2014 Isuzu D-MAX 2.5L Diesel · SN64 VKR

The Isuzu D-Max holds a valid MOT pass from 24 October 2025, covering the vehicle through to 24 October 2026. That test followed an initial failure on the same day at 71,656 miles, triggered by a non-functioning offside rear fog lamp, which was evidently rectified before the pass was issued. The overall maintenance trend is stable but reveals a persistent pattern of age-related corrosion rather than acute mechanical neglect. Advisories carried forward from the most recent test include general corrosion on the central lower chassis, both rear inner brake pipes corroded and obscured by grease, slight play in the offside front anti-roll bar ball joint, and a windscreen chip. None of these items caused a failure, yet they indicate a vehicle that has spent significant time exposed to moisture or salt without underseal protection. The recorded mileage of 71,656 miles at the October 2025 test equates to roughly 5,971 miles per year over twelve years, which is notably low for a working pick-up. The progression is consistent: 57,218 miles in November 2022, 63,563 miles in November 2023, 68,491 miles in November 2024, and 71,656 miles in October 2025. This shows a steady annual accumulation of approximately 5,000 to 6,000 miles with no sudden spikes or suspicious gaps. The vehicle has not been standing idle for extended periods, nor has it been subjected to high-intensity commercial use. Low mileage has likely limited wear on drivetrain and braking components, but it has not prevented the corrosion issues typical of a 12-year-old chassis. A buyer should focus the physical inspection on structural integrity beneath the vehicle. The recurring advisory for general chassis corrosion, combined with corroded rear brake pipes, suggests the underside has not been regularly treated with wax oil or similar protectant. Both front coil springs have appeared as corroded in successive tests since November 2022, and both front suspension arms were flagged as corroded but not seriously weakened in November 2024. These are not immediate failures, yet pitting on coil springs can progress to fracture, and corrosion on suspension arms may weaken mounting points over time. The slight play noted in the offside front anti-roll bar ball joint in October 2025, along with the nearside front wheel bearing play flagged in November 2022, points to normal wear on bushes and bearings that a low-mileage vehicle should ideally not display so prominently. The braking system warrants particular attention. Front brake pads were flagged as wearing thin in November 2024 at 68,491 miles, and both rear inner brake pipes were corroded and grease-covered at the most recent test. Grease on brake pipe fittings often masks active weeping or surface pitting that the tester could not fully assess. A buyer should have the underside inspected on a lift, specifically checking the rear brake pipe runs for wall thickness loss and examining the front suspension ball joints and inner arm bushes for play. The windscreen chip in the offside lower area and the deteriorated registration plates are minor cosmetic items but should be verified as corrected. Overall, the vehicle presents as mechanically sound with a valid MOT, yet the corrosion history implies it has not been garaged or meticulously maintained underneath, and that should be reflected in the purchase price and any pre-purchase inspection budget.