2016 Volkswagen Transporter 2.0L Diesel · SE65 CPU

A Transporter of this vintage covering 124,133 miles presents a compelling case from a roadworthiness standpoint, with the most recent test on 11 November 2025 returning a pass with no advisories or defects recorded, extending a run of clean results that stretches back through the 31 October 2024 and 6 November 2023 tests. The single anomaly in the record is a failure on 27 October 2023, which interestingly also carries no defects listed against it, a situation that typically indicates the vehicle was presented before it was fully ready, was refused for administrative reasons such as tyre condition or a previously failed item not properly rectified, or was declined for retest eligibility before being corrected and passed at the very next attempt ten days later. The absence of any advisory notes across four consecutive passes suggests the chassis, running gear, and emissions equipment are holding up well within MOT thresholds, though it must be noted that a clean advisory sheet on a commercial-derived vehicle at this mileage is unusual and may reflect prompt pre-test rectification rather than genuinely unworn components. The annual mileage accumulation of approximately 12,400 miles is notably high for a ten-year-old vehicle, placing this Transporter firmly in light commercial or high-utilisation private use territory. This kind of sustained running typically accelerates wear on the clutch, dual-mass flywheel if fitted, turbocharger, and engine internals beyond what a lower-mileage equivalent would experience, even though service intervals would have been hit more frequently. There are no significant gaps in the testing record, indicating the vehicle has remained in continuous use throughout the period covered, which is mechanically beneficial in that components have not been subjected to the corrosion and seal degradation that comes with extended standing. The mileage progression between tests is consistent and proportionate, showing no anomalies that would suggest clock tampering or extended periods off the road. Given the commercial heritage of the Transporter and the recorded mileage, particular attention during inspection should be directed towards the rear suspension, as T5 and T6 platform vehicles are known for worn leaf spring bushes, sagging springs under payload, and tired shock absorbers that may still pass MOT but feel unsettled over speed humps or under load. The front suspension should be checked for worn anti-roll bar drop links, top mounts, and control arm bushes, with the test drive conducted over uneven surfaces to listen for clonking or knocking from the front end, particularly under braking or when turning into a kerb. The steering rack and track rod ends on high-mileage Transporters can develop play that presents as vague steering response or a slight knock on full lock, so pay close attention to any slack felt at the wheel. The braking system warrants a thorough check given the likely load-carrying history, with the test drive required to feel for any pulling to one side under firm application, pedal pulsation suggesting warped front discs, or a spongy pedal indicating worn caliper seals or perished flexible hoses that may have passed the MOT numerical check but are nearing replacement. The clutch should be evaluated for any slipping under load in fourth or fifth gear, and the gearbox checked for worn synchros on second gear, a known weakness. Diesel particulate filter function should be questioned directly, asking when it was last forced or whether the vehicle is used predominantly for short journeys, as MOT emissions pass does not guarantee filter health under real-world conditions. Finally, inspect the underside for any oil seepage from the cam chain area at the rear of the engine, coolant leaks from the EGR cooler common on the 2.0-litre units, and corrosion on the exhaust downpipes and mounting points, areas which would not necessarily fail the test but indicate forthcoming maintenance requirements for a buyer taking on this mileage.