2016 BMW 520 2.0L Diesel · RX16 APZ

A clean and unbroken run of five consecutive MOT passes on this 2016 BMW 520, with the most recent test on 13 October 2025 returning no advisories or defects of any kind, presents an outwardly straightforward roadworthiness profile. Across every test from 2021 through 2025, the vehicle has been presented annually without a single recorded advisory, which is an unusually tidy result for a ten-year-old executive saloon. That said, the absence of advisories over five consecutive tests does not constitute evidence of mechanical condition beyond the components actually inspected at the time, and a prospective buyer should still satisfy themselves on the wear-and-tear items that MOT testing does not cover. The stable, defect-free pattern suggests no recurring structural or statutory issues have surfaced at the point of test, but it leaves the history of consumable wear items essentially undocumented in the DVSA file. Recorded mileage stands at 79,977 miles across approximately ten years of use, which works out to a fairly modest average of around 8,000 miles annually. This places the vehicle in the lower-to-middle band for its age, suggesting a usage profile that has likely combined regular but not exhaustive driving with possible periods of lighter use. Mechanically, an annual accumulation rate of this level tends to keep consumables such as brake friction material, tyres, and front suspension components on the slower end of their wear curves, though it also means short journeys are likely to have dominated, which can accelerate corrosion on underfloor steel and stress the 12V battery through frequent shallow cycles. The recorded mileage progression appears broadly consistent across the testing years without any obvious gaps, indicating the car has remained in regular use rather than being laid up for extended periods. The relatively low overall mileage is a relevant factor but, standing alone, it does not confirm mechanical soundness. For a prospective buyer, the absence of recorded advisories means there is no component-specific defect history to target, but on a vehicle of this age and platform, a careful physical inspection remains essential. On a test drive, particular attention should be paid to the front suspension geometry, listening for any clonks or knocks over speed bumps and rough tarmac that could indicate worn control arm bushes, top mounts, or anti-roll bar linkages, all of which are common wear items on F10-generation 5 Series. The steering should be checked for any vagueness off-centre, pulling under braking, or uneven self-centring, and the front brake discs should be inspected for lipping and the calipers for any signs of binding, as sticking calipers are a known issue on these models. Tyres should be examined for even shoulder wear, which can point to misalignment or suspension geometry faults. A thorough underbody and engine bay examination is essential. Given the age and the likelihood of predominantly short-journey use, the rear subframe mounting points, brake pipes, and fuel lines should be visually inspected for any surface corrosion or weeping, particularly along the chassis rails where road salt tends to accumulate. The engine should be checked cold for any signs of coolant leakage from the water pump and thermostat housing area, both known failure points on this generation of BMW petrol and diesel engines. On the test drive, the automatic gearbox should be observed for any harsh or delayed shifts, and the engine should be monitored for any misfires, flat spots, or excessive vibration through the steering wheel. Any illuminated dashboard warnings, irregular idle, or hesitation under acceleration would warrant further diagnostic investigation beyond what the MOT history alone can reveal.