2006 Nissan Terrano 2.7L Diesel · WF06 SLV

A twenty-year-old Nissan Terrano with 100,356 miles shows a mixed MOT record, but the dominant theme is corrosion and fluid leaks rather than outright mechanical breakdowns. The most recent test on 19 June 2026 was a pass, yet it carried four advisories including heavy corrosion to the rear of the chassis, an oil leak, and play in both the offside rear anti-roll bar linkage and the nearside front lower suspension arm ball joint. Looking back, this pattern is not new. In June 2025 the vehicle failed on a major defect for excessively corroded offside rear chassis rail mounting and a diesel leak, alongside an advisory for power steering seepage. An earlier failure in June 2023 flagged both front CV joint boots as split, and advisories for under-tray fluid leaks have appeared in three consecutive tests. The trajectory is therefore one of gradual deterioration of structural and fluid-sealing components rather than any sudden mechanical failure, and the chassis corrosion in particular is the most serious long-term concern. Mileage of 100,356 across roughly twenty years equates to about 5,018 miles per year, which is modest for a working SUV of this type and likely reflects periods of light or sporadic use. There are no conspicuous gaps in the MOT history to suggest the vehicle was declared SORN for multiple consecutive years, so the annual accumulation has been reasonably consistent. Mechanically, this low annual mileage does not necessarily indicate preserved condition on a body-on-frame or heavily under-sealed chassis of this vintage, because standing time and short trips can actually accelerate underbody corrosion and dry out rubber boots and seals. Indeed the pattern of CV boot splits, suspension bush wear, and chassis corrosion is consistent with a vehicle that has seen plenty of standing time in damp conditions rather than long, regular motorway runs that would keep seals flexed and surfaces washed clean. A prospective buyer should treat the rear chassis corrosion flagged in both 2025 and 2026 as the primary inspection priority. On a physical examination, the offside rear chassis rail area should be probed carefully for through-section metal loss, paying particular attention around suspension mounting points and any welded repairs, as the 2025 Major defect specifically cited reduction in structural strength. The diesel leak that caused a Major in 2025 and the recurring oil leak advisory suggest ageing seals and gaskets; on a test drive listen for any increase in engine rattle on start-up that might indicate low oil from a persistent leak, and check the ground beneath the vehicle after it has been parked. The power steering seepage noted in 2025 should be confirmed by inspecting the pipes and hoses for dampness and by checking for any worsening of steering effort or a whining pump at idle. The suspension and drivetrain advisories also warrant close attention on a road test. The slight play recorded in the offside rear anti-roll bar linkage and the nearside front lower arm ball joint can manifest as clonking noises over speed humps and uneven road surfaces, vague or wandering steering, and uneven tyre wear particularly on the inner or outer edges of the front tyres. Following the 2023 CV boot failure, the front driveshaft joints should be inspected for any fresh grease contamination around the boots and any clicking on full-lock turns at low speed, which would indicate renewed joint wear. Finally, given the diesel leak history and twenty-year-old fuel system, the engine bay should be examined for dampness around the injector lines, lift pump area, and any signs of blow-by from the rocker cover, while a sustained test drive should confirm smooth cold starting, absence of excessive smoke, and steady idle without misfire, which together would suggest the powertrain has held up despite the chronic sealing issues.