2022 KIA Niro 2 EV Electric · LB22 OUG

A pattern of persistent front-end steering wear is the defining mechanical theme running through this Kia Niro's MOT record, with the most recent test on 3 August 2026 passing but flagging a fresh nearside front track rod end with slight play alongside continuing cosmetic items. Across eight recorded tests spanning 2024 to 2026, this is now the third consecutive advisory touching on nearside front steering play, having first surfaced in mid-2024 as slight free play detected at the steering wheel within the steering rack itself, before being recorded twice in 2025 and again in 2026 as tangible play in the track rod end ball joint. That progression from internal rack play to a worn outer joint suggests the steering geometry is gradually loosening, which on a test drive can manifest as a slight reluctance to self-centre, wandering at motorway speeds, or a faint clunk when traversing cats-eyes or speed bumps with the wheel turned. The same test also noted rear inner tyres worn close to the legal limit on both sides, hinting at either alignment drift or a toe issue consistent with the wear observed at the front. Mileage is unusually high for a four-year-old EV, with 114,888 recorded miles equating to roughly 28,700 miles annually, well above the typical private-use pattern and firmly in the commercial or private-hire territory. Testing frequency supports continuous operation, with no multi-year lay-up gaps, only the routine annual MOT cadence expected of an in-service vehicle. The 2026 calendar alone shows two tests already, in January and July, before the August pass, which is consistent with a vehicle that may have been re-presented early after advisory rectification, or with an MOT failure history that has not been provided. Mechanically, this kind of mileage on an EV still places wear mainly on the rolling stock and steering components rather than the powertrain, but it does accelerate consumable turnover and is fully consistent with the rapid reappearance of tyre wear advisories and steering joint degradation seen across consecutive tests. A prospective buyer should pay particular attention to the front suspension and steering geometry during a physical inspection, lifting the front axle to check for perished or cracked bushes on the lower control arms and any weeping from the front struts given the mileage. With the nearside track rod end already noted as having slight play, the offside joint is statistically the next likely candidate, so a thorough check of both ball joints for rotational free play with the wheels off the ground is worthwhile. On the road, listen for any knocking or clonking from the front wheels over uneven surfaces, particularly when turning into a driveway or reversing with full lock applied, and feel for any vibration through the steering wheel at speed that could indicate wear deeper inside the rack. Brake pedal feel should be assessed for firmness and even pull, especially given the high annual mileage that will have cycled the friction material many times over. Given the rapid tyre wear flagged at both front nearside and rear inner edges within months of each other, a four-wheel alignment check and inspection of rear suspension bushes is strongly advisable, as uneven wear across axles often points to alignment drift from a worn component rather than simple tyre age. The damaged windscreen and side repeater lenses are cosmetic and unlikely to affect roadworthiness, but any future stone chip propagation on the screen should be monitored as it could fail at the next test if it encroaches on the swept driver view area. Finally, although no advisory relates to the high-voltage battery or charging system, an EV with this much motorway mileage warrants verification of the state of health of the traction battery, tyre age codes independent of tread depth to confirm they are not date-expired, and confirmation that the most recent track rod end play has actually been rectified rather than simply carried forward as a marginal advisory.