2003 Mercedes-Benz CLK 3.2L Petrol · B2 MYD

A clean DVSA record across five consecutive annual tests establishes a strong baseline of roadworthiness for this 2003 Mercedes-Benz CLK, with the most recent assessment on 10 December 2025 returning a pass and no advisories, defects, or failure items logged. The single fail recorded on 9 December 2025 carries no defect detail, which is consistent with either a same-day re-test following a minor presentation issue or a refusal to test rather than a substantive mechanical failure; the immediate pass the following day reinforces the interpretation that no underlying component problem was identified. Across the 2022 to 2025 testing cycle, the vehicle has demonstrated the kind of stable, defect-free pattern that prospective buyers should weight heavily when evaluating a 23 year old platform, particularly given the known susceptibility of W208 and W209 chassis Mercedes to corrosion, suspension bush wear, and electrical gremlins as they age. With 138,332 miles accumulated over roughly 23 years of service, the CLK has covered an average of around 6,014 miles per year, a figure that sits comfortably within the typical band for a vehicle of this vintage and likely use profile. There are no significant gaps in the MOT testing history to suggest extended periods off the road, and the consistent year-on-year testing rhythm indicates the car has remained in regular service rather than being laid up for seasonal or storage reasons. From a mechanical standpoint, this kind of moderate, steady usage is generally favourable: it keeps seals, gaskets, and flexible components working rather than allowing them to dry out and crack, while not imposing the heavy wear that high-mileage examples endure on bearings, turbochargers, and drivetrain mounts. Given that the MOT history contains no advisories to anchor component-specific inspection, a prospective buyer should focus their physical appraisal on the areas most likely to be approaching end-of-life on a Mercedes-Benz of this age and mileage. On the suspension, pay close attention to the front lower wishbones, upper strut mounts, and anti-roll bar drop links, listening for clonks on uneven surfaces and feeling for imprecise turn-in response; the rear subframe mounting points and trailing arm bushes should be inspected for cracking or separation. Brake discs and pads, particularly on the rear calipers which are prone to seizing on these chassis, should be checked for uneven pad wear, hot spots on the disc surface when warm, and any binding when the vehicle is pushed or rocked with the handbrake released. On the test drive, listen for any whining from the differential or gearbox, watch for clutch slip under load in manual examples, and monitor the dashboard for the cluster pixel failure and electronic selector faults that are well documented on this generation of CLK. Underneath the vehicle, the buyer should carry out a thorough examination of the sills, wheel arches, jacking points, and suspension subframes for any bubbling paint, surface scale, or perforation rust, as Mercedes of this era can mask corrosion behind trim and under underseal. The exhaust system, particularly the front flex pipe and rear mounting rubbers, should be checked for blowing joints and corrosion, while engine oil and coolant circuits deserve a close inspection at the sump, timing cover, and coolant reservoir for the seepage common to high-mileage M111 and M272 units. A scan with a Mercedes-specific diagnostic tool such as STAR or a capable aftermarket reader is also recommended to interrogate modules such as the steering angle sensor, SAM units, and roof operation system on convertible variants, as these can store fault codes long before any MIL illuminates. With a clean MOT history but no specific advisories to confirm, this CLK remains a candidate worthy of a careful physical survey rather than one where the test sheet alone settles the question of mechanical condition.