2022 Maxus E Deliver 3 Electricity · BN22 LNT

This Maxus E-DELIVER 3 passed its most recent MOT test on 5 July 2025 with no defects recorded, confirming it remains roadworthy under current DVSA standards. The absence of advisories or failings in that test suggests the vehicle has not experienced any recurring mechanical or structural issues requiring attention. However, the 12-month gap since the last test—now approaching 13 months —means the vehicle has not undergone a professional inspection for over a year, a period that exceeds the standard MOT validity window. While the lack of recorded faults is reassuring, this extended interval introduces uncertainty about the condition of high-wear components such as suspension bushes, brake calipers, and tyre tread depth, which may have deteriorated beyond visible signs. The recorded mileage of 27,305 miles over approximately four years —roughly 6,800 miles annually —falls within the typical range for a vehicle of this age, though it suggests moderate usage rather than heavy-duty operation. There are no MOT entries prior to the 2025 test, meaning the vehicle’s full maintenance history before that date is unknown. This lack of data makes it impossible to assess whether earlier tests revealed any trends, such as repeated brake or suspension advisories, which could indicate neglect or underlying wear. The absence of pre-2025 records also prevents confirmation of whether critical components like exhaust systems, steering linkages, or structural panels were inspected for corrosion or damage during earlier tests. Given the sparse MOT history, a buyer should prioritise an independent inspection of suspension components , particularly the rear axle and bushings, as these are common failure points in electric delivery vans and often go unnoticed until they bind or fail. The brakes—though not flagged in the 2025 test—should be scrutinised for uneven wear, glazed pads, or binding calipers, especially if the vehicle has been used for heavy loads. Tyre tread depth and lateral wear patterns must also be checked, as the absence of pre-2025 MOTs makes it impossible to confirm whether tread limits were previously exceeded. Finally, the underbody and wheel arches should be inspected for corrosion, particularly around the battery compartment and suspension mounts, as electric vehicles are prone to accelerated rust in these areas due to moisture and heat buildup. Given the extended time since the last test, these areas warrant particular attention.