2007 Audi A6 2.0L Diesel · GF07 RZS

At over 225,000 miles and now 19 years old, this Audi A6 carries a notably busy mechanical history with two recorded MOT failures within the last six test entries, both of which relate to chassis and seatbelt integrity rather than emissions. The most recent assessment on 2024-08-14 returned a pass, but it carries an advisory for slight play in the nearside front track rod end ball joint alongside a note that the nearside rear brake pads are wearing thin. Looking back through the record, the pattern shows persistent steering and suspension advisories, repeated nearside front tyre wear issues, and a recurring offside front seatbelt webbing fraying that progressed from a minor advisory in 2019 and 2020 to a dangerous failure in 2021, meaning the seatbelt was not replaced promptly after the initial advisory. Shock absorber oil misting has also appeared on both the nearside front in 2022 and the offside rear in 2020, suggesting the damper seals are gradually deteriorating across the vehicle. The cumulative picture is of a high-mileage car where chassis components, in particular, are showing progressive wear consistent with the mileage covered. The recorded mileage of 225,406 against 19 years equates to roughly 11,863 miles per year on average, which is broadly typical for a vehicle of this age and broadly consistent with regular mixed-use driving rather than long stationary periods. There are no substantial gaps in the MOT record that would imply a multi-year lay-up, with annual testing consistently recorded back to 2019. However, the annual accumulation is high in absolute terms, and the wear pattern visible in the advisories aligns with that level of use. Tyre wear advisories on the nearside front edge have recurred at successive tests, which at this mileage point typically points toward worn suspension bushes or geometry components rather than simple tyre consumption, particularly given the track rod end play noted at the latest test. A prospective buyer should focus their physical inspection on the front suspension geometry, since the same corner has produced repeated tyre edge wear advisories over multiple years alongside the recent track rod end ball joint play advisory. On a test drive, listen for clonking or knocking noises from the front suspension over uneven surfaces, particularly clunks that transmit through the steering wheel, and pay attention to any wandering instability at motorway speeds or vibration through the steering column under braking, as these are typical symptoms of worn track rod ends and deteriorating front bushes. With both front shock absorbers having shown oil misting at different times, the dampers themselves warrant a road test over undulating B-roads to check for poor damping response, excessive bouncing after bumps, or a failure to settle quickly when cornering. The offside rear suspension arm pin or bush was flagged as excessively worn and a major failure item at the 2020 test, so any clonking from the rear over speed humps or during heavy braking should be investigated, along with a check on whether a replacement has actually been fitted. The brake system also requires careful attention given the nearside rear pad advisory at the latest test and the absence of any recorded disc advisories across the history, which is unusual at this mileage. On a road test, feel for any judder through the brake pedal suggesting warped discs, pulling to one side under heavy braking which would indicate a binding or seized caliper, and a soft or spongy pedal feel suggesting corrosion in the flexible hoses, a known concern on older Audi platforms where the rear brake lines run along the underbody and can suffer from stone chip damage and surface rust. The seatbelt issue must be physically verified by inspecting the offside front belt for fraying or cuts along its length, and confirming the full retraction and locking mechanism functions correctly, as the original advisory was allowed to deteriorate to a dangerous level. Finally, request that the undertray be removed at any pre-purchase inspection, since it has been recorded at multiple tests as preventing full inspection of testable components, meaning corrosion on subframe mounting points, brake lines, and the exhaust system cannot be properly assessed in its current fitted state.