2022 Ford Transit 350 Leader Ecoblue 2.0L Diesel · WN22 DPK

The most recent DVSA MOT test on 6 March 2026 resulted in a pass, although it followed immediately on from a same-day failure that was subsequently cleared. The failure related to a nearside front headlamp aim being too low, which was rectified and re-presented, while the advisory on both records notes that the front brake discs are pitted or corroded though not seriously weakened. Across the recorded test history the overall maintenance trend is broadly stable, but the appearance of brake disc corrosion at only four years of age suggests the vehicle has seen periods of light use rather than regular driving which would normally keep the disc surfaces clean and free from surface oxidation. The recorded mileage of 11,893 miles over an approximate four-year period equates to around 2,973 miles annually, which is substantially below average for a commercial vehicle of this class. Light commercial vehicles such as the Transit 350 are typically operated for far higher mileages, often in excess of 15,000 miles per year, so this figure suggests either sporadic use, a secondary or part-time role, or extended periods of standing. Low annual mileage in itself is not a negative indicator, but it does change the nature of the likely wear profile, favouring calendar-based degradation of fluids, batteries, tyres, brake components, and rubber suspension parts rather than distance-related mechanical fatigue. Given that the MOT history is otherwise clean and the mileage is low, particular attention should be paid to age-related deterioration rather than wear from use. Tyres on a vehicle of this age can suffer sidewall perishing and cracking even where the tread depth remains adequate, so a close inspection of the sidewalls for ozone cracking is worthwhile, and any tyres over five years old from the date code should be considered for replacement on safety grounds. The 12V battery is a common failure point on light commercials that stand for long periods, so its state of charge and ability to hold voltage under load should be verified, and if there is any doubt, a replacement budgeted for. Brake calipers that have remained static for extended intervals are also prone to seizing or binding, which may not have manifested at the time of test but could present as pulling to one side or a binding sensation when the vehicle is driven; likewise, the brake fluid should be changed in line with the manufacturer schedule rather than simply by mileage, as hygroscopic fluid degrades with time. On a road test, listen for any clonks or knocks from the suspension that might suggest perished bushes or top mounts, which often deteriorate from age and standing rather than mileage. The steering should feel precise without excess play, and any uneven tyre wear when inspected should be noted as evidence of a possible geometry or suspension component issue. Check that all fluid services are up to date in line with calendar intervals, particularly the diesel particulate filter regeneration cycles, the AdBlue system, and the engine oil and filter, as these have time-based as well as mileage-based service requirements. Finally, confirm that the advisory on the front brake discs has been monitored and that the corrosion has not progressed to the point of requiring disc replacement, as pitted discs can lead to brake shudder, reduced efficiency in wet conditions, and accelerated pad wear.