2022 Vauxhall Combo-E 2300 Dynamic Electric · FP72 DXG

The defining feature of this Vauxhall Combo-E's recorded test history is a single, narrow failure that was resolved on the same day the vehicle passed its MOT inspection. The only recorded defects across the DVSA record are presenter-category items concerning both front headlamp aim being set too high on the 21 October 2025 test, with the pass certificate issued under the same date. Because these were advisory-level defects rather than mechanical failures involving braking, steering, suspension, or structural integrity, the test record itself does not point to any underlying wear or deterioration. There are no advisories concerning corrosion, tyre condition, brake component wear, or exhaust integrity, which means the documented history offers limited insight into longer-term component degradation. With only 10,316 miles recorded over approximately four years, this vehicle has accumulated mileage at a rate of around 2,579 miles per year, which is notably low for a commercial-derived van. Such low annual mileage often indicates intermittent or light-duty use, and given the electric powertrain of the Combo-E, it also raises the possibility of extended periods of stationary storage between operational cycles. Electric drive components are less vulnerable to short-trip wear than combustion engines, but low usage in any vehicle tends to mean that consumables such as tyres, brake pads, and brake discs may have aged through calendar time rather than wear, and certain rubber and plastic components can deteriorate from lack of use. The MOT record alone does not expose any mileage-related wear, so a physical inspection would be needed to confirm whether long idle periods have had any tangible effect on items like the 12V auxiliary battery, brake discs showing surface corrosion, or tyre sidewall cracking from age rather than mileage. Given that the only flagged defects relate to headlamp alignment, the most relevant pre-purchase check is a precise verification of lighting performance. On inspection, both front headlamps should be tested on a level surface against a wall or garage door to confirm the beam pattern sits at or just below the horizontal cutoff line, as a recurrence of the aim-too-high condition would be an immediate reason for a further test fail. This is particularly important if the vehicle has been used for loading or carrying uneven cargo, as a consistently laden rear can alter the vehicle's ride height and headlamp geometry. It is also worth confirming that no aftermarket lighting modifications or bulb upgrades have been fitted, as non-standard components are a common cause of beam pattern irregularities. Beyond the headlamp concern, the buyer should focus on the components that low-mileage electric vans are most likely to mask. A test drive should include a firm check of the braking system, as brake discs that have barely been used can develop a lip of corrosion on the outer edge, producing a noticeable judder through the pedal under the first few applications of the brakes. Steering should be exercised through full lock in both directions to confirm no binding or knocking from the electric power steering column. The high-voltage battery state of health should be verified independently of the MOT record, and the cabin and load area should be inspected for damp ingress or perished seals, as vehicles used sparingly are sometimes stored in less-than-ideal conditions. Finally, a walk-around under the vehicle for any signs of underbody corrosion or damage to the high-voltage cabling and ancillary components is advisable given the absence of any recorded advisory data in these areas.