2022 Nissan Primastar Visia DCI 2.0L Diesel · ST22 WTY

The most recent MOT test on 10 July 2026 resulted in a fail, with both front anti-roll bar linkage pins or D bushes recorded as excessively worn, categorised as Major defects under inspection criteria 5.3.4 (a) (i). The same date also carries a pass entry accompanied by two advisories for slight play in the nearside and offside front anti-roll bar ball joints, which strongly suggests the vehicle was presented immediately following rectification of the failed items. Looking back one year to the 2025 test, the vehicle passed with no defects recorded, meaning the suspension wear identified this year is a new and developing issue rather than a long-standing recurring concern. The maintenance trend therefore appears to be worsening on the front suspension, with the front anti-roll bar assembly showing progressive deterioration that has now crossed the threshold from advisory to major failure within a single test cycle. With a recorded mileage of 17,400 miles over four years, this Primastar has covered approximately 4,350 miles annually, which is notably low for a commercial-derived van of this age. Such modest usage raises legitimate concerns about long periods of standing, which can accelerate degradation of certain components even when overall wear is minimal. The relatively gentle annual mileage suggests the engine, clutch, gearbox, and drivetrain are unlikely to have suffered significant wear, but the suspension, brakes, and underbody components may have aged more from inactivity than from mechanical use. Given the low annual mileage and the recorded age of the vehicle, a prospective buyer should carry out a thorough physical inspection beyond the MOT record. Tyres should be examined closely for sidewall perishing and cracking due to age rather than simply tread depth, as low-mileage vehicles often still have legal tread but compromised rubber from prolonged standing. Brake discs and calipers warrant careful inspection for surface corrosion, binding, or seized slider mechanisms, and the handbrake should be tested to confirm it releases fully. The 12V battery is a common failure point on low-use vehicles and should be load-tested, while all fluid services, including engine oil, brake fluid (which degrades on a calendar basis irrespective of mileage), coolant, and any transmission or clutch fluid, should be verified as current. The underbody and structural components should be examined for standing corrosion, particularly around suspension mounting points, jacking points, and any areas where road grime and moisture may collect over time. With specific regard to the front suspension defects recorded on the most recent test, a thorough test drive should be undertaken paying close attention to the front end for any clonks, knocks, or rattle emanating from the anti-roll bar area over speed humps, uneven road surfaces, and during cornering. Excessively worn D bushes will typically produce a perceptible slack or delay in the response of the front suspension, occasionally accompanied by uneven inner tyre wear as the geometry is disturbed. The buyer should confirm in writing that both the failed D bushes and the advisory ball joint play have been properly rectified with new components rather than makeshift repairs, and ideally request evidence in the form of an invoice or post-repair inspection. Further due diligence should include checking the condition of the coil springs, top mounts, and track rod ends, as wear in one front suspension component frequently indicates wider fatigue in the surrounding assemblies, particularly on a vehicle of this age and low usage profile.