2018 Mercedes-Benz GLE 3.0L Diesel · FX68 PCF

The defining mechanical narrative of this 2018 Mercedes-Benz GLE is a history of advisories concentrated around its rear braking components and front driveline, set against an otherwise largely clean pass record. Across eight recorded MOT tests there have been two failures, both rectified at the same test visit, and the most recent pass on 15 July 2026 carried a cluster of advisories that point to wear now reaching serviceable thresholds. The latest test flagged rear brake discs worn though not excessively, rear brake pads wearing thin, and a transfer case oil leak, alongside minor defects for deteriorated CV joint boots on both front outer drive shafts. These items are not failures, but they do indicate that consumables on the rear axle and front driveline are now in the latter stages of their working life and merit close physical inspection before purchase. With 85,938 miles accumulated over eight years, the vehicle has covered roughly 10,742 miles annually, which sits broadly in line with typical usage for a car of this age and class. There is one notable gap between the November 2021 test and the July 2022 test, but otherwise testing has been regular and annual, suggesting the vehicle has remained in active service without long lay-up periods. The mileage progression between tests has been steady rather than abrupt, so there is no evidence of a single heavy-use phase that would disproportionately accelerate wear on the drivetrain or suspension. Mechanical expectations for a GLE at this mileage should centre on the natural decline of underbody and axle components, particularly the rear brakes, the front CV boots now flagged, and the oil leak that has appeared in successive tests. The CV joint boots recorded as severely deteriorated on both front outer drive shafts in the 2025 and 2026 tests are a priority item, as a torn boot allows grease to escape and contamination to enter, leading rapidly to joint failure. On a test drive, listen for a clicking or knocking from the front of the vehicle during full-lock turns at low speed, and feel for any vibration or shunt through the steering under load. These boots can be replaced independently of the joint if caught early, so a physical inspection of the boots for splits, missing grease, or flung grease on the surrounding suspension arm is worthwhile, as the MOT visual check alone will not confirm whether the joint itself has begun to wear. The rear brake disc and pad advisories, combined with the recurring front oil leak now traced to the transfer case, warrant targeted attention on the test drive and ideally a borescope or ramp inspection. On the move, expect to feel any developing rear brake imbalance as a slight pulling or judder under firm pedal application, particularly from cold, and listen for any grinding or scraping that would indicate the pads have worn beyond the advisory threshold. For the transfer case oil leak, check the underbody for fresh wet staining around the transfer case housing and intermediate shaft seal, and note any differential whine or vibration through the transmission tunnel, which can indicate that oil loss has begun to affect lubrication. Given the historical MIL inoperative fault flagged at the June 2023 failure, it is also prudent to confirm that any warning lights remain absent at ignition and that no emissions or engine management irregularities recur, as the original fault was not given a diagnostic repair history within the MOT record.