2011 Renault Trafic 2.0L Diesel · WA61 FSS

The defining mechanical story of this Trafic centres on a pattern of suspension, steering and underbody wear emerging through the recent MOT cycle, despite the vehicle continuing to pass its roadworthiness tests. Across three of the last four annual examinations, defects serious enough to trigger a fail have been recorded: fractured rear coil springs on both sides in October 2023, a split CV boot with grease loss on the offside front drive shaft together with excessive play in the offside front track rod end in October 2022, and an excessively worn forward bush on the offside rear trailing arm in October 2021. The most recent assessment on 16 October 2025 returned a clean pass with no advisories, which arrests the immediate downward trend, but the pattern of three major defects in four years indicates that the underlying consumable wear on this van has not been uniform and that components grouped around the rear axle and front steering have been the principal areas of concern. The recorded mileage of 67,241 miles across fifteen years equates to an average accumulation of roughly 4,483 miles per year, which is notably low for a light commercial vehicle of this type and likely reflects extended periods of stationary use interspersed with occasional trips rather than regular daily operation. The MOT history itself shows consecutive annual tests from 2021 through 2025 with no large gaps in the record, so the low annual figure is genuine rather than the product of unregistered standing time. From a mechanical standpoint, low annual mileage on a commercial vehicle of this age tends to accelerate corrosion on underbody components and can leave flexible items such as brake pipes, CV boots and suspension bushes more prone to perishing due to long static periods rather than wearing through use. For a prospective buyer, the underbody and running gear should be the principal focus of any physical inspection, with particular attention to the rear suspension and front steering linkages that have dominated the recent advisories. Both rear coil springs were replaced after fracturing in 2023, so it is worth confirming that quality pattern parts were fitted and that no knocking or settling is evident when the unladen van is driven over speed humps or undulating surfaces. The offside front track rod end ball joint has now appeared twice in the record, first with excessive play in 2022 and more recently as slight play in 2024, which suggests the joint may be wearing progressively and warrants a manual check for any looseness or clonking under braking and on full lock. The brake pipe advisories from 2023 noting corrosion on the lines running from the ABS pump to the rear should also be revisited, as surface corrosion on these protected underbody lines can progress quickly on a vehicle of this age and may require sectional renewal if pitting has advanced. A road test should focus on symptoms that mirror the flagged components. Listen for any clonking or knocking from the rear axle over bumps, particularly under light load, as a fractured coil spring typically presents as a metallic rattle on compression. On the front end, any vibration through the steering wheel, inconsistent self-centring, or a wandering feeling at speed would be consistent with renewed track rod end wear or residual CV joint issues following the 2022 boot failure. The brake pedal should be checked for sponginess or excessive travel, and the discs visually inspected for lipping or scoring in line with the 2024 advisories on both front and rear discs. Finally, given the low mileage and the corrosion noted on the underbody brake lines, the vehicle should be examined on a ramp for any fresh surface rust on the subframe, mounting brackets and pipe unions, as these are the areas most likely to determine the next MOT outcome.