BMW M22020 · 3.0L PETROL

The vehicle is currently roadworthy, having passed its most recent MOT on 26 November 2025 at 21,768 miles, though that test was conducted alongside a concurrent failure on the same day for the same defects — specifically an inoperative or malfunctioning engine MIL and the removal of rear seats and belts. This dual outcome suggests the tester recorded both a provisional pass (likely after temporary rectification of emissions or warning light issues) and a formal failure for unresolved items, indicating unresolved electronic or emissions-related faults persisting up to six months ago. The pattern across the preceding three tests shows no improvement: repeated failures for high CO and HC emissions, out-of-spec Lambda readings, and MIL faults point to a persistent underlying issue — most likely a failing oxygen sensor, faulty MAF, leaking fuel injector, or degraded catalytic converter — rather than transient tuning or cold-start anomalies. Mileage accumulation has been consistently low and steady: 1,850 miles added between 20 January and 26 November 2025, and just 1 mile between the two tests on 25 and 26 November — confirming minimal use during that period. Over six years, the car has covered only 21,768 miles, averaging under 3,630 miles annually. There are no unexplained gaps or spikes; the record shows regular testing with no extended lapses, and the mileage progression aligns cleanly with each test date. This low usage profile increases the likelihood of aged fluids, dried rubber components, and infrequently cycled brake systems — not necessarily wear, but latent degradation masked by low kilometre count. A buyer must inspect the exhaust system thoroughly, especially the pre-cat and main catalytic converter, given the repeated CO/HC and Lambda failures across three separate tests — including both idle and fast-idle conditions — which strongly indicate catalyst inefficiency or upstream fuelling faults. The engine management system requires diagnostic scrutiny: the MIL fault reappearing across multiple tests points to unresolved DTCs, possibly linked to ageing sensors or wiring. Suspension and brake components should be assessed for stiffness or corrosion rather than wear, given the low mileage and potential for prolonged static periods. Rear seat anchorage points and belt mounting hardware must also be verified, as their removal appears deliberate and unexplained — raising questions about interior modifications or prior accident repair.