2022 Vauxhall Vivaro-E 3100 Dynamic Electric · FP22 HTG

Two MOT tests have been recorded for this 2022 Vauxhall Vivaro-e, both resulting in clean passes with no advisories or defects logged. The most recent examination on 13 May 2026 confirmed roadworthiness without a single observation, and the earlier test on 22 July 2025 was equally unblemished. While a short testing window of only two recorded events places some constraints on trend analysis, the absence of any flagged items across these examinations establishes a baseline of uneventful compliance with DVSA standards. There are no historical failures, no recurring advisories on suspension, braking, or corrosion, and no previously recorded defects to reconcile against the current condition. The recorded odometer reading of 1,516 miles against a four-year vehicle age equates to roughly 379 miles per annum, which represents exceptionally low utilisation for a commercial-class electric vehicle of this type. This figure may reflect a period of light operational use, extended storage between deployments, or restricted mileage prior to its most recent application. Mechanically, such low accumulation carries particular implications for an electric powertrain: prolonged standing can affect traction battery state management, 12V auxiliary battery health, brake caliper and disc surfaces due to infrequent actuation, and the condition of tyres and suspension components through static loading and ozone exposure. The fact that both MOT tests fell within the last fifteen months, with the second reading taken relatively recently, suggests the vehicle has been brought into testing condition without extensive intervening use that might otherwise have generated advisory wear. For a prospective buyer, the clean MOT record provides no specific component flags to investigate, but the mileage profile warrants particular attention during physical inspection and a test drive. Tyres should be examined for sidewall cracking, flat-spotting, or perishing consistent with age rather than wear, even though the DVSA tests did not record any tread or condition issues. The braking system should be assessed for seized calipers, corroded disc surfaces, or binding handbrake mechanisms, as these are common consequences of low-mileage electric vehicles where regenerative braking reduces friction pad engagement. On a road test, listen for knocks or clonks from the suspension over bumps, feel for any steering vagueness or uneven braking pull, and verify that the vehicle drives smoothly without warning lights on the dashboard, particularly any state-of-charge irregularities or thermal management faults. It would also be prudent to request evidence of the traction battery's state of health, charging history, and any manufacturer warranty coverage that may remain, given that battery degradation is not assessed under MOT testing but is central to the long-term value of an electric LCV. Verify that the charging cable and onboard charger function correctly, and confirm whether the vehicle has been stored indoors or exposed to the elements during its low-mileage period, as underbody corrosion on suspension arms, subframes, and brake lines can still develop on stationary vehicles in damp conditions. Should the seller provide a documented service history covering coolant, brake fluid, and cabin filter replacement, this would supplement the MOT findings, though absence of such records should not be inferred as evidence of neglect given the MOT data alone contains no observations to contradict.