2020 BMW I3 Electric · EK20 AAJ

Over four DVSA tests recorded between 2023 and 2026, this 2020 BMW i3 has accumulated just one failure and two advisories, giving the recent record a broadly stable but not entirely unblemished character. The latest test on 7 August 2026 returned a Pass with a single advisory for wipers smearing, and prior to that the 2025 cycle produced a clean Pass on 18 August following an earlier Major failure on 15 August 2025 for a nearside front tyre with a cut exposing the ply or cords, accompanied by an advisory noting the nearside rear tyre worn down to roughly 3 mm. Two consecutive Passes with no defects recorded in 2023 and 2024 sit beneath that 2025 episode, indicating that the underlying roadworthiness trend has not deteriorated into a chronic pattern, but the tyre-related defects do suggest a front-end and rolling-stock area worth scrutinising closely during a physical inspection. With 41,320 miles recorded over approximately six years, this i3 is averaging close to 6,900 miles annually, which is broadly in line with typical usage for a vehicle of its age. The annual mileage gap between tests is consistent and does not show any sudden surges or extended lay-up periods in the MOT record, so the wear profile of major mechanical items should reflect steady rather than intermittent use. At this accumulated mileage on an electric drivetrain, the high-voltage battery, reduction-gear assembly, and ancillary cooling system are the principal age- and distance-sensitive items, while conventional chassis components such as the bespoke MacPherson-style front struts, rear trailing arms and associated bushes, and the regenerative braking hardware will have seen meaningful working cycles but not the heavy wear typical of a high-mileage combustion car. For a prospective buyer, the priorities dictated by this specific history are the tyres, wiper function, and the general condition of the rolling and suspension components. The 2025 failure and advisory indicate that the nearside front and rear tyres were being run close to or beyond the legal limit on at least one side, so a walk-around should confirm matching brand, size, and tread depth across both axles, with particular attention to uneven inner or outer shoulder wear that might point to suspension geometry issues. On a test drive, listen for clonks or knocks from the front struts or rear suspension links over speed humps and broken tarmac, feel for any steering pull or vibration through the wheel that could indicate a damaged sidewall following the type of impact that caused the 2025 cut, and check that the wipers clear the screen cleanly rather than leaving the smearing noted in the most recent advisory. Beyond the items already flagged, it is sensible to verify the condition of the bespoke i3 components that MOT testing does not cover but which matter on a six-year-old electric vehicle. A diagnostic read of the high-voltage battery state of health and cell balance is worthwhile given the mileage, and the reduction gearbox and its mounting should be checked for any whine or vibration under load. Brake feel should be tested both at low speed and under firm pedal pressure, as the i3 blends regenerative and friction braking and can mask worn friction material or a sticking caliper. Finally, examine the aluminium rear subframe and suspension mounting points for any corrosion or cracked bushings, as the rear architecture carries significant load, and confirm that all warning systems, including the tyre pressure monitoring system that would have detected the 2025 cut early, are fully operational.