2010 Mercedes-Benz E 3.0L Diesel · SP60 LWM

A clean sheet on the most recent examination dated 31 July 2025 closes a period of mixed results for this E350 CDI Sport, with two failures recorded earlier in the same year and one as recently as December 2024. None of those stops left a recorded defect entry on the DVSA system, which in practical terms means either the failures were for items that could not be retested at that station or that quick corrective work was carried out before the follow-up test. The earlier history, with straight passes in March 2022 and July 2023, suggests the vehicle has largely held good roadworthiness, but the cluster of unrecorded failures within the last eighteen months is worth treating as a yellow flag rather than a clean bill of health. Without knowing precisely what triggered those advisories, the pattern hints at intermittent issues that may reappear, particularly on a higher-mileage diesel of this vintage where age-sensitive components can swing between borderline states on consecutive visits. Annual mileage works out at roughly 7,486 miles per year across a sixteen-year life, which is broadly typical for the class and age. There is a notable stretch between the March 2022 test and the July 2023 test where the vehicle appears to have been in regular use, followed by a fifteen-month gap before the late 2024 failure, and then only weeks between the early and late 2025 entries. That compressed 2025 window indicates the car was being actively driven and tested over a short period rather than being brought out of long-term storage, which removes the usual concerns about seized brakes, perished rubber, and stale fluids that come with lay-ups. The steady accumulation rate also suggests consistent rather than extreme use, so wear on suspension, drivetrain mountings and turbocharger components is more likely to be even rather than concentrated. For a prospective buyer, the lack of recorded advisories is a mixed blessing because it leaves the real mechanical condition to be assessed by physical inspection rather than paperwork. On the test drive, pay particular attention to the diesel-specific items that commonly surface on W212 E-Class cars of this mileage, especially any signs of injector or turbo oil seep that would show as misting on the engine cover and a slightly smoky start on cold mornings. Listen for a rotational groan from the front suspension over speed humps, as the lower control arm bushes and front subframe mounting points are known to wear on these chassis; also feel for any vagueness through the steering centre or a faint knocking under braking, which can indicate tired tie rod ends or worn front brake discs. With 119,777 miles on the clock, the seven-speed automatic should be evaluated by checking that all gear changes, including kickdown and manual mode, are smooth and free of hesitation. Brake feel should be tested from cold with a firm, progressive pedal rather than the first stop after setting off, as binding calipers and slightly warped front discs can mask themselves until warm. Inspect the underside carefully for any signs of oil leaking from the oil filter housing, a notoriously common failure point on the OM642 engine, and check the condition of the undertrays because a missing panel on this model exposes the steering rack and front subframe to road grit and accelerates corrosion. The exhaust system should be examined for blueing at the joints and any movement when rocked by hand, given the age and mileage, and a compression test or diagnostic read of injector balance values would be a sensible precaution. Finally, confirm that the recent cluster of test entries has genuinely resolved the underlying issues rather than simply papered over them, because a car that needed two attempts to pass within weeks is more likely to develop repeat problems than one with an unblemished record.