2021 Audi A6 2.0L Diesel · CC19 HAZ

The 2021 Audi A6 in question has maintained a clean MOT history with no defects recorded in either of the two most recent tests—both the January 2023 and January 2024 examinations passed without fail. This consistency suggests the vehicle has undergone regular servicing and has not experienced any major mechanical or structural issues during the test periods. The most recent MOT, conducted on January 26, 2024, remains valid for another six months, meaning it will expire on July 26, 2024—nearly two years prior to today’s date. While the absence of advisories or failings is reassuring, the prolonged period since the last test introduces a window where undetected wear or minor faults could have developed, particularly in high-wear areas like suspension bushes, brake pads, or tyre condition. The recorded mileage of 20,209 miles at the time of the last MOT indicates an exceptionally low annual average of approximately 4,042 miles over the vehicle’s five-year lifespan. This suggests either very light usage or extended periods of inactivity, which could impact fluid degradation, battery health, and minor corrosion risks. The gap between the January 2023 (14,039 miles) and January 2024 tests (20,209 miles) reflects a steady accumulation of just over 6,000 miles in a year, a rate that, while low, does not imply neglect. However, the lack of intermediate servicing records means there is no confirmation that routine maintenance—such as oil changes, brake fluid flushes, or suspension inspections—was performed between these tests. This absence of granular data makes it impossible to verify whether critical components like timing belts, differential fluids, or brake calipers were serviced within manufacturer-recommended intervals. Given the clean MOT history, a buyer should prioritise an in-person inspection of high-wear items that are not directly tested during the MOT, such as the condition of coil springs, suspension bushes, and shock absorbers for excessive wear or fluid leaks. The brakes, while not flagged in the MOT, should be scrutinised for uneven pad wear, binding calipers, or corrosion on the brake discs—particularly if the vehicle has spent prolonged periods stationary. Tyre tread depth, though not explicitly recorded in the MOT, should be checked, as the lack of advisories in previous tests suggests either diligent replacement or a history of underinflation. Finally, a thorough examination of the underbody for corrosion, especially around the sills, subframe, and exhaust system, is warranted given the vehicle’s age and the potential for hidden rust progression during periods of inactivity.