2022 Hyundai Ioniq 5 Ultimate EV 4X4 Electric · DV22 YEC

The Hyundai Ioniq 5 Ultimate EV 4x4 presents a clean MOT history, with the most recent test on 29 April 2025 at 24,794 miles passing without any defects recorded. This indicates a stable maintenance trend, as the vehicle has not shown any recurring issues or advisories in the available DVSA records. The absence of faults suggests that, at least in the areas inspected by the tester—including brakes, tyres, suspension, lighting, and structural integrity—the car met all roadworthiness standards at the time of testing. However, the limited scope of the MOT means some components, such as the high-voltage battery, electric motor cooling system, or advanced driver-assistance sensors, may not have been fully evaluated. Buyers should treat this as a baseline rather than a comprehensive mechanical clearance. The mileage of 24,794 miles over approximately four years aligns closely with the average annual usage for its age group, suggesting either consistent but moderate driving or periods of lower activity. There are no red flags in the record to indicate rapid mileage accumulation or prolonged neglect, as the vehicle has not exceeded typical wear expectations for its age. The single MOT entry, however, leaves a gap since the vehicle’s first test date is not provided, meaning earlier maintenance or defects remain unknown. For an electric vehicle of this age, the lack of historical data on battery health or regenerative braking system performance is a notable omission that a prospective buyer should address through independent diagnostics. Given the absence of MOT advisories or defects, the suspension components—such as coil springs, anti-roll bars, and bushings—appear to have been functioning within acceptable limits at the time of testing. However, a buyer should still inspect for early signs of wear, particularly in the EV-specific areas: the cooling system for the electric motor and inverter, which can degrade if fluid levels were neglected, and the high-voltage battery connections for corrosion or loose terminals. The braking system, while not flagged, should be checked for uneven pad wear or binding calipers, especially in an AWD model where rear brake performance is critical. Structural corrosion, though rare in modern vehicles, should be verified in high-stress areas like the underbody and wheel arches, particularly if the car has been exposed to salt or moisture. Finally, the lack of recorded advisories does not preclude the need for a pre-purchase inspection by a qualified EV specialist. Focus should be placed on the battery’s state of health, the integrity of the charging port, and any software updates applied to the infotainment or driving systems, as these are not covered by the MOT. The car’s service history, if available, would provide further clarity on whether routine maintenance—such as fluid top-ups or software revisions—has been consistently addressed. Without additional context, the MOT alone offers reassurance on basic roadworthiness but cannot guarantee long-term reliability in all critical EV-specific systems.