2017 Audi A8 3.0L Diesel · FP17 LKA

A pattern of wearing suspension components and brake hardware is the defining mechanical story of this A8, with advisories now appearing on both front lower suspension arm pins or bushes as well as on the brake discs and pads at recent tests. The most recent examination on 19 November 2025 returned a pass, but it carried advisories for nearside and offside front lower suspension arm pin or bush wear alongside the now familiar covers and under trays obscuring engine bay and underside components, and a deteriorating rear registration plate. Looking back through the record, the 2023 test flagged brake pads wearing thin together with wear across all three visible front and nearside rear brake discs, while an earlier 2022 visit produced the only failure in the dataset, driven by a dangerous nearside rear tyre below the legal tread limit with cuts reaching the cords, a nearside front tyre cut deep enough into the plies, and an offside rear tyre worn close to the legal limit. The trajectory is one of stable passes layered with creeping wear rather than any abrupt deterioration, but the accumulation of chassis and brake advisories over consecutive tests is the standout feature for any prospective buyer. With 121,849 miles covered over roughly nine years, this A8 is running at approximately 13,500 miles per annum, which is comfortably above average for a luxury saloon of this age and points to consistent use rather than extended standing periods. There are no multi-year gaps in the testing record, and the mileage progression between successive MOTs appears steady rather than erratic. Mechanically, this kind of annual accumulation means the usual high-wear consumables have already done significant work: suspension linkages, bushes, brake discs, pads, tyres, and drivetrain mounts will all be nearer the middle of their service life than the beginning, while items such as the timing chain, turbocharger plumbing, air suspension components, and electrical modules have been exercised regularly rather than left to degrade through inactivity. The mileage is not so extreme as to raise immediate red flags, but it does mean that a buyer should budget for the second half of the standard service cycle rather than the first. For a physical inspection, attention should focus on the front suspension geometry flagged in the 2025 advisories. With both lower arm pins or bushes recorded as worn on the nearside and offside, listen for clonking or knocking from the front end over speed humps, rough tarmac, and during low-speed direction changes, and feel for vagueness or a slight delay in steering response on turn-in. Jacking the front end and rocking the wheels vertically and fore-and-aft by hand will help confirm whether movement is now beyond acceptable, as MOT advisories only flag wear not resulting in excessive movement at the time of test. Inspect the dust boots and rubber bushes of the control arms closely for cracking, perishing, or splits, and check the power steering system for any seepage around the rack and pipes, which is a known area on high-mileage A8s. Tyre condition should be scrutinised in the context of the 2022 failure, ensuring all four tyres have well over 3mm of tread, no sidewall damage, and even wear across the contact patch, since uneven shoulder wear can point to the suspension wear just described. The braking system warrants an equally focused assessment given the pattern of disc and pad advisories. On a test drive, expect firm, progressive pedal feel without any excessive travel, and listen for any scraping, grinding, or rhythmic squeal that might suggest pads running low or a disc lip now catching the caliper. Pulsation through the brake pedal or steering wheel under firm application indicates warped or unevenly worn discs, and a pulling sensation to one side during braking should be investigated through measurement of disc runout. Visually inspect the discs for a pronounced outer lip and any scoring or hot blueing, and check the brake lines and flexible hoses for corrosion, swelling, or cracking, particularly underneath where the under trays have previously obscured them from view. Finally, although the engine bay covers and under trays have historically prevented full inspection at MOT, they should be removed during a pre-purchase check so that oil leaks from the sump, cam chain covers, and turbo return pipes, as well as corrosion on subframe and suspension mounting points, can be properly assessed on a vehicle of this mileage and age.