2020 Peugeot 2008 GT EV Electricity · LL70 LWW

A clean and remarkably sparse MOT record defines this 2020 Peugeot 2008 GT EV, with the vehicle securing passes on all three recorded tests between October 2023 and January 2026 without a single advisory of mechanical consequence until the most recent examination. The January 2026 pass is notable only for two advisories relating to slight damage, cracking, or perishing on both rear tyres, a finding that sits in the category of cosmetic or ageing-rubber deterioration rather than structural or safety-critical failure. The intervening February 2025 test returned an entirely clean record with no advisories whatsoever, and the earlier October 2023 pass noted only the presence of an undertray, a non-defect observation commonly logged for EVs and modern Peugeots. Overall, the trajectory is one of stable roadworthiness with no pattern of repeat advisories, no component flagged across more than one test, and no recorded failures, suggesting the vehicle has not yet developed chronic wear issues detectable under MOT inspection conditions. Against an age of roughly six years, the recorded 29,334 miles equates to an annual accumulation of around 4,889 miles, which is comfortably below the typical average for a UK vehicle and points to predominantly light or short-journey usage. There is a notable eighteen-month gap between the October 2023 test and the February 2025 test, which in this instance is consistent with the vehicle having been first registered towards the end of 2020 and therefore becoming MOT-exempt from its third anniversary until three years later. The absence of a recorded test for 2021 or 2022 is therefore entirely standard for a vehicle of this age and does not indicate any period off the road. However, the combination of low mileage and an EV drivetrain should prompt attention to the secondary systems that suffer from underuse, namely the 12V auxiliary battery, brake discs and calipers, and the condition of the tyres themselves, since EVs rely heavily on regenerative braking and traditional friction braking components can suffer from surface corrosion or binding through infrequent activation. With the rear tyres flagged for cracking and perishing on the most recent test, a prospective buyer should physically inspect both rear tyres for visible sidewall crazing, particularly around the lower shoulder and the area between the tread blocks, and confirm that the cracking is superficial rather than penetrating to the ply cords. Tyres older than five years, regardless of tread depth, warrant serious scrutiny on a vehicle of this age, and the cracking noted could easily have progressed in the months since the January test. The tyres should also be checked for uneven shoulder wear, which on an EV with significant battery mass over the rear axle can indicate inflation pressure issues or suspension geometry concerns developing. Given the low annual mileage and the EV powertrain, particular care should be taken during a test drive to listen for any binding, scraping, or grinding from the brakes, especially from a cold start, as the rear discs in particular are prone to surface corrosion and pitting when regenerative braking does most of the deceleration work. The steering should be assessed for any pulling to one side or vibration through the wheel, which could indicate uneven tyre wear or a developing suspension issue not yet severe enough to fail an MOT. Finally, the 12V auxiliary battery, which powers ancillary systems on this EV rather than the traction motors, should be load-tested or its age confirmed, as low-mileage use combined with standing periods is the most common cause of premature 12V failure on electric vehicles and would not be flagged during an MOT.