2018 Nissan Qashqai 1.5L Diesel · YL18 BVF

The most recent DVSA examination on 12 February 2026 resulted in a pass, though this is qualified by the fact that the vehicle was initially presented as a failure on the same date due to an inoperative engine malfunction indicator lamp (MIL). The subsequent pass is accompanied by two advisories relating to nearside front and central front tyres being worn close to the legal limit and on their edges, indicating that replacement was imminent at the time of test. Looking at the broader history, the maintenance trend appears stable but with a notable uptick in advisory items relating to suspension and tyres over the last two cycles. In February 2025, the vehicle failed on a major defect concerning the nearside front suspension arm ball joint dust cover, which was no longer preventing the ingress of dirt, accompanied by a minor for the offside equivalent and advisories for corroded rear shock absorber casings. Prior to that, the 2024 test was entirely clean, while the 2023 test recorded front brake pad wear, edge tyre wear, and cracking on tyre inner and outer shoulders. The 2021 cycle included an MOT failure for headlamp aim and tyres cut deep enough to reach the ply or cords. Overall, the pattern suggests a vehicle that is fundamentally roadworthy but one where consumable and underbody components are now requiring closer attention. The recorded mileage of 78,171 miles over approximately eight years equates to an annual usage of roughly 9,771 miles per annum, which is broadly typical for a vehicle of this age. There are no significant extended gaps in testing that would suggest prolonged periods of standing, which is positive given the recurring advisories for corroded shock absorber bodies and suspension dust covers that can be exacerbated by lack of use. The MOT records are continuous from 2021, implying regular although not necessarily high mileage usage. Mechanically, this level of annual mileage places moderate wear on consumables such as brake pads, discs, tyres, and suspension bushes, while the engine and drivetrain should not yet be excessively worn. The fact that the MIL fault appeared at the most recent test, even if down to a simple bulb or electrical issue, should prompt verification of the engine management system on a test drive, ensuring no stored fault codes are present and that the lamp operates correctly on ignition. For a prospective buyer, the recurring tyre wear advisories across multiple test cycles warrant careful inspection. Edge wear on both the nearside front and central tyres at the most recent test suggests potential wheel alignment issues, possibly due to worn suspension components, and an alignment check should be carried out alongside fitting new tyres. On a test drive, listen for any clonking or knocking from the front suspension over speed bumps or rough surfaces, which could indicate that the ball joints themselves are now worn following the dust cover failure recorded in 2025. The corroded rear shock absorber casings flagged in 2025 should be physically inspected to ensure the corrosion remains superficial and has not compromised the units, as shock absorbers at this age and mileage often require replacement. Any uneven ride height or excessive body roll through corners would further suggest deterioration. Given the front brake pad wear advisory recorded in 2023, a physical inspection of remaining pad material and disc condition is essential, with attention to any brake shudder or vibration under heavy braking which would indicate warped discs. In addition to the specific advisories, age- and mileage-appropriate checks should be undertaken. Tyre sidewalls should be examined for cracking or perishing regardless of tread depth, particularly given the all-tyre shoulder cracking advisory from 2023, as rubber degrades with age even on lightly used vehicles. The 12V battery, which is not assessed under MOT, should be load-tested given the vehicle is now eight years old and batteries typically require replacement at five to seven year intervals. Brake calipers should be checked for binding after any period of standing, and the condition of the brake fluid verified as the fluid should ideally be renewed every two years regardless of mileage due to its hygroscopic nature. Given that the underside was noted as covered in mud in 2025, it would be prudent to have the underbody inspected on a ramp for any corrosion to structural or suspension components, particularly the rear shock absorber mounting areas. Finally, verify the service book stamps to confirm that timing chains, oil, and filter intervals have been maintained at the correct manufacturer-specified intervals, and confirm that the engine MIL concern from the latest test has been fully diagnosed and resolved with any relevant fault codes cleared.