2023 Cupra Born V3 EV Electric · FD23 AWP

A clear pattern of premature and uneven front-axle tyre wear dominates the roadworthiness profile of this 2023 CUPRA Born V3 EV, making it the defining mechanical concern for any prospective buyer. The most recent MOT test on 9 June 2026 was recorded as a pass, but every advisory issued on that single examination related to the tyres, specifically feathering across the nearside front and rear inner edges, heavy inner-edge wear on the offside front and rear, and perishing damage on both front tyres. Five advisories concentrated on the same component group at one test is unusual for an EV of this age and mileage, and it points to a persistent geometry or suspension issue rather than ordinary tyre ageing. Given that the Born is a heavy, high-torque rear-driven car, irregular inner-edge wear on both axles is a strong indicator of incorrect camber, worn suspension bushes, or compromised lower wishbone components transferring uneven load through the contact patch. The pattern warrants immediate attention before any further mileage is covered. The recorded mileage of 19,981 miles over roughly three years equates to an annual accumulation of around 6,660 miles, which is broadly typical for a modern EV and rules out concerns surrounding prolonged standing or aggressive high-mileage use. There are no multi-year testing gaps in the history supplied and no recorded failures, meaning the mileage progression appears consistent rather than erratic. From a mechanical standpoint, this average rate of use is generally favourable for an electric powertrain, as the battery, drive unit, and associated ancillaries have been regularly exercised rather than left to degrade through disuse. The brake system in particular is likely to have seen relatively light frictional use thanks to regenerative deceleration, though the front tyres tell a different story regarding the wear loads being transmitted through the steered wheels. The combination of average mileage and a single clean pass means the underlying mechanical condition has not yet been seriously challenged by the MOT process. A focused test-drive inspection should prioritise the suspension and steering geometry, as the advisory pattern strongly implicates the front axle. On the move, listen for clonking or knocking from the front suspension over speed humps and pothole impacts, which would indicate worn top mounts, anti-roll bar drop links, or compromised lower wishbone bushes. Pay particular care to any vagueness through the steering wheel around the straight-ahead position, a pulling drift to one side under steady motorway cruising, or a reluctance to self-centre after corners, as each symptom is consistent with the toe or camber angles that produce the inner-edge feathering already recorded. Inspect the inner and outer shoulders of all four tyres directly; if the inner-edge wear is not yet apparent on the rears of a new set, the geometry correction should be treated as a short-term fix rather than a permanent resolution. Also check the rear suspension linkages for any play, as the rear advisory suggests the issue is not confined solely to the front axle. Brake-related checks should still be undertaken despite the regenerative bias of the drivetrain, because EVs frequently suffer from seized or binding calipers after extended periods of light pedal use. From a standing start, perform a moderate brake application and feel for any judder through the pedal, which would indicate corrosion on the rear brake discs. At low speed, listen for any grinding or scraping noise that resolves as the vehicle moves off, a classic symptom of a binding caliper that has been holding the pads in light contact with the disc. Confirm the parking brake holds the vehicle on a slope without creep, and verify that the tyre size and load rating match the manufacturer's specification for the V3 derivative, as incorrect fitment can replicate the inner-edge wear pattern already documented. Finally, examine the sidewalls of the front tyres closely for any cracking or perishing beyond the legal tread area, as the advisory items indicate UV degradation is already present on the rubber compound and replacement is advisable regardless of remaining tread depth.