2022 Mercedes-Benz Sprinter 315 Premium CDI 1.9L Diesel · KS22 DFF

High annual mileage for a commercial platform of this age places the 2022 Mercedes-Benz Sprinter 315 CDI firmly in the working-vehicle category, and the two recorded MOT tests reflect that operational reality. The most recent test on 9 July 2026 was a pass, but it was accompanied by a near-side front tyre advisory citing edge wear and a minor defect on the offside registration plate lamp, which together suggest the front axle geometry and lighting circuits deserve attention rather than assumption. The previous test on 13 June 2025 recorded no defects at all, giving the appearance of a stable short-term roadworthiness record, though with only two data points over four years the trend is too narrow to call definitively improving or deteriorating. The presence of a tyre wear advisory after a clean prior test indicates that the front end is now accumulating wear at a rate that future tests are likely to continue flagging. Against an age of roughly four years, the recorded 117,528 miles equates to around 29,382 miles per year, which is high even for a Sprinter and consistent with intensive commercial or shuttle use rather than light private operation. The gap between the two recorded tests covers almost exactly a year, with mileage progression broadly in line with that annual rate, which suggests continuous working rather than long periods off the road. Mechanically, this usage profile accelerates wear on the clutch dual-mass flywheel, turbocharger, DMF-related driveline vibration mounts, rear leaf spring bushes, and the common Sprinter weak points such as the AdBlue injector, EGR valve, and timing chain stretch. Brake discs and pads will also have been through multiple sets, and the front tyres reaching the wear limit at this stage is consistent with the cumulative effect of heavy laden urban or delivery mileage. For a prospective buyer, the front tyre edge wear flagged on the near-side is the single most actionable item from the record and warrants a hands-on inspection before purchase. A test drive should focus on pulling under braking, uneven straight-line tracking, and any steering vibration that would suggest the near-side front wheel is running out of camber or toe due to worn lower control arm bushes, top mount bearings, or a fatigued torsion bar spring. With this mileage, the brake pedal should feel firm without any sponginess, and the discs should be measured for lip and run-out, as Sprinter front discs are prone to accelerated wear under heavy loading. The clutch should be tested under full load on a hill, as a juddering engagement or slipping in fourth and fifth gears would indicate dual-mass flywheel wear consistent with high commercial use. The lighting fault recorded as a minor on the offside registration plate lamp is itself trivial, but on a vehicle of this age and mileage it is worth confirming that all other exterior lighting, including the rear fog, LED load-area lamps, and number plate illumination, is functioning correctly, as electrical gremlins on the Sprinter SAM (signal acquisition module) units are common and not always visible from the test history alone. Listen for any rattle from the turbo area on cold start, watch for excessive smoke from the exhaust during the regen cycle, and check for oil seepage from the rear main seal and around the AdBlue dosing unit. Given the high annual mileage and commercial application, a full dealer-level service history confirming recent replacement of the timing chain, DMF, and rear brake shoes will carry far more weight than the relatively brief MOT record itself, which on its own cannot establish the mechanical condition of the drivetrain or the integrity of the chassis and bulkhead.