2022 Hyundai Ioniq 5 Premium EV Electric · HK22 KJO

A clean DVSA record across all five MOT tests since late 2024, including the most recent pass on 1 June 2026 with no advisories or failures, establishes this Ioniq 5 as a mechanically straightforward proposition from a roadworthiness standpoint. The absence of any recorded defects, advisories, or corrosion concerns over a roughly nineteen-month testing window indicates that the structural, suspension, braking, and lighting systems have remained within MOT thresholds without borderline calls. For a four-year-old EV with this usage profile, a defect-free history is a reassuring baseline and suggests that wear-related items such as suspension components and brake hardware have not yet reached intervention points under test conditions. At 64,023 miles on a 2022 registration, this vehicle is averaging around 16,000 miles per year, which is meaningfully above the typical UK private-car accumulation of roughly 7,000 to 9,000 miles annually. This sustained high usage is consistent with motorway commuting, fleet operation, or long-distance private travel rather than occasional urban running. Mechanically, higher annual mileage on an EV of this age places greater cumulative demand on the suspension bushes, coil springs, anti-roll bar links, wheel bearings, and steering components than the recorded MOT history would suggest, because MOT testing only identifies items that have already crossed advisory or failure thresholds. Brake discs and pads on EVs typically last considerably longer than on combustion equivalents due to regenerative braking, but the front discs can still suffer from low-use corrosion on the inner face if the vehicle sees heavy steady-speed motorway work. Tyre wear is also likely to be more pronounced given the annual mileage, even if not yet flagged. For a prospective buyer, the priority on a physical inspection should be a close look at the suspension and underbody, given that high-mileage wear often manifests first in components the MOT cannot fully evaluate without a raised inspection. Check for any knocking or clonking from the front suspension over speed humps and uneven road surfaces, which would indicate worn anti-roll bar bushes or drop links. Listen for a whine or rumble from the front wheel bearings during a road test, particularly when cornering, and feel for any vagueness or free play in the steering that could point to tie rod or rack wear. Inspect the tyres closely for uneven shoulder wear, which on a heavy EV can indicate tracking misalignment or worn suspension geometry, and check the rear tyres for inner-edge wear that may suggest slight camber issues. Because the MOT record shows no advisories relating to brake pipe corrosion, underbody corrosion, or fluid leaks, a buyer should still carry out a visual inspection of the brake pipes, calipers, and flexible hoses for any surface rust or weeping, particularly around the rear arches and subframe mounting points where road salt collects. On the test drive, verify that the regenerative braking modes function correctly and that the transition between regenerative and friction braking is smooth, without any delay or inconsistent pedal feel that might suggest a software calibration issue. Finally, confirm that the high-voltage battery state of health is independently verified, as MOT testing does not assess battery capacity, and the high annual mileage means this is the single most significant mechanical and financial consideration on this particular example.