2013 Audi TT 2.0L Petrol · BP07 FUN

A clear pattern of corrosion-related advisories across the rear suspension, subframe and anti-roll bar components has developed over several test cycles, with the most recent pass on 21 May 2026 confirming that this trend continues into the current MOT period. The 2026 test recorded advisories for nearside and offside front lower suspension arm pins or bushes wearing at the rear position, an offside front coil spring showing corrosion, and a minor for the nearside front lower anti-roll bar linkage ball joint dust cover being severely deteriorated. Looking back through the history, the 2022 and 2021 tests already flagged corrosion on the rear suspension arms, rear subframe, rear anti-roll bar and both rear lower coil springs, while the 2025 test added advisories for the rear shock absorbers showing reduced damping effect and external casing damage through corrosion. The 2024 test produced the only failure in the recorded history, with majors for an offside windscreen wiper not clearing effectively and the offside rear service brake binding excessively, accompanied by an advisory for the nearside rear brake binding but not excessively. The combined advisories paint a picture of gradual structural and suspension component degradation rather than a vehicle with a clean roadworthiness record. Mileage accumulation across the recorded tests appears broadly consistent, though specific readings between tests are not provided in the MOT history. Over a 13-year lifespan, the current 107,991 miles equates to roughly 8,300 miles per year on average, which sits within typical expectations for a vehicle of this age. Annual MOT tests have been carried out consecutively from 2020 through 2026 with no notable gaps in testing, suggesting the vehicle has remained in regular road use rather than being laid up for extended periods. The recurrence of suspension and brake-related advisories year on year is consistent with a car that has covered consistent mileage and has been exposed to the typical UK conditions that accelerate underbody corrosion. For a prospective buyer, the rear suspension and subframe corrosion flagged in 2021 and 2022 warrants close physical inspection, ideally with the vehicle raised on a ramp, to confirm that what were advisories at the time have not progressed into serious weakening of structural components. Pay particular attention to the rear subframe mounting points, the rear suspension arms and the rear anti-roll bar, checking for any flaking or perforation through the metal rather than just surface oxidation. The 2024 brake binding issue on both rear calipers should prompt a thorough inspection of the rear caliper sliders and handbrake mechanism, as binding calipers can return even after a repair if the slide pins or pistons are not fully refurbished. On a test drive, listen for clonking or knocking noises from the rear suspension over uneven surfaces, which could indicate worn bushes or corroded spring seats, and feel for any pulling under braking or uneven pedal response that might suggest the binding issue has reappeared. The front suspension wear advisories from the 2026 test, including the lower arm pins or bushes and the coil spring corrosion, are now the most recent concerns and should be inspected for excessive movement by hand with the wheel unloaded. The minor advisory for the anti-roll bar linkage dust cover being severely deteriorated means the ball joint is now exposed to dirt and moisture ingress, so it is worth checking for play in the link by rocking it with the wheel raised. Coil spring corrosion on the offside front should be examined carefully, as corroded springs can eventually fracture, particularly on a heavier coupe. Finally, the recurring rear inner tyre wear close to the legal limit and worn on edge, recorded across 2021 and 2024, suggests a possible tracking or camber issue at the rear that has not been resolved, so checking the rear wheel alignment and inspecting the inner shoulders of the rear tyres for stepped wear would be advisable before purchase.