2016 Jaguar XE 2.0L Diesel · AD07 ROG

The most recent MOT on 8 July 2026 recorded a failure, with a major defect on the engine management indicator lamp being inoperative, dangerous tread depths on both rear tyres and a dangerous defect on the rear brake pads being below the minimum thickness. Although a pass entry is also listed for the same date, the presence of a major and two dangerous failures means the vehicle would not have been deemed road‑worthy at that test. Over the past four years the pattern has clearly deteriorated: a serious shock‑absorber leak was flagged in 2022, tyre condition has steadily moved from advisory wear to dangerous tread loss, and rear braking components have progressed from advisory wear to a dangerous pad thickness, indicating a trend of worsening maintenance rather than improvement. At 106,532 miles the Jaguar XE averages roughly 10,650 miles per year, which sits squarely within the typical UK usage envelope for a ten‑year‑old saloon. The mileage does not suggest excessive short‑trip abuse, but the combination of age and moderate annual mileage means many wear items are now driven more by calendar life than by distance. The recurring tyre and brake wear, together with the suspension fluid leak, point to components that have been subject to normal wear cycles and are now reaching the end of their service life, especially given the vehicle’s likely periods of standing between journeys. A prospective buyer should give the rear tyres immediate attention; tread depths below 1.6 mm are illegal and unsafe, and the current dangerous rating suggests the tyres will need replacing before the vehicle can be driven legally. While inspecting the wheels, look for uneven wear patterns, sidewall cracking or perishing that can indicate mis‑alignment or prolonged storage. The rear brake discs, previously noted as pitted, should be measured for thickness and surface condition, and the pads must be replaced as they are already below the minimum 1.5 mm. On a test drive listen for any clunking or excessive bounce from the rear, which would confirm the shock‑absorber leak has not been remedied, and feel for any pull or vibration that could arise from worn rear tyres or brake imbalance. The inoperative MIL lamp is a red flag for the engine management system; a diagnostic scan should be performed to identify any stored fault codes, and the vehicle should not be driven without confirming that the underlying issue has been rectified, as it may affect emissions compliance and engine reliability. Beyond the immediate safety items, the buyer should verify the condition of the 12 V battery, which at ten years may be nearing the end of its service life, and check for any signs of corrosion on battery terminals and chassis grounding points. Fluid levels and condition—engine oil, coolant, brake fluid and power‑steering fluid—should be inspected for discoloration, moisture ingress or particulate contamination, as time‑based degradation can occur even with modest mileage. Confirm that the service book contains regular oil changes and that any recommended time‑based services, such as coolant flushes or brake fluid replacements, have been recorded. Finally, ensure that the near‑side rear child seat is removed for a full belt inspection, as the current obstruction prevents a complete safety check of the adult restraint system. Addressing these points will give a clear picture of the vehicle’s roadworthiness and the likely near‑term investment required to bring it to a reliable, legal condition.