2014 Audi A5 2.0L Diesel · RV64 FDA

This twelve-year-old Audi A5 presents a somewhat opaque MOT history that warrants careful attention before purchase, as every entry on the record over the past three cycles shows a pass immediately following a fail with no defects recorded on either side. While the lack of advisories or failure items is superficially reassuring, this identical pattern across multiple consecutive tests raises a practical question about whether advisory items are being consistently recorded or whether there is a relationship between the failed and passed tests two days apart in both 2025 and 2026. The vehicle did pass its 2024-09-13 test cleanly, and it has ultimately held a current pass at the most recent attempt on 2026-04-08, so it is presently roadworthy and legal for use. However, the recurrence of this fail-then-pass pattern is the defining mechanical story and should inform how much reliance is placed on the absence of recorded defects. The short interval between the failed and passed tests in both 2025 and 2026 could indicate minor items being addressed or retested, but the absence of any defect notation on the failure entries is unusual and worth probing directly with the seller or testing station. Mileage accumulation on this A5 sits at a broadly typical rate for its age, with 127,167 miles recorded over twelve years translating to roughly 10,597 miles annually. This is neither particularly high nor notably low for a premium coupe that may have seen a mix of commuting and longer-distance use. There are no apparent extended gaps in the MOT testing record, which suggests the vehicle has remained in continuous use rather than being laid up for long periods, and there is no mileage drop between tests that would indicate a clocks discrepancy or extended non-use. Mechanically, this level of consistent usage means consumables such as brake pads and discs, tyres, and fluids will have required regular replacement, and major drivetrain and suspension components will have accumulated significant wear commensurate with the mileage. The absence of any flagged brake, suspension, or exhaust advisories at this mileage is notable given the age of the vehicle, but as no defects were recorded on the failure entries either, it is difficult to draw firm conclusions about component condition purely from the MOT data. Given the clean advisory record but the recurring failure entries, a prospective buyer should focus their inspection on the items most likely to be marginal at this age and mileage, particularly the suspension linkages, control arm bushes, anti-roll bar drop links, and coil springs, all of which are common wear points on the A5 platform. On a test drive, listen for clonks or knocking from the front suspension over speed humps and uneven surfaces, and pay attention to any vagueness in steering response or creaking when turning on full lock at low speed, as perished bushes often manifest this way. The brake system should be evaluated carefully by feeling for any judder through the pedal under firm stopping, any pulling to one side, or any grinding or scraping sounds from the calipers, as binding calipers and worn discs are typical issues on high-mileage Audis and would not necessarily have been flagged if they remained within pass tolerances at the time of test. The engine and drivetrain warrant particular scrutiny given the mileage, with attention paid to any signs of oil leaks from the cam chain cover, valve cover gasket, or turbocharger oil lines, which are well-documented weak points on the TFSI and TDI units fitted to the A5 of this era. Check for any misting from the exhaust at idle which could indicate failing turbo seals, and listen for any timing chain rattle on cold start which would suggest chain stretch. On the test drive, ensure the automatic or manual transmission shifts cleanly without hesitation, flare, or jerkiness, and verify that the four-wheel-drive system, where fitted, engages smoothly without any binding or vibration. Finally, a thorough underneath inspection on a ramp is strongly advised to check for any emerging corrosion on the rear subframe, suspension arms, and brake lines, as the lack of corrosion advisories in the MOT record should not be taken as proof that structural corrosion is absent, merely that it had not reached failable levels at the most recent test.