2010 Nissan Qashqai 1.5L Diesel · SC59 ENV

The most recent DVSA examination on 14 July 2026 resulted in a pass, but this outcome must be viewed alongside the failure recorded the day before, which indicates that the vehicle was substantially repaired in a very narrow window to achieve certification. The major defects cited at the 2026 failure were significant: a nearside front lower suspension component mounting excessively corroded within a prescribed area with structural strength reduced, together with excessive play at both nearside and offside track rod end ball joints. These are not minor service items but fundamental steering and suspension integrity issues. The repeated advisories on both front tyres being worn to the legal edge limit across multiple tests, the corroded front subframe advisory from 2025, and the persistent nearside track rod end ball joint play originally flagged in 2025 as slight and progressing to excessive by 2026, collectively point to a clear worsening trend in the front suspension, steering geometry, and underbody structural condition. The 2025 failure for a split inner CV joint boot, insecure front brake hose, and defective position lamp further supports a pattern of deferred maintenance and corrosion-related deterioration rather than improving condition. The recorded mileage of 90,561 miles over an approximate 16-year vehicle age equates to around 5,660 miles annually, which is notably low for the UK average and suggests either very light usage or, more likely given the advisory and failure pattern, considerable periods of standing followed by short bursts of activity. The MOT history itself contains no recorded mileages, making it impossible to confirm consistent usage, but the prevalence of corrosion-related advisories on the subframe, suspension mounting areas, and brake pipes, combined with the deterioration of rubber boots and dust covers across multiple tests, is highly consistent with a vehicle that has spent significant time stationary. Long periods of standing are particularly punishing on brake discs (which corrode and seize calipers), brake hydraulic seals, tyre sidewalls (which perish from age regardless of tread depth), 12V battery lifespan, and underbody protection. Low annual mileage also tends to mask the progressive wear of suspension bushes and ball joints, as owners cover too few miles to notice developing play until it reaches MOT failure threshold, which appears to be precisely what occurred with the track rod ends between the 2025 and 2026 tests. A prospective buyer should treat the front suspension and steering assembly as the single most critical area for inspection. The nearside front lower suspension mounting has already been addressed due to excessive corrosion, but the surrounding inner wing, subframe, and adjacent mounting points should be visually examined for bubbling, flaking, or perforation, as corrosion in one prescribed area frequently indicates broader structural deterioration that will reappear at future tests. Both track rod end ball joints have been replaced or attended to, but on a test drive the buyer should listen for any clonking or knocking from the front end over speed humps and uneven surfaces, feel for vagueness or wander in the steering, and check for uneven inner or outer tyre wear which would suggest renewed geometry problems. The front brake disc pitting advisory from 2024, alongside the thin rear brake pad advisories from the same test, means brake condition should be physically inspected, ideally with the wheels removed to assess disc thickness and pad material remaining. The insecure brake hose advisory of 2025 should be verified as properly secured, and the brake pipes around the rear nearside should be examined for live corrosion beneath any protective coating. Beyond the recorded defects, this vehicle's age and low-mileage profile demand attention to several time-based deterioration factors that MOT testing alone does not capture. Tyres fitted at any point should be checked for date code on the sidewall, as rubber perishes after approximately six to seven years regardless of remaining tread depth, and the nearside front tyre that was on its legal wear limit as recently as July 2026 warrants immediate replacement consideration. The 12V battery, given the vehicle's standing periods, is highly likely to be approaching or past its service life and should be load-tested. Brake fluid, coolant, and automatic or manual transmission fluid should be confirmed as recently renewed according to time rather than mileage intervals, as a 16-year-old vehicle with low annual use is particularly susceptible to internal corrosion from old coolant and moisture ingress in hydraulic systems. The previously split inner CV boot must be confirmed as professionally replaced with the joint re-greased, and the corresponding driveshaft should be inspected for any subsequent grease leakage or wear noise under load. Finally, a thorough underbody examination from beneath on a ramp is strongly advised to assess the full extent of corrosion on the subframe, rear brake pipes, and any structural members not directly visible during a standard MOT, ensuring the buyer has a complete picture before committing to a purchase of this age and condition profile.