2013 Audi A5 2.0L Diesel · LF13 ABX

A pattern of progressive suspension wear and tyre‑edge deterioration defines the mechanical picture of this 2013 Audi A5. The 2026‑03‑13 MOT recorded a failure for an excessively worn near‑side front lower suspension arm pin or bush, while the same test also flagged worn front‑lower arm bushes on the off‑side and thin rear brake pads. Subsequent testing in March 2026 shows the car passed but still carries advisories for thin rear brake pads, light oil misting from the rear shock absorbers and the same rear‑brake‑pad warning, indicating that the primary concerns have not been fully resolved. With 73,283 mi logged over roughly 13 years the annual average sits at about 5,600 mi, well below the typical UK usage rate for a vehicle of this age. The MOT history is continuous, with no multi‑year gaps, suggesting the car has been driven regularly rather than stored for long periods. Low mileage reduces cumulative wear on engine and drivetrain components, yet rubber and suspension elements can still deteriorate with age, which aligns with the recurring bush and tyre‑edge advisories despite modest mileage. Prospective buyers should focus on the front suspension assembly. Listen for clunking or knocking over bumps, feel for any looseness in the steering column, and check for uneven tyre wear that may indicate bush wear beyond the recorded advisories. The rear shock absorbers’ oil mist suggests seal degradation; a visual inspection for oil on the shock bodies and a test for reduced rebound firmness are advisable. Rear brake pads are flagged as thin, so measuring pad thickness and assessing pedal feel for any sponginess or increased stopping distances will confirm whether replacement is imminent. Tyre condition warrants immediate attention. Multiple MOTs have highlighted edge‑wear on both front and rear tyres, and the most recent advisory notes rear pads thin but does not comment on tyre depth, implying the tyres may still be near the legal limit. Examine tread depth across the width of each tyre, look for cupping or side‑wall damage, and be prepared to budget for a full set if the tread is uneven or approaching 1.6 mm. A thorough test‑drive that includes hard braking, cornering at moderate speed and a short ride over a speed bump will reveal any lingering suspension play, brake fade or shock‑absorber shortcomings before purchase.