2021 Renault Kangoo LL21 B-Ness Energy DCI 1.5L Diesel · SC70 BNF

The most recent DVSA MOT test for this 2021 Renault Kangoo was conducted on 9 March 2026 and resulted in a pass, which is the current and definitive roadworthiness position. Curiously, the same date also records a fail, suggesting an immediate retest was carried out after a rectification at the testing station; the official record shows no defects recorded against either entry, meaning no advisories or failure items have been logged. Across the available history, the vehicle has alternated between pass and fail outcomes on identical dates in 2025 and 2026, while the 2024 test was a straightforward pass. Without any documented advisories, it is difficult to draw firm conclusions about a worsening or improving trend, but the clean record overall indicates that the vehicle has consistently met minimum statutory standards, and the immediate retest pattern suggests any issues encountered are being addressed promptly rather than left to deteriorate. With 54,905 miles recorded against an age of approximately five years, the Kangoo is covering around 10,981 miles annually, which sits comfortably within the typical range for a small commercial van of this type. This level of usage implies regular operation, which is mechanically beneficial as it keeps the diesel engine, exhaust system, turbocharger, and ancillary components working through their intended thermal cycles, reducing the risk of internal corrosion, oil glazing, and DPF blockage associated with long periods of standing. There are no significant gaps in the MOT-recorded mileage, and the annual accumulation is steady rather than extreme, suggesting a working vehicle that has likely been maintained on a service schedule appropriate to its duty cycle. For a diesel of this age and mileage, attention should be paid to the timing belt or cam belt replacement interval, fuel system cleanliness, and turbocharger condition, as these are common wear items on higher-output diesel vans. In the absence of recorded advisories, the buyer should focus on age and mileage related deterioration that an MOT would not necessarily flag. The tyres warrant close inspection for tread depth across the full width, even wear patterns indicative of correct wheel alignment, and crucially, any signs of sidewall perishing or cracking, as commercial vehicles can suffer from premature rubber degradation due to UV exposure and kerb contact. The 12 volt battery should be tested for cranking performance, particularly if the van has been used for short urban trips, and the charging system output verified. Given the diesel powertrain, the diesel particulate filter should be checked for successful regeneration cycles, and any warning lights on the dashboard interrogated with a diagnostic tool to ensure no stored fault codes relate to emissions, injectors, or the EGR system. A physical inspection and test drive should include a thorough check of the braking system, including the discs for any lipping or corrosion scoring, the calipers for smooth operation without binding, and the brake fluid for moisture content, with a fluid change being prudent at this age regardless of MOT status. The suspension should be examined for worn anti-roll bar bushes, drop links, and shock absorber condition, listening for clonks over speed humps and uneven bumps which would indicate tired bushes or top mounts. Underneath, the underside should be inspected for any oil or fluid leaks from the engine, gearbox, and differential, and the exhaust system checked for corrosion, particularly at mounting brackets and joints. On the road, the engine should pull smoothly without hesitation, the clutch should operate without slip or judder, the steering should remain tight and free of vibration, and the automatic or manual gearbox should select cleanly in all ranges, with particular attention paid to any unusual noises on overrun or under load that could indicate clutch or dual mass flywheel wear.