2014 Vauxhall Vivaro 1.6L Diesel · ST64 NFU

A pattern of structural corrosion and persistent underbody oil contamination defines the mechanical outlook for this twelve-year-old Vauxhall Vivaro, with the most recent assessment on 23 January 2026 recording a pass but simultaneously flagging underbody corrosion, an oil leak described as not excessive, a worn and pitted offside rear brake disc, an offside front outer-edge tyre wear advisory, and an inoperative central high-mounted stop lamp. The earlier failed examination on 22 January 2026 carried exactly the same set of advisories, indicating that none of these items were remedied between the two back-to-back tests and that the advisories should be regarded as ongoing defects rather than transient observations. Looking across the full MOT sequence, the January 2025 pass was preceded by a dangerous failure for an unstable driver's seat and both front tyres being below the legal tread threshold with exposed ply or cords, while the January 2024 test was the last clean pass with no recorded defects. The overall trajectory is therefore one of accelerating wear, with the corrosion advisory, brake disc deterioration, and oil leak now combining on consecutive tests to suggest a vehicle whose undercarriage integrity and powertrain sealing warrant close physical inspection. Recorded mileage of 145,812 miles across roughly twelve years equates to an annual accumulation of approximately 12,150 miles, which is well above average for a light commercial of this age and points to sustained heavy-duty use, most likely as a working van rather than private transport. There are no unusual gaps in the testing record and the mileage progression between annual tests is consistent with regular operation, which removes the concern of long-term standing but increases the expected wear on engine internals, clutch and transmission components, suspension linkages, and commercial-grade braking hardware. For a vehicle of this mileage and usage profile, the fact that oil leaks have been flagged on three consecutive MOTs is particularly relevant, as it suggests an ageing sealing system around the engine or gearbox that is progressively worsening rather than a one-off gasket failure. A prospective buyer should physically inspect the underbody on a ramp or with the vehicle lifted, paying particular attention to the condition of the subframe, floor pans, longitudinal chassis rails, suspension arms, and brake and fuel lines, because the recorded underbody corrosion advisory on the 2026 tests can mask serious perforation in areas routinely sprayed with road salt. The offside rear brake disc noted as pitted or scored should be measured for thickness against the manufacturer minimum, and the offside front tyre showing outer-edge wear should prompt a check of camber, tracking, and suspension bush condition on that corner, since uneven shoulder wear on a commercial vehicle frequently traces back to worn wishbone bushes, top mount bearings, or sagging coil springs. The persistent oil leak warrants tracing from above and below to identify whether the source is the cam belt area, sump, rocker cover, turbo oil feed, or gearbox input seal, and the buyer should look for fresh drips, oil-saturated undertrays, and signs of recent steam cleaning that might be concealing the leak rate. On a road test, the vehicle should be driven over varied surfaces to listen for clonks or rattles from the front suspension that would indicate worn bushes or top mounts, and any steering pull to the offside or tram-lining on uneven roads would reinforce concern about the recorded outer-edge tyre wear. The brakes should be checked from cold and warm for vibration through the pedal or a pulsing sensation, which would confirm the pitted rear disc is distorting under heat, and the handbrake holding force on an incline should be verified given the heavy commercial loading this vehicle is likely to have carried. The high-mounted stop lamp, although a minor item, should be replaced as it is a straightforward repair, while the driver's seat base and runners must be examined for stripped mounting points or worn runners following the dangerous failure recorded in early 2025, ensuring the seat locks firmly in position under body weight. Taken together, the mileage, the accumulating advisories, and the evidence of underbody corrosion suggest a vehicle that remains roadworthy but is approaching the stage where rectification of structural and sealing issues will become both recurring and increasingly costly.