2021 Audi E-Tron Technik 55 Quattro Electric · CE60 SCA

A clean two-test pass streak with only one minor advisory recorded over the observed MOT history points to a broadly stable mechanical record for this Audi e-tron, though the single flagged defect should not be dismissed without scrutiny. The most recent test on 24 September 2025 returned a pass with no advisories, and the previous examination on 10 October 2024 also passed cleanly. Between those, the test of 9 August 2024 produced the sole recorded advisory noting a slightly distorted nearside rear outer road wheel. The absence of any structural, brake, suspension, or corrosion advisories across three consecutive tests is a positive indicator for roadworthiness, but the wheel distortion is a specific component-level concern that warrants a physical inspection and a test-drive assessment of how that wheel transmits impacts through the chassis. With 35,687 miles accumulated over roughly five years, the e-tron has averaged around 7,100 miles annually, a rate consistent with typical usage for a luxury electric SUV of this age. The mileage progression visible in the records does not suggest extended periods off the road, nor does it indicate particularly heavy use that would accelerate wear on the regenerative braking system, air suspension components, or drive units. For an electric vehicle running roughly two MOT test cycles of consistent mileage, mechanical stress on the high-voltage components, cooling systems, and underbody should remain within normal parameters, though the absence of recorded brake-related advisories is worth noting because the e-tron relies heavily on regeneration, meaning the friction brakes may have seen less use than a comparable combustion vehicle of the same mileage, which can itself introduce specific wear patterns such as surface corrosion on the discs. Given the recorded advisory, prospective buyers should focus on the nearside rear wheel and surrounding hub area during a physical inspection. A distorted outer rim, even one flagged as slight, can manifest as a rhythmic vibration felt through the cabin at higher speeds, particularly between 50 and 70 mph, and may also produce steering wheel feedback on certain road surfaces. Inspect the rim closely for visible lateral runout when the wheel is spun, check the inner and outer flanges for cracks or hammer marks suggesting previous curb impact, and verify the tyre sidewall for uneven wear that might indicate the wheel has been running out of true. Beyond the wheel itself, inspect the rear suspension linkages, trailing arms, and subframe mounting points for any signs of corrosion or knocking, as EV platforms of this era have been known to develop suspension component wear sooner than expected, particularly given the kerb weight of the vehicle. On the road, listen for any clonking or knocking transmitted from the rear axle over speed humps, uneven tarmac, or when cornering with weight transfer, which would point to worn rear suspension bushes or control arm joints. Test the regenerative braking at low speed for any binding or grabbing from the rear calipers, as EVs that rely heavily on regen can develop uneven corrosion on the friction brake surfaces, leading to judder when the friction brakes eventually engage. Finally, monitor the high-voltage cooling system operation through the infotainment displays, confirm consistent range readings in normal driving rather than weather-dependent extremes, and ensure the 12V auxiliary battery is functioning reliably, as a failing auxiliary battery on an e-tron can produce a cascade of electrical faults that present as driveability issues rather than obvious battery failure.