1998 Nissan Terrano 2.7L Diesel · R620 AEL

The Spanish-built Terrano II was never as well protected against UK road salt as the Japanese Nissans alongside it, and the practical buying advice in the RAC's used guide is to look underneath for damage and wear, while Parkers notes the model is only worth buying as a well-checked example. On the car, that means the rear arches and jack points, the bulkhead below the windscreen, the frame rails and rear spring pads all corrode. Body panels are close to unobtainable now, so a rotting rear corner is a fabrication job rather than a bolt-on repair, and MOT testers failed cars on structural corrosion long before the engine was tired.

The RAC's Terrano II buying guide flags a very specific owner complaint: some diesel cars suffered a driveline vibration that needed a special clutch assembly to fix, and buyers are told to find out whether the clutch has already been changed. In the real world it shows as a heavy shudder from a standstill or a buzz through the gearbox at a steady 2,000rpm, and it is caused by the damper arrangement in the flywheel and clutch rather than the gearbox itself. Because the parts are no longer stocked as off-the-shelf items, a job that used to be a £600 clutch change becomes a long-lead fabrication and sourcing exercise.

Two DVSA recalls cover Terrano hydraulics. R/2000/028 covers cars built from 1 January 1995 to 31 July 1997 - 4,905 UK vehicles - where the brake system's LSV pilot tube could chafe against the floorpan, thinning the wall until fluid leaked away. R/2002/039 covers cars built from July 2001 to March 2002, where interference between the steering column and the rear brake supply pipe could cause a leak. Combined with general age corrosion, the rear lines and flexis on these 4x4s are a recurring MOT failure, and a soft pedal on the test drive is the warning.