inspected for rust thinning, especially where it is covered in grease, and the brake pedal should be tested for a firm, consistent feel with no sponginess that might betray a leak. The cracked off‑side side mirror, front bumper and the slight chassis‑rail corrosion are largely cosmetic, but a visual inspection should confirm that rust has not progressed beyond surface treatment, particularly around the front cross‑member under the radiator, which, while not structural, can become a source of water ingress. Given the vehicle’s age and low mileage, the buyer should also verify the condition of the tyres, looking for side‑wall cracking, dry‑rot or any signs of age‑related perishing that can occur after ten years regardless of tread depth. The 12‑volt battery should be tested for charge retention, as long periods of inactivity can cause sulphation. All fluid reservoirs – engine oil, coolant, brake fluid and gear oil – should be examined for colour and level, with a recommendation that they be replaced on a calendar basis if they show signs of contamination or have not been serviced within the last 12‑24 months. Finally, a thorough check of the suspension bushes, coil springs and brake discs for surface corrosion or uneven wear will help confirm that the low‑usage history has not concealed hidden deterioration, and a full service history should be cross‑checked against the MOT entries to ensure that any recommended repairs, particularly the CV boot replacement and brake pipe refurbishment, have been carried out.