2022 Renault Trucks Master 35 LWB 2.3L Diesel · SJ22 FVS

A commercial vehicle presenting a broadly clean MOT record, with the most recent test on 15 June 2026 passing without recorded defects, suggests a generally sound mechanical state at the point of inspection. However, the 2025 test cycle reveals a cluster of advisories and one minor defect that warrant close attention from any prospective operator. The pattern around the front and rear tyres being worn close to the legal limit on both nearside and offside edges, combined with a severely deteriorated nearside front outer constant velocity boot on the drive shaft, points to a front axle and drivetrain area that has absorbed significant wear within a relatively short period. The fact that these advisories were carried forward through a pass and a fail on the same date indicates the items were present throughout the year rather than being newly developed concerns, while the failed test itself was attributable solely to a non-functioning nearside front outline marker lamp, a straightforward electrical rectification. With 60,371 miles recorded on a four-year-old Renault Trucks Master, the annual accumulation of approximately 15,000 miles is notably above the typical light commercial average and reflects intensive working use. This kind of mileage profile tends to accelerate wear on suspension components, braking hardware, clutch assemblies, and drivetrain joints, particularly on a long wheelbase variant that is likely to have been load-bearing for much of its life. There are no significant gaps in the testing history that would suggest extended periods off the road, which means the recorded mileage is likely representative of sustained operational deployment rather than sporadic use. Buyers should therefore approach it as a working vehicle that has done a working vehicle's mileage, with the corresponding expectation that consumables and wearing parts will require attention sooner than on a lower-mileage equivalent. Given the flagged items from the 2025 advisories, a prospective buyer should carry out a targeted physical inspection and test drive with particular focus on the front suspension and drivetrain. The severely deteriorated CV boot is a critical concern: with the protective gaiter compromised, road grit and moisture ingress will have contaminated the joint, and accelerated wear of the CV internals is highly probable even if no immediate failure was recorded. On the test drive, listen for clicking or knocking noises from the nearside front wheel when turning at low speed, particularly during full lock manoeuvres, and feel for any vibration or shudder through the steering wheel that would indicate joint degradation. Inspect the boot itself for fresh grease deposits around its circumference, and check that any replacement gaiter has been fitted with fresh grease and appropriate clips rather than taped as a temporary repair. The tyre wear pattern noted on both front edges and the nearside rear edge warrants particular scrutiny of the wheel alignment and suspension geometry. Edge wear on commercial vehicles frequently stems from incorrect tracking, sagging or weakened front springs, or worn suspension linkages and bushes that permit geometry drift under load. During the test drive, pay attention to any steering pull to one side, uneven response over undulating surfaces, or knocking from the front end when traversing speed bumps or potholes, as these would indicate bushes, top mounts, or anti-roll bar links requiring replacement. The advisory regarding an oil leak, described as not excessive, should be monitored by inspecting the underside of the engine and gearbox for fresh seepage or staining, and the dipstick should be checked for level and condition. Finally, confirm that the outline marker lamp issue has been properly resolved with a functional unit rather than a bypassed or taped repair, and verify that all electrical lighting operates correctly given this is a commercial platform where visibility and signalling compliance are operationally critical.