2015 Mitsubishi Shogun 3.2L Diesel · SW15 YSM

The most recent MOT on 23 July 2026 was passed, but it carried three advisories: a slightly noisy near‑side rear wheel bearing with a small amount of play, and minor under‑body corrosion. Over the past six years the vehicle has consistently passed its MOT, yet a pattern of recurring advisories has emerged – wheel‑bearing play, anti‑roll‑bar linkage looseness, hydraulic fluid leakage, brake‑pipe corrosion and progressively pitted brake discs. While none of these items have yet caused a failure, the trend is one of gradual wear rather than improvement, indicating that components are approaching the end of their service lives and will likely require attention in the near future. At 59,740 mi the 2015 Shogun averages roughly 5,400 mi per year, well below the typical UK usage of 7‑10 000 mi annually. Such low mileage often points to periods of infrequent use or prolonged storage, which can be as detrimental as high mileage. Extended standing can accelerate rubber ageing, cause seals to dry out, encourage rust in the chassis and under‑carriage, and lead to battery sulphation. Conversely, the modest wear on wear‑items such as the brakes and suspension suggests they have not been subjected to heavy loading or aggressive driving, but the age‑related degradation must still be considered. A prospective buyer should give particular attention to the near‑side rear wheel bearing: listen for a low‑frequency hum or growl that changes with vehicle speed and load, and feel for any lateral play when the wheel is rocked. The anti‑roll‑bar linkage ball joints flagged in 2024 should be examined for excessive movement or clunking when cornering, as worn bushings can compromise handling stability. The central front hydraulic leak noted last year is most likely a power‑steering fluid seep; inspect the reservoir, hoses and the steering rack for dampness or oily deposits, and be prepared for a possible seal replacement. Both front and rear brake pipes have been recorded as corroded and covered in grease; verify that the lines are free of rust, that the brake pedal feels firm, and that there is no wetness around the wheels. The brake discs have been described as pitted but not structurally weakened; however, pitting can reduce braking efficiency and cause shudder under hard braking, so a professional resurfacing or replacement of the most affected discs should be budgeted for within the next 6‑12 months. Given the vehicle’s age and low‑usage profile, the buyer should also conduct a thorough visual inspection of the tyre sidewalls for cracking, dry rot or bulges, as tyres older than ten years can fail regardless of tread depth. Check the 12‑volt battery for terminal corrosion and perform a load test to confirm it still holds charge; a battery left on a stand for long periods often needs replacement. Examine all fluid levels – brake, coolant, power‑steering and gearbox – and note the dates of the last top‑ups; time‑based fluid degradation can lead to corrosion and reduced performance, so a full service with fluid changes is advisable. Finally, scrutinise the under‑body for any progression of the previously noted corrosion, especially around suspension mounting points and the chassis rails, as hidden rust can compromise structural integrity if left unchecked.