2022 Peugeot 208 Allure Premium Bluehdi S/S 1.5L Diesel · ST22 OSJ

The Peugeot 208 Allure Premium BlueHDi passed its most recent MOT test on 9 June 2026, although a single advisory was issued at that examination for the nearside front tyre being worn close to the legal limit and worn on the edge. This is the only advisory on the record and follows a pattern that began with two simultaneous major defect failures recorded on 29 May 2025, both citing excessive wear to the nearside front lower suspension arm ball joint. It is worth noting that the same vehicle passed an MOT without advisories on the very same date as the failure, suggesting an immediate rectification and retest was carried out and the ball joint component was successfully replaced prior to the pass being issued. The overall maintenance trend therefore appears stable on the most recent test, with the prior suspension wear issue having been addressed, though the latest advisory indicates that attention is now shifting towards the front tyre condition. With approximately 99,030 miles recorded against a four-year-old vehicle, the annual mileage equates to roughly 24,758 miles per year, which is considerably higher than the typical UK average of around 7,000 to 9,000 miles annually. This level of sustained high mileage is consistent with motorway commuting, fleet use, or long-distance business travel, and it places above-average wear expectations on all consumable and mechanical service items. Consumables such as brake pads, brake discs, tyres, drive belts, the dual-mass flywheel on the diesel manual or automatic transmission, and the turbocharger oil feed lines will have endured greater thermal and mechanical cycling than would be expected on a lower-mileage example. Diesel particulate filter condition is also particularly relevant on a BlueHDi unit that has been worked hard, as short urban journeys are not the dominant use pattern here, which is generally favourable for DPF regeneration. The recorded failure on the nearside front lower suspension arm ball joint should not be dismissed simply because the vehicle subsequently passed. Ball joint wear at this age and mileage is a recognised wear item, but a Major category defect indicates the component had reached the stage where it presented a clear safety concern at the time of test. A prospective buyer should confirm in writing exactly what rectification work was carried out, whether the complete lower suspension arm was replaced or merely the ball joint pressed in, and ideally obtain the invoice from a reputable garage. On a test drive, listen for clonking or knocking noises from the front suspension over uneven surfaces, speed bumps, or when turning at low speed, as this would suggest the replacement part is itself wearing prematurely or that the installation was substandard. The condition of the opposite side lower arm should also be physically inspected, as ball joints typically wear at similar rates on the same axle, and it is plausible that the offside component is approaching a similar condition even though it was not flagged. Given the high annual mileage, the advisory for the nearside front tyre warrants immediate attention, with all four tyres expected to require replacement in the near term due to sustained use. An uneven edge wear pattern on the nearside front specifically can point towards underlying camber misalignment, worn suspension bushes, or a partially binding brake caliper, so a four-wheel alignment check and a close inspection of the front brake caliper slide pins and pistons is advisable. Beyond the documented MOT items, a vehicle that has covered nearly 100,000 miles predominantly on diesel combustion should have a comprehensive service history verified, with particular attention to the timing belt replacement interval applicable to the BlueHDi engine, the condition of the clutch and dual-mass flywheel if manually geared, and a brake fluid and coolant service regardless of whether the dashboard indicator suggests it is due, as calendar-based fluid degradation does not appear on MOT records. A 12V battery health check, a scan of all electronic control units for stored fault codes, and an under-bonnet inspection for oil leaks around the turbo, injector spill pipes, and sump seal are all sensible precautions for a diesel of this age and workload.