2016 Nissan Leaf Electric · WH65 DPO

The vehicle most recently passed its MOT on 30 September 2025, though this outcome followed a failure just one week earlier on 23 September 2025 which recorded four major defects. The immediate rectification of these issues and subsequent pass suggests the failures were addressed, but the cluster of major items warrants close scrutiny. The pre-failure advisories across the history paint a picture of a braking system progressively wearing over time, with brake pad wear noted on the nearside front and rear in February 2024 and rear disc pitting alongside rear pad wear in February 2023. Combined with the September 2025 failure for parking brake efficiency and parking brake inoperative on the offside rear, alongside the advisory that the offside rear parking brake adjustment was only just meeting pass requirements at the retest, the parking brake mechanism clearly needs thorough inspection and likely adjustment or cable servicing. At 90,968 miles over approximately ten years, the vehicle is achieving roughly 9,097 miles annually, which is broadly typical for its age. The MOT history shows a relatively even spread of tests without particularly long gaps, suggesting the vehicle has been in consistent use rather than left standing for prolonged periods. For an electric vehicle of this age and mileage, the higher-use profile is generally beneficial as it avoids prolonged standing which can degrade the 12V auxiliary battery and lead to seized brake calipers from corrosion. However, the accumulated mileage does mean that suspension components, particularly the front lower suspension arm ball joint which was a major failure in September 2025, are subject to normal wear rates and may continue to require attention. Prospective buyers should prioritise a thorough physical inspection of the front suspension, paying particular attention to both sides for any renewed ball joint wear or worn suspension bushes, which on a test drive would manifest as clonking noises over speed humps, uneven tyre wear across the front axle, or vagueness through corners. The parking brake mechanism, given its recent marginal performance and history of one-sided operation, should be tested on an incline to confirm it holds firmly on both sides, and the rear brake calipers should be inspected for seizure or binding, especially given the noted rear disc pitting which could indicate uneven caliper operation. It would also be prudent to confirm the exact nature and quality of the repairs undertaken following the September 2025 failure, ideally with supporting invoices. Beyond the recorded defects, age and mileage appropriate checks remain essential. The tyres should be examined for sidewall perishing and cracking consistent with a decade of service, even if tread depth remains legal. The 12V auxiliary battery should be health-checked as flat or weak cells are common on EVs of this age and cause numerous electrical faults. Brake fluid should be assessed for age-related degradation as it typically requires replacement every two to four years regardless of mileage, and the cooling system for the electric drivetrain should be verified for proper function. For an electric vehicle specifically, confirming the state of battery health and remaining capacity through the trip computer or a dedicated diagnostic is highly advisable, as this represents the most significant long-term value consideration.