2021 Nissan E-NV200 Electric · LL71 USZ

The most recent MOT test on 19 December 2025 resulted in a pass with no defects recorded, indicating that the vehicle met all statutory roadworthiness requirements at that time. However, the immediately preceding test on 18 December 2025 was a failure driven by two major defects relating to the anti-lock braking system. The Offside Rear ABS sensor wiring was found to be cut, and the ABS warning lamp was illuminated, confirming an active fault within the system. The fact that the vehicle passed a re-test the very next day suggests the issue was rectified promptly, likely through sensor or harness replacement. While the present pass status is reassuring, the ABS component failure does warrant close attention during any prospective inspection, as it may indicate either localised wiring damage from wear, chafing, or impact, or an intermittent sensor fault that could recur. The earlier 2024 test was also a clean pass, so overall the maintenance trajectory can be considered stable, though the cluster of ABS issues represents a notable point of focus. With a recorded mileage of only 10,666 miles over a five-year service life, this E-NV200 has averaged approximately 2,133 miles annually, which is exceptionally low and characteristic of a vehicle that has likely spent substantial periods either stationary or used only for short, infrequent trips. Such low usage patterns in commercial-derived electric vehicles carry specific mechanical considerations beyond ordinary wear. Extended standing periods commonly promote binding calipers due to corrosion around the sliding mechanism and pad material, as well as brake disc surface corrosion that may manifest as judder or uneven braking efficiency on initial application. Cold starts with frequent short journeys can also accelerate 12V auxiliary battery degradation, and even with the traction battery well preserved, the conventional battery should be tested for adequate state of health. Tyres fitted to a lightly used vehicle of this age are particularly susceptible to sidewall perishing and dry-rot from age-related rubber degradation rather than wear, so tread depth alone is not a sufficient indicator of fitness for service. Given the age and mileage profile, a thorough physical inspection should begin with a careful examination of all four tyres, looking for any signs of sidewall cracking, bulging, or hardness of the rubber compound, and confirming that the manufacturing date codes fall within acceptable service life. The braking system should be examined with the wheels removed where possible to inspect disc surface condition for corrosion pitting, particularly on the rear drums or discs where standing moisture can cause aggressive surface degradation, and the caliper slide pins should be checked for free movement and the presence of any seized or sticking pistons. The ABS sensor wiring, given its recent failure history, should be visually inspected along its full routing, paying particular attention to areas near suspension components and wheel arch liners where chafing against bodywork or suspension parts is common. On a test drive, the buyer should listen for any irregular knocking or scraping from the rear axle area, monitor the instrument cluster carefully for any reappearance of the ABS warning lamp, and verify that the system performs a clean self-check upon ignition without lingering dashboard alerts. Beyond the braking system, the low annual mileage and evident long stationary periods warrant a broader review of time-based servicing items that do not correlate with odometer readings. Brake fluid is hygroscopic and degrades on a calendar basis regardless of mileage, so its age and condition should be confirmed and a fluid change considered if it has not been documented within the past two to three years. Coolant systems in electric vehicles, including the battery thermal management loop, also require periodic inspection and replacement of the coolant at manufacturer-specified intervals, and verification of this servicing is essential. The high-voltage traction battery state of health should ideally be assessed via a diagnostic readout to confirm that prolonged low usage has not led to cell imbalance or capacity degradation, particularly as lithium chemistries can suffer when left at high states of charge for extended durations. Finally, all interior and exterior rubber seals, wiper blades, and underbody protection should be examined for UV degradation or cracking, and a corroborative service history should be requested to confirm that annual inspections of the electric drive system, charging port, and auxiliary systems have been carried out at appropriate intervals.