2018 Mercedes-Benz Sprinter 2.1L Diesel · RF68 FSU

The most recent MOT on 22 December 2025 was passed, but it recorded several advisories – notably slight play in both front lower suspension arm ball joints, a deteriorated front registration plate and minor damage to the nearside windscreen. Over the past five years the vehicle moved from a failure in December 2021 (wiper inefficiency, repeater fault and excessive headlamp aim) to a clean pass in 2022 and then a series of passes with only minor or advisory items. This pattern indicates that the major faults identified in 2021 have been largely remedied and the vehicle’s maintenance trajectory has stabilised, although the recurrence of suspension‑arm play suggests a developing wear issue that warrants monitoring. At 150,884 miles recorded in 2026 the Sprinter averages roughly 18,900 miles per annum, which is considerably above the typical 10‑12 000 mile benchmark for light commercial vans. Such a mileage rate points to sustained on‑road use rather than prolonged periods of storage, meaning consumables such as tyres, brakes, suspension bushings and engine oil have been subjected to accelerated wear. The high annual mileage also raises the likelihood of internal engine and transmission component fatigue, especially if service intervals have not been rigorously adhered to, and it may have contributed to the observed suspension ball‑joint play. Prospective buyers should give particular attention to the front lower suspension arms; a hands‑on inspection should verify the condition of the ball joints and bushings, and a test‑drive should be used to listen for clunking or feel for any looseness when negotiating bumps or applying steering input. The nearside windscreen damage, while not yet affecting visibility, should be examined for cracks that could propagate, and the wiper’s ability to clear the glass must be confirmed as the previous PRS failure suggests possible blade or motor wear. All external lighting – especially the nearside stop and position lamps that have shown intermittent operation – should be tested for proper function and correct headlamp aim, as mis‑aimed beams can indicate mounting shifts or suspension changes. Brake performance should be checked for any pulsation or reduced pedal feel, as high mileage and potential corrosion on the discs are common in heavily used vans. Beyond the recorded defects, age‑related checks are advisable. Tyre sidewalls should be inspected for cracking, dry rot or excessive tread wear, given that the original tyres are now eight years old and may have been subject to high mileage. The under‑carriage and chassis should be examined for rust, especially around wheel arches and suspension mounting points, as corrosion can undermine structural integrity. The 12‑volt battery, likely approaching the end of its service life, ought to be load‑tested, and all fluid levels – engine oil, coolant, brake and power‑steering – should be verified for correct condition and any signs of contamination, as time‑based degradation is common even when mileage is high. A full service history, with evidence of timely oil changes, timing‑chain or belt inspections, and regular brake and tyre replacements, will provide the strongest reassurance of the vehicle’s continued roadworthiness.