2018 Aston Martin DB11 5.2L Petrol · FEZ 101

A clear and consistent pattern emerges across the recorded DVSA tests for this 2018 Aston Martin DB11: a recurring advisory against both rear tyres for edge wear and perishing, present at the 2022 test and repeating again at the 2025 and 2026 examinations. The intervening tests in 2023 and 2024 were recorded with no advisories, suggesting that new rear tyres were likely fitted around that period before the wear pattern re-established itself. The car passed every recorded test, and there are no advisories relating to braking components, suspension, corrosion, exhaust emissions, or structural integrity. While the absence of failures and the limited scope of advisories indicates a relatively clean roadworthiness record on test, the rear-tyre edge wear has now been flagged at three separate examinations and represents a persistent characteristic that any prospective buyer should treat as an ongoing consideration rather than an isolated event. Against an age of roughly eight years, the recorded 16,675 miles equates to an average annual accumulation of around 2,084 miles, which is low. MOT coverage is continuous from 2022 onwards with no testing gaps, indicating the vehicle has remained in regular use throughout that period despite the modest mileage. Light annual mileage of this nature typically results in slower wear to friction materials such as brake pads and discs, and to drivetrain components, but it can also allow standing-start deterioration of rubber and elastomer items, oxidation of brake disc surfaces, and drying of seals. The rear tyres are a clear example: perishing was specifically noted in 2022 and edge wear has continued, which on a low-mileage, high-power rear-driven car is consistent with shoulder loading under hard acceleration from a cold start rather than simple age-related tread loss. On inspection, the rear tyres should be examined closely for uneven shoulder wear on both the inner and outer edges, sidewall cracking or perishing, and any feathering across the tread blocks that might point to a geometry issue rather than driver behaviour. The rear camber should be checked, as factory settings on the DB11 tend towards negative camber to aid cornering grip, and any deviation from specification will accelerate inner-edge wear disproportionately. During a test drive, listen for any knocking or clonking from the rear suspension over uneven surfaces, particularly over speed humps and catseye ridges, and feel for vagueness or instability from the rear end during high-speed direction changes, as worn rear bushes, top mounts, or anti-roll bar links can all present in this manner. Steering should remain precise and self-centring without vibration through the wheel, and any pull to one side under braking or acceleration warrants further investigation of the rear brake caliper sliding pins and handbrake mechanism, which can seize on cars that see limited use. The braking system as a whole should be exercised firmly from speed to confirm a firm pedal with no sponginess, and the car should be held on a steep incline with the handbrake applied to verify its holding capability, given the known tendency for rear calipers to bind or seize on low-mileage vehicles. With the engine running, the underbonnet area should be inspected for any signs of oil misting around the cam covers, coolant residue around the header tank and pipework, and any staining on the chassis legs or subframe pointing to weeping seals or gaskets. Finally, because MOT testing does not cover items such as clutch feel, gearbox calibration, infotainment function, convertible roof operation, or electronic suspension settings, these should all be exercised during the viewing, and a full main-dealer or marque-specialist pre-purchase inspection is strongly advisable given the complexity and cost of rectification on this model.