2021 Nissan Leaf Electric · DN71 XWH

A consistent pattern of front and rear tyre wear sits at the centre of this Nissan's roadworthiness record. Across the two most recent tests, every flagged advisory relates to the tyres, with both front tyres reported as worn close to the legal limit and on their edges in December 2024, and a nearside rear tyre showing similar edge wear a year later. Despite this pattern, the vehicle has not recorded a single MOT failure, with the most recent test on 27 July 2026 producing a pass alongside a minor windscreen damage note that did not obstruct the driver's view. The underlying story is therefore one of marginal tyre condition carried forward through successive tests rather than any structural or mechanical failure, but the repetition of edge wear over consecutive advisories does indicate a recurring chassis or geometry characteristic that a buyer should not dismiss. With five years of use and 68,881 recorded miles on the clock, this Leaf has averaged roughly 13,776 miles per year, which is notably high for an electric passenger car of this age. That kind of annual accumulation tends to accelerate wear on the same components that have already attracted advisory flags, namely the tyres, along with brake discs, pads, suspension bushes, coil springs and steering rack linkages. Continuous high-mileage use also tends to be reflected in higher MOT failure rates as consumable wear compounds, yet the absence of failures here suggests the vehicle has either been serviced proactively or that wear items have been replaced just before they would have resulted in a defect. From a purely mechanical standpoint, the high mileage means that the remaining life of any advisory item from a previous test cannot be assumed, and items replaced at one MOT may well be approaching replacement again. A prospective buyer should treat the recurring tyre edge wear as the primary inspection priority. Edge wear on multiple tyres across both axles is often a symptom of incorrect wheel alignment, worn suspension components, or tracking issues rather than simple age, and it warrants a close inspection of the front and rear suspension arms, bushes, anti-roll bar links, and shock absorber condition. On a test drive, listen for any knocking or clonking over uneven surfaces, pay attention to whether the steering pulls to either side under braking or acceleration, and feel for any vagueness or vibration through the steering wheel. Even small alignment deviations will show up as tramlines following road camber or as a need to correct the steering on a straight road, so a calm stretch of dual carriageway is ideal for assessing this. The previous advisory also noted tread depths of 1.6mm and 2mm on the fronts, which means replacement tyres were almost certainly fitted shortly after the test, but a buyer should still measure current tread depths and inspect the inner and outer edges of all four tyres for feathering or uneven wear patterns. Beyond the tyres, the high annual mileage justifies a thorough check of the brake system, including a visual look at disc wear and pad material, and an assessment of whether the brakes bind or judder under foot pressure. The EV-specific elements also deserve attention given the accumulated mileage, particularly the condition of the high-voltage battery, charging cable and connector, as well as the 12V auxiliary battery which often deteriorates under frequent use. The minor windscreen damage noted on the 2026 test should be checked to ensure it has not propagated into the driver's swept area, and the rest of the bodywork and underbody should be examined for corrosion, particularly around suspension mounting points and the rear subframe, given the vehicle's age. Ultimately the MOT history is consistent with a car that is still roadworthy but one whose tyre wear pattern points to an underlying chassis or alignment issue that a buyer would want investigated and rectified before committing.