2012 Mercedes-Benz Sprinter 2.1L Diesel · LP62 AAU

The most recent MOT, carried out on 5 August 2026, was passed but returned several advisories – a modest oil leak, corrosion on both rear brake pipes, a slight play in the off‑side front suspension arm ball joint and similar rear‑pipe corrosion noted on the nearside. Over the last two years the vehicle has moved from a pattern of failures (parking‑brake efficiency and the same brake‑pipe corrosion) to a series of passes with only advisory items, indicating that the underlying issues have been at least partially addressed and the maintenance trend is now stabilising rather than deteriorating. At 246 206 miles the Sprinter averages roughly 17 600 miles per annum, well above the typical 10‑12 000 miles expected for a light commercial vehicle of this age. Such a high utilisation rate suggests accelerated wear on consumables – brake discs and pads, suspension bushings, tyre tread and sidewalls, and drivetrain components such as the clutch and rear‑axle bearings. There are no obvious mileage gaps in the record, so the wear is likely to be continuous rather than the result of long periods of storage, which would instead raise concerns about corrosion from sitting. A prospective buyer should give particular attention to the brake system. Inspect both rear brake pipes for rust, pitting or weakened sections and verify that any grease covering is not masking corrosion; any leakage or soft pedal feel on a test drive would point to a failing line. The parking brake, which has previously failed to meet efficiency requirements, must be checked for proper adjustment and for binding calipers or corroded cables – a dragging brake will manifest as a high‑pitched squeal or a pull to one side when applied. The off‑side front ball joint with slight play should be examined for excessive wear in the joint and surrounding bushings; a clunk or knock when negotiating bumps is a typical symptom. The recurring sub‑frame mounting corrosion, although currently classified as non‑excessive, warrants a visual inspection for any advancing rust that could compromise structural rigidity, especially around the mounting points on both sides. Given the vehicle’s age and mileage, the buyer should also verify the condition of the tyres – sidewalls often become brittle after a decade regardless of tread depth, so any cracking or hardening should prompt replacement. A 12‑volt battery that has been in service for many years should be load‑tested, and the electrolyte level inspected if it is a conventional lead‑acid type. Time‑based fluids – engine oil, coolant, brake fluid and transmission oil – should be changed if service stamps are missing or if more than 12 months have elapsed, as degradation can lead to seal failure and overheating. Finally, confirm that the oil leak noted in the latest MOT is minor and not a symptom of a failing gasket or cracked block; a thorough visual check under the engine bay and a short idle while observing for drips will help ascertain whether the leak is likely to worsen. Addressing these points will give a realistic picture of the Sprinter’s roadworthiness and the likely cost of bringing it to a fully reliable condition.