Answer first: bubbling paint tells you where to investigate, not what a repair will cost. Inspect a clean, dry classic camper in daylight; map every suspect area; and arrange a lift inspection by someone familiar with the model before buying. Corrosion close to load-bearing structure, suspension or steering mountings needs professional assessment, even when the visible patch looks small.
Understand what the Irish test manual distinguishes
The RSA’s NCT manual separates light surface corrosion from advanced corrosion and extensive corrosion. Location matters as much as area: loss of metal can be safety-critical where it interrupts a load-bearing structure. The manual highlights chassis, floor, structural sills, subframes, steering and suspension mounting points, seam welds and spot welds. An NCT pass is a point-in-time roadworthiness result within the test scope; it is not a pre-purchase body-condition warranty.
| What you see | What it may mean | Action |
|---|---|---|
| Light powdery surface change | Protective coating may be damaged | Photograph, clean only with permission, and assess extent. |
| Bubbling paint, pitting or swollen seams | Advanced corrosion may be developing below the finish | Get access and professional assessment before valuing the van. |
| Holes, cracking, detached seams or weakened mountings | Possible structural loss | Do not rely on a cosmetic repair estimate; obtain a roadworthiness and repair assessment. |
Use one route around the vehicle
Start high and finish underneath so dirt does not obscure your notes. Photograph both the wide context and close detail. Check roof gutters, pop-top edges, roof-rack and vent penetrations, windscreen surround, window apertures, door bottoms, step areas, wheel arches, lower corners and panel seams. Open doors and lockers to inspect returns and drain paths. Model-specific guides identify additional traps: the VW T2 Bay guide, for example, covers Bay Window areas without pretending they apply to every classic camper.
Look for mismatched texture, fresh underseal, overspray, distorted seams, filler cracks and missing drain holes. None proves a bad repair, but each is a reason to ask what was done and what metal lies underneath. Never use a magnet near delicate paint or filler without permission, and never strike or puncture a seller’s vehicle.
Give structural areas priority
- Chassis rails, crossmembers and their junctions.
- Sills, outriggers, jacking points and floor edges.
- Suspension, steering, seat and seat-belt anchorage areas.
- Spring, axle and running-gear mountings.
- Cab-to-conversion joints and body mounting points.
- Seam and spot welds where panels depend on continuity.
A driveway view rarely gives safe access or enough visibility. The NCT manual itself limits underbody inspection to accessible areas without dismantling. A pre-purchase inspection can be scoped differently, so ask the inspector exactly which shields, interior panels or stored items prevent access.
Read the repair, not just the receipt
A useful repair record identifies the area, condition found, metal removed, repair method, corrosion protection, photographs before covering, and who carried out the work. An invoice that says “welding” does not show the extent or whether adjacent structure was inspected. Put historic images, estimates and test reports into a restoration project record pack.
Ask whether underseal was applied before or after photographs, whether cavities were treated, and whether the repair changed the chassis or underbody. The RSA provides a modifications-report process for relevant repairs or modifications; the need for one is a matter for the applicable test rules and qualified assessor, not something to infer from a seller’s description.
Turn findings into a buying decision
| Evidence position | Practical decision |
|---|---|
| Clean access, mapped findings, specialist report and traceable repairs | Price the documented work and remaining uncertainty. |
| Fresh coating, blocked access or vague restoration history | Make access and independent inspection a condition before deposit. |
| Corrosion near structural or mounting areas | Obtain a written repair and roadworthiness assessment. |
| Seller refuses reasonable independent inspection | Treat the missing evidence as unresolved; do not substitute optimism. |
Keep damp and corrosion findings together but separately labelled. Water ingress can start or accelerate corrosion, while external rust can open a leak path. Use the campervan damp check for the habitation body and the document checklist for identity and seller claims.
Checked 24 August 2026 against the RSA’s official National Car Test Manual 2023 and vehicle-owner resources. This checklist does not reproduce an NCT, certify roadworthiness or instruct structural repair. Use a competent inspector and the current rules for the exact vehicle.