2013 Mercedes-Benz E 2.1L Diesel · FD13 NFC

A persistent pattern of tyre and brake-related advisories defines the mechanical profile of this 2013 Mercedes-Benz E-Class, with no corrosion, structural, or emissions concerns recorded across the available tests. The most recent examination on 14 May 2026 resulted in both a pass and a fail on the same date, the failure being driven by tyre condition rather than any deeper mechanical defect. Specifically, the offside front and offside rear tyres were recorded as worn close to the legal limit and worn on the edge, while the nearside rear and offside rear both had nails in them. A front brake disc was also noted as worn, though not excessively. Looking back at 2025, a previous failure on 8 April was attributed to rear tyres of different sizes fitted on the same axle, and the nearside front tyre was again flagged for edge wear and a minor cut. This is not a record of accumulating neglect on major components, but it does show that the tyres on this vehicle are being replaced frequently and that uneven wear across the axle is a recurring theme worth investigating rather than dismissing as routine. Against an average UK mileage of roughly 9,000 to 10,000 miles per year for a car of this age, the recorded 122,372 miles equates to about 9,413 miles annually, which sits squarely within the expected bracket. There are no multi-year gaps in the MOT record that would suggest extended periods off the road, and the consistent annual testing implies the vehicle has been in regular use throughout its life. For a Mercedes-Benz E-Class of this vintage and mileage, that level of usage is sufficient to keep the drivetrain, suspension, and braking components working, but it also means that wear items such as brake discs, pads, and suspension linkages will be approaching or past their second or third replacement cycle. The absence of any advisory related to oil leaks, exhaust integrity, suspension bushes, or subframe corrosion across all recorded tests is a positive signal for a vehicle now into its teenage years, though it should not be taken as conclusive proof that these areas are pristine, only that they have not yet been flagged. From a buyer's perspective, the immediate priority is a close inspection of all four tyres and a discussion with the seller regarding their age, brand, and whether a four-wheel alignment has been carried out recently. Edge wear that recurs across both front and rear axles is frequently caused by incorrect tracking, worn suspension bushes, or weak coil springs allowing the car to sit out of its designed geometry, so simply fitting new tyres without correcting the underlying cause will see the same advisory return at the next test. On a road test, listen for clonking or knocking from the front suspension over speed humps and uneven roads, particularly from the lower wishbone arms and anti-roll bar drop links, both common wear points on the W212 E-Class. Any vagueness through the steering, pulling to one side under braking, or a sense that the car does not sit squarely on its wheels would reinforce the suspicion that the geometry problem is mechanical rather than alignment-related. The brake system also warrants direct attention. The 2024 advisory of a corroded, grease-covered offside rear brake pipe is a point worth raising with the seller, as brake lines on a thirteen-year-old car are vulnerable to corrosion, particularly along the underbody and rear axle area, and replacement can be costly if the corrosion has spread. On the test drive, evaluate brake pedal feel for any excessive travel, sponginess, or judder under firm application, and listen for any grinding or scraping from the front discs, which would confirm that the noted disc wear has progressed beyond the advisory stage since May 2026. With the engine running and the car warm, check for any blue smoke from the exhaust indicating oil consumption, and inspect the underside for damp areas around the sump, valve cover, and turbo plumbing if applicable. A pre-purchase inspection on a ramp would be strongly advisable to confirm the structural condition of the underbody, the integrity of the brake lines, and the state of the suspension components, none of which have been flagged on MOT but all of which become increasingly relevant at this age and mileage.