2016 BMW 118 2.0L Diesel · WO16 VMU

The most recent MOT on 8 August 2026 was passed, but it carried a number of advisories concerning front‑suspension oil mist, tyre tread limits, a central oil leak and slight play in the off‑side front inner track‑rod end. The preceding test on 7 August 2026 recorded a failure for a serious fluid leak from the off‑side front shock absorber and a defective anti‑roll‑bar linkage dust cover, together with a headlamp aim fault. Since that failure the vehicle has cleared MOT with only advisory items, indicating that the major faults have been remedied but that a pattern of front‑suspension wear and tyre depletion remains. Overall the maintenance trend is stabilising yet still shows persistent wear that will require attention in the near future. At 122,245 miles recorded for a 2016 model the car has averaged roughly 12,200 miles per year, which is above the typical UK average for a compact executive saloon. This level of utilisation accelerates the consumption of suspension bushings, shock absorbers, brake pads and tyre tread, and it also increases the likelihood of internal engine and drivetrain wear such as bearing fatigue or timing‑chain stretch. The mileage suggests the vehicle has been driven regularly rather than stored for long periods, so age‑related perishing of rubber components is less of a concern than wear‑related degradation. A prospective buyer should give particular focus to the front suspension. Inspect both shock absorbers for any oil staining on the shock body, mounting brackets or surrounding chassis, and listen for a low‑frequency clunk or excessive bounce when the car is driven over a speed‑bump. The slight play noted on the off‑side inner track‑rod end should be checked for looseness in the tie‑rod and for uneven steering feel, especially under hard cornering. The tyre condition is critical – the near‑limit tread on both front tyres and the edge‑wear pattern on the rear tyres indicate uneven loading; verify that the tread depth is above 1.6 mm across the width and look for side‑wall cracks that could herald a sudden failure. Brake pads have been reported thin for several consecutive years, so examine the disc surfaces for scoring, glazing or excessive rust, and be alert for pedal pulsation or a high‑pitched squeal during a test drive, which would suggest the pads are near the end of their service life. Beyond the immediate wear items, conduct a thorough age‑related inspection. Confirm the 12‑volt battery holds a healthy charge and check for any corrosion on terminals, as prolonged use can weaken cranking performance. Verify that coolant, brake fluid and power‑steering fluid have been changed within the recommended intervals – fluid can deteriorate over time even without high mileage. Examine the chassis and under‑body for any signs of rust, particularly around wheel arches, suspension mounting points and the exhaust system, as standing periods can encourage corrosion. Finally, request the full service book to ensure regular oil changes, filter replacements and any manufacturer‑specified timing‑chain or valve‑train inspections have been performed, which will give confidence that the engine’s internal wear is being managed despite the relatively high annual mileage.