2013 BMW 520 2.0L Diesel · NJ63 DZH

This 2013 BMW 520 presents a mixed picture: a long run of clean passes from 2021 through 2024 has been interrupted by two failures in the last fourteen months, both of which were rectified and followed by passes, the latest being a clean pass on 20 August 2026 with no defects recorded. The August 2026 failure was the more mechanically significant of the two, flagging a fractured nearside front coil spring and an ABS warning lamp fault, alongside advisories for both rear tyres worn close to the legal limit on their edges. The July 2025 failure was more of an assembly and maintenance nature, covering an offside front track rod end with excessive play, a missing wheel stud on each side, and an insufficient windscreen washer supply. The pattern suggests a car being kept on the road with repairs carried out as defects arise, rather than one showing chronic structural deterioration, but the recent cluster of front suspension and steering component failures at this mileage warrants careful scrutiny. At 173,207 miles over roughly thirteen years, the car has averaged around 13,300 miles per year, which is high and consistent with sustained regular use rather than long periods standing. The test history shows annual tests at fairly regular intervals with no significant gaps, and the mileage accumulation appears steady rather than showing sudden jumps. This level of use is entirely consistent with the wear items recorded: coil springs, track rod ends, and rear tyres are classic high-mileage consumables on a heavy executive saloon, particularly one running 275-section rear rubber on 19-inch wheels. High-mileage use also means the buyer should assume wear across the wider suspension, braking, and drivetrain components even where the MOT record is silent, since the repeated advisory about undertrays and engine covers obscuring testable components means parts of the underside have never been fully visible to the tester. On a test drive, priority should go to the front suspension and steering given the recent history. With a fractured nearside front coil spring replaced only weeks ago, listen for any knocking or clonking over bumps and uneven surfaces, and check that the car sits level at the front with no sagging on either side, as the offside spring will have covered the same mileage. The offside front track rod end replaced in 2025 means the steering should feel tight and precise; any free play at the wheel, vagueness on centre, or wandering at motorway speed would suggest further wear in the remaining track rod end, inner tie rods, or control arm bushes. Confirm the ABS warning lamp illuminates at ignition and extinguishes promptly, and carry out a firm brake test from speed to verify the system intervenes correctly without judder or pull, since an ABS fault was recorded as recently as August 2026. The recurring rear tyre advisories, noted in both 2021 and 2026 with wear concentrated on the edges, point to either aggressive rear geometry settings typical of this model or possible rear suspension bush wear affecting alignment. Inspect both rear tyres for inner or outer edge wear and budget for replacement if they are near the 1.6mm limit, and consider a four-wheel alignment check after purchase. The missing wheel studs recorded in 2025 should prompt a check that all fixings are present and correctly torqued on every wheel. Finally, because undertrays have repeatedly limited the tester's view, a pre-purchase inspection on a ramp is strongly advisable to assess the subframes, brake pipes, and suspension mountings for corrosion or leaks that the MOT record simply cannot speak to.