2023 MG ZS Trophy EV Electric · CF72 VML

The most recent MOT, dated 3 January 2026, resulted in a failure. Although the test recorded a pass for the majority of items, a major defect was logged for the off‑side rear tyre, which has a cut that penetrates the ply or cords, and an advisory noted that the off‑side front tyre is worn close to the legal limit on its edge. The presence of a serious tyre defect alongside a warning on the opposite front tyre indicates a deteriorating condition of the tyre set rather than an improving maintenance trend, and it suggests that tyre wear has not been managed proactively. With a recorded 24 111 miles on a three‑year‑old 2023 MG ZS Trophy EV, the vehicle averages roughly 8 000 miles per year, which sits comfortably within the typical UK usage pattern for a relatively new car. The mileage does not point to excessive wear from high mileage, but the low‑to‑moderate annual distance combined with the tyre damage may imply periods of standing or short‑haul driving where tyres can age or develop sidewall fatigue more quickly than they would under longer, consistent journeys. The relatively modest mileage also means that other wear items such as brake discs, suspension bushings and the high‑voltage battery are likely to be in an early stage of their service life, provided the car has not been subjected to harsh driving conditions. For a prospective buyer the immediate priority is a comprehensive tyre inspection. Both the off‑side front and rear tyres should be replaced, and the remaining three tyres examined for sidewall cracks, tread depth irregularities, and signs of uneven wear that could indicate mis‑alignment or worn suspension components. During a test drive the driver should listen for any thumping, squeaking or vibration that intensifies when cornering or when the steering wheel is turned, as these are typical symptoms of deteriorating tyre sidewalls or compromised suspension bushes. It is also advisable to have the wheel alignment checked and the front and rear suspension inspected for any play in the ball joints, control arm bushings or dampers, as a tyre cut often results from a sudden impact that can affect these parts. Beyond the tyre issues, the EV’s high‑voltage battery should be assessed for state‑of‑health, preferably via a diagnostic scan that reports capacity loss and any fault codes. Since the car has been in service for three years, the 12 V auxiliary battery may also be approaching the end of its typical 3‑5 year lifespan and should be load‑tested. Time‑based fluids such as coolant for the battery thermal management system and brake fluid should be examined for colour and moisture content, with a view to replacement if they show signs of degradation. Finally, a visual inspection of the under‑body for corrosion, especially around the battery mounting points and chassis, and a review of the service book for regular software updates and scheduled maintenance stamps will give a clearer picture of how well the vehicle has been cared for and what imminent servicing may be required.