2021 Volkswagen E-UP Electric · AV71 GFY

A clean, fully passed MOT on 10 September 2025 with no advisories recorded, building on an identical pass at the same test on 1 October 2024, establishes this Volkswagen e-Up as a mechanically well-presented example within the DVSA testing framework. The only anomaly in the file is a recorded failure dated 1 October 2024, which was immediately followed by a pass on the same date and carries no defect entry, meaning the tester either issued a refusal rather than a recorded failure or an administrative correction was applied. Whichever the administrative detail, the absence of any advisories across both documented tests demonstrates that the examiner found no components approaching the failure threshold, no significant corrosion on structural or load-bearing elements, no brake imbalance, and no concerns with steering or suspension play. For a 2021 electric city car, this is a very tidy outcome and suggests the car has been maintained to a roadworthy standard right up to the most recent assessment. With roughly 35,115 miles recorded over approximately five years of life, this e-Up has averaged around 7,000 miles annually, which sits comfortably in line with typical private and light-commute patterns in the UK. There are no extended gaps in the MOT history implying prolonged off-road storage, which is important for an electric vehicle because lithium-ion traction packs tolerate regular use far better than long periods of dormancy, and the annual mileage figure indicates the high-voltage battery and its thermal management system have been kept active. The mileage accumulation also points to steady rather than punishing use, so one would not expect accelerated wear on the regenerative braking system, suspension bushes, or wheel bearings relative to the car's age. The single test in 2024 followed by another in 2025 indicates consistent exposure to public roads and normal seasonal conditions throughout its life so far. From a buyer inspection standpoint, the lack of recorded advisories means there is no specific component history to interrogate, but a prospective owner should still concentrate on the items most commonly found at the margins of failure on small EVs of this generation. On a test drive, listen carefully for any clonks or knocks from the front MacPherson struts over speed humps and uneven surfaces, as worn top mounts or bottom strut bearings tend to develop before the bushes themselves, and feel for vagueness through the steering rack that could indicate tie-rod wear given the relatively low annual mileage yet five full years of road exposure. With no advisories on the brake system, check for smooth retardation under regenerative and friction braking, ensuring the car does not pull to one side under light pedal pressure and that there is no binding from the rear drum units after a stop, which would manifest as a reluctance to creep away cleanly. For the rolling chassis, inspect the underside visually for any bubbling or surface corrosion along the rear axle beam, subframe mounting points, and brake pipe runs, as even clean MOT records cannot capture corrosion that is just beginning to form between test cycles. Confirm the condition of the tyres on both axles, looking for feathering on the inner or outer edges that would point to suspension geometry drift, and ensure the sidewalls are free of cracking given the car has now passed its fourth year in service. Inside the cabin, verify that all driver-assistance warning lamps extinguish promptly on start-up, that the infotainment and climate systems function correctly, and that the heating and ventilation system is responsive, as the resistive heater on an e-Up is a known high-load component. Given the unblemished MOT record and reasonable mileage, this vehicle presents as a sound basis for purchase provided the standard physical inspection finds no fresh concerns.