2008 Mercedes-Benz E 3.0L Diesel · KA54 AGA

The most recent MOT, dated 19 October 2025, resulted in a failure because the windscreen washer system was not functioning, and an advisory noted that the front registration plate is deteriorating. In addition, the same test highlighted ongoing concerns with the front inner suspension rod ball‑joint play and the off‑side front inner suspension pin or bush wear, both of which were also flagged at the 9 October 2024 test. Over the last three years the pattern has moved from clean passes in 2021 and 2022 to successive failures in 2023, 2024 and now 2025, indicating a deteriorating maintenance trajectory rather than an improving one. At 137,249 miles the vehicle averages roughly 7,600 miles per year, which sits squarely within the normal usage envelope for an eighteen‑year‑old Mercedes‑Benz E‑Class. The mileage does not suggest any periods of extreme abuse, but it does mean that many wear‑items – suspension bushings, ball joints, tyre tread, brake pads and discs, and engine oil seals – are likely approaching the end of their service lives. There is no evidence of long periods of inactivity that would cause rubber perishing, yet the age alone warrants careful inspection of components that degrade with time as well as with distance. Prospective buyers should give particular attention to the front suspension assembly. The slight play in the nearside front inner ball joint and the worn offside pin or bush can manifest as a clunk or vague knock when navigating bumps or during hard cornering; they may also contribute to the uneven tyre wear noted on all four wheels in the 2023 and 2024 advisories. A thorough visual inspection of the ball joints, bushings and associated mounting bolts is essential, and a test‑drive should include listening for any metallic noises and feeling for any looseness in the steering feel. The tyres themselves were reported as being close to the legal limit on the edges in 2023 and 2024, and a dangerous rear tyre failure was recorded in 2023, so the current tread depth must be measured and the sidewalls examined for cracks, bulges or dry‑rot. Replacement of the tyre set is likely imminent, and the buyer should also verify that the wheel alignment has been checked and corrected after any recent tyre work. The windscreen washer failure is a minor issue but should be remedied promptly to avoid future MOT failures; the system’s pump, hoses and nozzle should be inspected for blockage or wear. Beyond the specific MOT items, the car’s age calls for a comprehensive age‑related check. The 12‑volt battery, if original, may be nearing the end of its useful life and should be load‑tested. Engine oil, coolant and brake fluid should be replaced if they have not been changed within the manufacturer’s time intervals, as fluids can deteriorate even when the car is not driven heavily. Corrosion on the chassis, especially around suspension mounting points and brake caliper brackets, should be inspected for rust that could compromise structural integrity. Finally, confirm that the service history is complete, that any major services (timing chain or belt, transmission fluid change) have been recorded, and that the vehicle has not been subject to prolonged storage that could have led to seized calipers or dried‑out seals. Addressing these points will give a clearer picture of the car’s current roadworthiness and the likely cost of bringing it up to a reliable standard.