2023 Nissan Qashqai Tekna + E-Power Auto 1.5L Hybrid electric (clean) · DS72 TTY

With only a single MOT test recorded for this 2023 Nissan Qashqai Tekna+ e-Power automatic and a clean sheet outcome dated 02 February 2026, the official roadworthiness record is currently limited but unblemished. Because the car is only three years old, this represents the first mandatory test under the current MOT regime, so the absence of advisories or failures at this stage is the baseline expectation rather than evidence of any particular mechanical superiority. No component wear, corrosion patterns, fluid leaks, or structural concerns have been flagged by the examiner, meaning there are no documented trends — positive or negative — to interpret from the DVSA file at present. The recorded mileage of 11,014 miles against a three-year age works out at approximately 3,671 miles annually, which is well below the national average for a vehicle of this type and significantly lower than what a Qashqai typically accumulates in mixed family or commuter use. This low annual accumulation suggests either limited regular use, predominantly short journeys, or extended periods of stationary storage between trips. Mechanically, such a usage pattern tends to place greater stress on cold-start components, 12V battery longevity, brake disc surface corrosion from infrequent operation, tyre sidewall degradation from standing weight, and the e-Power system's petrol range-extender due to repeated short running cycles rather than sustained motorway use. The fluid systems — coolant, brake fluid, and hybrid component lubrication — may also face degradation through age rather than mileage, so condition-by-date inspections become more relevant than condition-by-distance. For a prospective buyer, the priority checks should focus on the consequences of this low-mileage profile rather than the usual high-wear components. On inspection, look for a pitted or corroded surface on the brake discs, particularly on the rear axle where handbrake drums or electronic park brake mechanisms can seize from infrequent actuation; a spongy or unresponsive pedal feel on the test drive would indicate glazed pads or binding calipers. Examine all four tyres closely for uneven pressure loss, sidewall cracking, or flat-spotting, and verify that none are older than the vehicle registration date, as aged rubber can deteriorate even with plenty of tread remaining. The 12V battery should be load-tested regardless of its cranking performance, and any warning lights relating to the hybrid system, emissions, or brake regeneration should be investigated with a diagnostic tool before commitment. A scan of stored fault codes is especially worthwhile on an e-Power driveline where prolonged standing can mask intermittent sensor or contactor issues. In terms of test-drive symptoms, pay particular attention to any knocking or clonking noises from the front suspension over uneven surfaces, as lower-mileage vehicles that have stood for long periods can suffer from dried-out bushes or seized drop links that only become apparent once the car is loaded dynamically. Listen for any harshness or vibration from the petrol range-extender engaging under load, as the small displacement engine in the e-Power system is designed for steady-state operation and can exhibit roughness if rarely run for sustained periods. Steering should feel precise and free of excess play or notchiness, and the automatic transmission should select seamlessly without flare or hesitation. Given the absence of MOT history beyond the single clean test, a pre-purchase inspection by a qualified technician familiar with Nissan e-Power hybrid systems is strongly advised to establish the true mechanical state of the high-voltage components, regen braking functionality, and any age-related deterioration that the limited MOT record cannot reveal.