2014 BMW 420 2.0L Diesel · RF64 LJC

A 2014 BMW 420 carrying 205,442 miles presents a usage profile far above the typical annual accumulation for its age, and the MOT history reflects this with a mix of clean tests alongside two distinct suspension and drivetrain concerns that warrant close attention. The earliest recorded checks from 2017 through 2020 were passed without defects, although the 2019 test did flag light oil misting on both rear shock absorbers, which at the time was not serious enough to fail but suggested the dampers were beginning to weardown. The 2021 and 2022 tests returned to a clean pass, with only a single advisory noting a nearside rear tyre worn down to 1.6mm and bald on the inner edge, a wear pattern often linked to geometry misalignment or worn suspension components. The most concerning entry is the 2024-02-05 failed test, which recorded a nearside front shock absorber insecurely attached and contacting the drive shaft, together with a split nearside front outer CV boot. A re-test three days later on 2024-02-08 passed without defects, indicating those specific items were rectified prior to retest. At roughly 17,120 miles per year over a twelve-year life, this vehicle has covered considerably more distance than the average for its cohort, which has direct implications for the longevity of mechanical consumables and wearing components. Higher mileage typically accelerates wear on suspension bushes, coil springs, brake discs and pads, wheel bearings, and drivetrain items including driveshafts and CV joints. The gaps between tests are reasonably consistent, with annual MOTs from 2017 through 2024, and there is no evidence of long stationary periods that might otherwise raise separate concerns about seized components or moisture-related deterioration. The mileage progression, combined with the CV boot failure and shock absorber mounting issue recorded in early 2024, is consistent with a car that has been in regular hard use and whose rubber and suspension components are reaching the practical limits of their service life. For a prospective buyer, the front strut top mountings and suspension securing hardware should be a priority inspection point, since the 2024 failure specifically noted the nearside front shock absorber was insecurely attached and making contact with the drive shaft. On a test drive, listen for clonks or knocking noises from the front suspension over uneven surfaces, particularly on full lock or over speed humps, and feel for any vibration through the steering wheel that could indicate driveshaft wear following the recorded CV boot split. Inspect the inner and outer CV boots on both sides for fresh grease deposits or splits, as a recently replaced boot may be hiding an underlying joint that was already compromised by mileage. The nearside rear tyre advisory from 2022 should prompt a check of rear wheel alignment and an inspection of the rear suspension arms, trailing links and bushes, as inner-edge wear can stem from worn bushings rather than simply tyre ageing. The rear shock absorber advisories from 2019 should also be revisited, as light oil misting recorded seven years ago on both rear dampers suggests those units may now be due for replacement, particularly given the overall mileage. On the road, pay attention to excessive body roll through corners, prolonged oscillation after speed bumps, or a general unsettled ride quality, all of which point to worn dampers. Given the high annual mileage, it would be prudent to budget for replacement of suspension bushes, brake discs and pads, and to verify the condition of the rear shock absorbers and front strut assemblies through a physical inspection on a lift where possible. A compression test or a thorough inspection of the engine and transmission for oil leaks would also be sensible given the accumulated distance, alongside checks for any warning lights relating to emissions, drivetrain, or ABS systems that might indicate developing issues not captured in the MOT records.