2006 Peugeot 1007 1.4L Petrol · SL06 LCW

The vehicle achieved an MOT pass on 29 March 2025, with no defects or advisories recorded. A prior test on 28 March 2025 resulted in a failure, though no defect categories were documented against that entry, which suggests a likely administrative re-test following a minor rectification on the same day rather than a substantive mechanical concern. Across the four most recent test cycles spanning 2022 through 2025, the records are uniformly clean, indicating a stable and well-maintained presentation at the point of statutory testing. There is no observable deterioration trend in braking, suspension, lighting, exhaust emissions, or structural integrity within the documented history. With an odometer reading of 111,879 miles on a 2006 vehicle, the annual mileage equates to approximately 5,594 miles per year, which is notably low for a car of this vintage. This usage profile suggests either limited private mileage, short urban journeys, or extended periods of standing between uses. From a mechanical standpoint, low annual mileage does not necessarily equate to a preserved vehicle; in fact, prolonged standing can accelerate certain age-related degradation paths that high-mileage use tends to mask. Components particularly susceptible to inactivity include brake calipers, brake disc surface corrosion, suspension bushes, fuel system seals, and the 12V battery. Given the clean MOT history and low annual mileage, a prospective buyer should direct attention towards age- and inactivity-related wear rather than high-mileage drivetrain fatigue. The tyres warrant particular scrutiny: with rubber compounds typically rated for around five to six years before significant perishing, items fitted in recent years may now be approaching the end of their service life even if tread depth remains legal. Inspect the sidewalls closely for cracking, crazing, or bulging, and verify that all four tyres are of consistent type and age. Brake discs are highly likely to exhibit surface corrosion from standing; this is generally cosmetic and will clear under braking, but seized or binding calipers can cause uneven pad wear, pulling to one side under braking, and a distinct reluctance of the wheel to spin freely when jacked. On a test drive, listen for any scraping, grinding, or pulsation through the brake pedal, and feel for vibration or juddering that would indicate warped friction surfaces. Beyond the braking system, several time-based service items demand verification regardless of the modest mileage. The 12V battery is a common failure point on lightly used vehicles and should be load-tested rather than merely voltage-checked; a weakened battery can also mask alternator or parasitic drain faults. Engine coolant, brake fluid, and automatic transmission fluid (where applicable to the variant) all degrade through calendar ageing and moisture absorption, so the service book stamps should be examined to confirm timely fluid changes rather than relying solely on the documented MOT records. Additionally, inspect the suspension for perished bushes, weakened coil springs, and leaking shock absorbers by pressing down firmly on each corner and listening for clonks or rattles on release. The exhaust system, including the catalytic converter, should be examined for corrosion at joints and mounting points, and the underbody should be checked for surface rust consistent with twenty winters of road salt exposure, even where no structural advisories appear on the MOT record.