2011 Land Rover Range Rover 4.4L Diesel · FE11 TVN

The most recent MOT, carried out on 17 October 2024, was passed but recorded a number of minor and advisory items, notably a near‑side registration plate lamp fault, deteriorated front and rear plates, and slight play in the near‑side rear anti‑roll bar linkage. Compared with earlier examinations the vehicle shows a modest improvement: the series of failures recorded in 2021, early 2023 and April 2024 – which included dangerous tyre damage, major CV‑boot splits, severe brake‑pipe corrosion and a missing brake performance test – have not re‑appeared, and the only outstanding concerns are low‑severity wear items. Nevertheless the persistence of recurring CV‑boot and anti‑roll bar advisories indicates that the underlying wear has not been fully rectified and the maintenance trend remains cautiously optimistic but still requires close monitoring. At 212 554 miles the Range Rover has logged an average of roughly 14 170 miles per year over its fifteen‑year life, a figure well above the typical UK usage of around 8‑10 000 miles annually. This high annual mileage suggests accelerated wear on engine and transmission internals, drivetrain joints, suspension bushings and braking components. The mileage also implies that many wear‑items will be approaching the end of their service life and that any periods of prolonged inactivity – often associated with high‑mileage vehicles that have been used intermittently – could have contributed to corrosion of brake pipes, rust on the sub‑frame and perishing of rubber components. A prospective buyer should give particular attention to the constant‑velocity (CV) boots on both front outer drive‑shaft joints, which have been flagged repeatedly for splitting or insecure fit. Inspect the boots for cracks, grease leakage or dirt ingress and check for any play or clicking when the steering is turned at low speed – symptoms of joint wear that can lead to catastrophic driveshaft failure. The near‑side rear anti‑roll bar linkage should be examined for excessive play by applying a firm push‑pull on the bar; any clunk or looseness may indicate worn bushings that could affect handling stability. The rear sub‑frame bushes, noted as slightly deteriorated, should be probed for looseness and uneven tyre wear that might betray compromised rear alignment. Tyres require immediate scrutiny: the near‑side front tyre was recorded below the legal tread depth, the off‑side front tyre is close to its limit, and the off‑side rear tyre has damaged cords – all of which demand replacement before safe high‑speed travel. Verify that the brake pads have sufficient thickness, that the front brake discs are free of scoring or rust, and that the brake pipes are not severely corroded, especially around the rear sub‑frame where corrosion was previously advised. Any binding or uneven braking feel, shuddering under load, or a soft pedal should be reported. In addition to the items above, the buyer should confirm the condition of the seat‑belt assemblies, given multiple failures and damage reports, and ensure that the electronic stability control (ESC) warning lamp is illuminated only when appropriate – a lingering fault could indicate sensor or wiring issues. A thorough visual inspection for coolant leaks, especially around the radiator and hoses, is advisable because a coolant‑leak advisory was noted in 2020. The rear shock absorbers should be checked for oil seepage and a loss of damping, which can manifest as excessive squat under braking or a bouncy ride. Given the vehicle’s age, the 12‑volt battery should be load‑tested, and the service book examined for evidence of regular oil, filter and timing‑belt (or chain) changes. Finally, a comprehensive under‑body inspection for rust, especially on the chassis rails and rear sub‑frame, will help ascertain whether prolonged standing has compromised structural integrity. Addressing these points will give a clear picture of the car’s current roadworthiness and the likely cost of imminent remedial work.