2021 Peugeot 208 GT EV Electricity · X95 RDH

The vehicle passed its most recent DVSA MOT test on 27 March 2026, although it had failed on the same date prior to rectification work being completed, with the only failing item being an ineffective nearside windscreen wiper. Advisories recorded at the same time covered a deteriorated rear registration plate, slight cracking and perishing on the offside rear tyre, a shallow cut on the nearside front outer tyre not reaching the ply or cords, and front tyres noted as being worn close to the legal limit and worn on the edge. Looking at the broader three-test history, the maintenance trend appears broadly stable but with a creeping pattern of tyre-related advisories, suggesting that consumable rubber wear is the primary area of attention rather than any underlying structural or mechanical concern. The earlier 2025 test recorded a nearside rear tyre at the legal limit, and the latest test has extended that observation to both fronts, indicating that the tyre condition has progressed in line with continued road use. With 33,852 miles recorded over five years, the vehicle has covered approximately 6,770 miles annually, which sits comfortably within typical usage expectations for a small electric hatchback of this age and is broadly unremarkable in terms of wear implications. There are no significant gaps in the recorded mileage progression, suggesting the car has been in regular use rather than left standing for prolonged periods, which is generally favourable for an EV as it reduces the risk of issues such as 12V auxiliary battery degradation, brake disc corrosion from inactivity, and tyre flat-spotting or sidewall perishing from stationary ageing. The modest annual mileage also implies that high-voltage battery cycle wear should be minimal, although prospective buyers should still verify the state of health of the traction battery through the dealership or an EV specialist. For physical inspection, the recurring tyre advisories warrant close attention. Both front tyres were noted as worn close to the legal limit and on the edge, which on a test drive can manifest as reduced cornering grip, vague steering response, or a tendency to tramline along road imperfections, and the buyer should inspect the remaining tread depth with a gauge and consider replacement as an imminent cost. The offside rear tyre was noted as showing cracking and perishing, which is often age-related rubber degradation rather than purely mileage-driven, and any sidewall crazing, bulging, or visible cracking across all four tyres should be carefully examined as perishing compromises structural integrity even where tread remains adequate. The nearside front outer tyre cut should also be re-inspected to ensure it has not deepened or progressed toward the cords since the test. Given the relatively low annual mileage, it is also worth checking for brake disc corrosion on the front axle, as EVs use regenerative braking and the friction brakes can seize from disuse; on a test drive, listen for binding, scraping, or uneven pulling away from a standstill. Beyond the recorded items, a prospective buyer should confirm that time-based servicing has been carried out regardless of the modest mileage, particularly brake fluid replacement which is typically advised every two years due to hygroscopic moisture absorption, and cabin filter and coolant system checks where applicable. The 12V auxiliary battery, which powers ancillary systems on an EV and can fail without warning after prolonged standing, should be load-tested. The deteriorated rear registration plate should be replaced for cosmetic and legal clarity, and the previously failed windscreen wiper verified as functioning effectively across the full sweep, particularly on a wet screen. Finally, given this is an EV, obtaining a documented battery state of health report, confirming the charging cable and onboard charger functionality, and reviewing the digital service history for any software updates or recalls would complete a thorough pre-purchase evaluation.