2009 Mercedes-Benz E 2.1L Diesel · GD59 OBN

A recurring thread of rear-end corrosion, suspension bush deterioration and brake pipe degradation runs through this 2009 Mercedes-Benz E-Class MOT history, suggesting that the underside of the vehicle has been working hard against age and road salt exposure. The most recent test on 8 November 2023 passed, but it carried three advisories that any prospective buyer should treat as a coherent warning sign rather than minor trivia: the offside rear subframe is corroded though not yet seriously weakened, and both rear suspension arm pins or bushes are perished though still within acceptable movement limits. These items are closely linked physically, as corrosion from the subframe area typically migrates into surrounding suspension components and brake pipe runs. Compounding this, the November 2019 test failed outright on a nearside rear brake pipe recorded as excessively corroded, while the front brake pipes and offside rear pipe were also flagged for corrosion at that time. The 2021 and 2022 tests passed cleanly, with the 2022 pass notably free of advisories, but the reappearance of structural and suspension advisories in 2023 indicates a renewed downward trend rather than sustained improvement. The recorded mileage of 104,636 miles across seventeen years equates to roughly 6,150 miles per year, which sits within normal territory for a vehicle of this age and prevents any accusation of either long-term storage or excessive high-mileage abuse. There are no extended gaps between tests; the record is consistently annual from 2018 through 2023, and mileage progression between tests appears steady rather than erratic. This pattern means the brakes, suspension bushes, tyres and exhaust components have all been subjected to regular in-service use, which generally promotes even wear patterns and reduces the risk of seized mechanisms or dried-out rubber that comes with prolonged standing. However, the consistent annual mileage also means the consumables flagged in the advisories have been worked through their full service life, and the 2mm rear tyre tread recorded in 2021 confirms that the braking and chassis components have been operating near their wear limits at various points. For a physical inspection, the rear subframe area should be the priority, as the 2023 advisory noted surface corrosion that has not yet penetrated structurally but sits in a zone known for trapping moisture and road grime. A torch and a firm poke with a screwdriver around the offside rear subframe mounting points, the trailing arm brackets and the adjacent brake pipe clips will reveal whether the corrosion has progressed beyond cosmetic scaling. The perished rear suspension bushes flagged in the same test will typically announce themselves as a clonking or rubbery thud over speed humps and uneven surfaces, particularly from the rear axle, and the car may feel slightly loose in transitions or exhibit a mild rear-end shimmy under hard cornering. With the 2019 brake pipe failure fresh in the timeline, every run of brake line from the master cylinder through the underbody should be examined for blistering paint, rust pitting or damp staining, and the brake pedal should feel firm with no sponginess or excessive travel on the test drive. The 2022 tyre fitment failure, where both rear tyres were mounted contrary to side wall direction instructions, is worth confirming has been rectified with correctly directional replacements, as running a rotation-sensitive tyre backwards accelerates shoulder wear and compromises wet grip. The 2021 advisories on rear brake pad wear suggest the braking system has been near replacement threshold in the recent past, so the discs should be checked for sharp lips and the calipers for smooth sliding without binding. Under load, listen for any rear brake drag that might indicate a sticking caliper or seized slider, and during a spirited stop from around 40 mph feel for any judder through the pedal that would point to warped rear discs. Finally, because rear subframe corrosion is a known issue on W212 E-Class models of this era, a ramp inspection is strongly advisable before purchase, and any evidence of fresh underseal or patching over the rear axle area should be questioned, as concealing corrosion rather than treating it is a recurring concern on this platform.