2014 Volkswagen Crafter 2.0L Diesel · RO64 MTK

The Crafter's MOT history points to a pattern of recurring anti-roll bar and tyre-related issues that warrant close attention from any prospective buyer, and the most recent test on 22 October 2025 passed only with an advisory for rear brake pads wearing thin. The 2024 cycle is particularly informative: the vehicle failed that year with a dangerous offside rear tyre that had no visible tread across its contact patch, a major defect for the offside rear anti-roll bar bush, a major non-functioning windscreen washer, plus an advisory on the nearside rear anti-roll bar pin or bush. Stepping back to 2023, similar themes emerge, with advisories recorded for both rear anti-roll bar link pins or bushes, an inner rack joint with slight play, a nearside front tyre with a perished sidewall cut, and a nearside rear tyre worn low. The 2022 pass adds further context, noting worn front brake discs, thinning front pads, perishing on the nearside front tyre, and again wear on both rear anti-roll bar linkage pins. Across four test cycles the rear anti-roll bar linkage bushes have appeared as advisories in three of them, escalating into a major defect and dangerous tyre in 2024, which suggests a chassis component that has been progressively deteriorating rather than a one-off issue. With approximately 90,787 miles accumulated over twelve years, the Crafter is averaging around 7,500 miles annually, which is broadly typical for a vehicle of this age and category and indicates regular rather than infrequent use. The mileage progression between tests appears steady, with no unusually large jumps that would suggest a hidden high-mileage past or conversely long periods of standing. A 12-year-old commercial vehicle of this type operating at this rate of accumulation is expected to show wear on suspension consumables, braking components, and tyres, and the recorded test outcomes align reasonably well with that expectation rather than pointing to either a pampered or an overworked history. There are no multi-year gaps in testing that would raise concerns about extended standing and the associated risks of brake seizure, fuel system degradation, or 12V battery issues. For a prospective buyer, the rear anti-roll bar linkage assemblies should be the primary focus of any physical inspection, given their repeated appearance across the MOT record. On a test drive, listen for clunks or knocks from the rear suspension over speed humps, undulating roads, and during direction changes, and pay particular attention to any looseness or delay in the rear body responding to steering input, as worn anti-roll bar bushes permit excessive body roll and can produce a vague, wandering feel. The steering rack inner joint flagged in 2023 with slight play is worth monitoring; on the move, check for any knocking or rattling through the steering column over rough surfaces and for uneven tyre wear patterns on the inside edges, which often accompanies worn rack joints. Given the dangerous tyre failure in 2024, the current tyres should be inspected closely for both tread depth and any cuts, bulges, or perishing, particularly on the sidewalls, and the age of the tyres verified. The braking system also deserves a structured check based on the pattern of advisories. The rear brake pads were noted as wearing thin at the most recent test, so the buyer should confirm they have been replaced and inspect the rear calipers for any signs of seizing or uneven pad wear. Front brake disc corrosion and pad wear were recorded back in 2022, so on a test drive any vibration, judder, or pulsing through the brake pedal under firm application would indicate the discs have worn beyond a serviceable state. Confirm the windscreen washer system functions correctly on both front and rear outlets, as its failure at the 2024 test should have been rectified. Finally, given the vehicle's age and commercial vehicle origins, a thorough inspection underneath for any corrosion on structural components, brake lines, and the subframe mounting areas is advisable, even though no corrosion defects have yet appeared on the MOT record, as commercial vehicles frequently accumulate underbody wear before it becomes testable.