2013 BMW 520 2.0L Diesel · ND13 ABO

The most recent MOT, carried out on 19 May 2026, was passed but returned a number of advisories – notably the off‑side rear tyre is approaching the legal tread limit and the rear‑right shock absorber shows light oil misting. Over the past three years the pattern has been one of accumulating tyre wear advisories, a recurring rear shock oil sign, and a borderline parking‑brake efficiency note, punctuated by a serious failure on 16 November 2024 when the off‑side front tyre was found with exposed ply. This trajectory indicates a maintenance trend that is deteriorating rather than stabilising, and the dangerous tyre condition recorded in 2024 must have been remedied for the vehicle to pass subsequently; however the repeat of tyre‑wear warnings suggests the underlying issues have not been fully addressed. At 81 722 mi the car averages roughly 6 300 mi per annum, which is low for a thirteen‑year‑old BMW 5‑Series. Such modest annual mileage often points to periods of limited use or prolonged storage, both of which can accelerate age‑related component decay despite the relatively low mileage. Low utilisation can allow moisture to settle in brake discs, cause battery sulphation, and permit rubber components such as hoses and seals to harden. Conversely, any spikes in mileage that are not reflected in the recorded total could hide accelerated wear on the suspension, drivetrain and braking system, so a thorough visual and auditory inspection is essential. The tyre situation demands immediate attention. All four tyres have been flagged as close to the legal tread limit, and the off‑side front tyre previously exhibited exposed ply – a condition that requires outright replacement. Even if the tread depth appears acceptable, tyres older than six years can suffer sidewall cracking, dry‑rot and loss of structural integrity, so the buyer should verify the manufacture date (DOT code) and look for any bulges, cracks or uneven wear that could indicate mis‑alignment or worn suspension bushes. During a test drive, listen for a high‑pitched squeal or feel a pulsating vibration at higher speeds, which would confirm insufficient tread or a developing tyre defect. The rear‑right shock absorber’s oil mist is a classic sign of seal wear; a leaking shock will produce a noticeable “clunk” over bumps, reduced rear‑end stability and uneven tyre wear. It is advisable to have the shocks inspected and, if necessary, replaced, and to check the condition of the rear suspension bushings, coil springs and anti‑roll bar links for any play or corrosion. Beyond tyres and suspension, the parking‑brake efficiency being just within limits suggests the handbrake may need adjustment or a possible caliper/piston issue; a dragging brake will be evident as a slight pull to one side when released or a faint grinding noise. Given the vehicle’s age and low annual mileage, the buyer should also examine the battery for sulphation (voltage test), inspect the brake discs for surface rust or scoring, and confirm that the coolant, engine oil and brake fluid have been changed at the recommended intervals – fluids can degrade over time even without high mileage. Finally, a visual check of the under‑body for any rust, especially around the wheel arches and suspension mounting points, will highlight any corrosion that could compromise structural integrity. Addressing these points will give a clear picture of the car’s current roadworthiness and the likely cost of bringing it to a reliable, safe condition.