2019 Nissan E-NV200 Electric · LM19 ONP
2019 Nissan E-NV200 (electric). First registered 21 Mar 2019. Recorded mileage 49,356 miles. MOT valid until 20 Mar 2027.
- Make & Model
- NISSAN E-NV200
- Year / Origin
- 2019 · Wimbledon (South London)
- Safety Recall
- Unknown
- MOT Status
- Valid until 20 Mar 2027
- Road Tax
- —
- Recorded Mileage
- 49,356 mi
- ULEZ Compliance
- ULEZ Exempt (Zero Emissions)
- Fuel & Engine
- Electric
- Reliability Guide
- Common Faults
Thinking of buying this vehicle? Free MOT and tax checks do not cover legal ownership. If outstanding finance exists, finance companies have legal right to repossess without compensation.
LM19 ONP Key Findings
- 5 MOT tests recorded
- Latest MOT passed on 10/03/2026
- 49,356 miles recorded at latest MOT
- 1 historical MOT failure
- No defects recorded at the latest MOT
Derived directly from the recorded DVSA and DVLA data shown on this page.
LM19 ONP MOT History
Interpretation generated from the recorded test data above — not an official DVSA statement and not a substitute for an independent inspection.
5 MOT tests are recorded for this 2019 Nissan E-Nv200 (LM19 ONP) between March 2023 and March 2026.
The record contains 4 passes and 1 failure.
The most recent test on 10 March 2026 was a pass, although the earlier record includes 1 failure that buyers may want to investigate.
LM19 ONP Mileage History
- 02/03/202333,116 mi
- 29/02/202439,123 mi+6,007 mi
- 01/03/202439,126 mi+3 mi
- 03/03/202545,449 mi+6,323 mi
- 10/03/202649,356 mi+3,907 mi
Average of roughly 5,373 miles per year across 5 recorded odometer readings.
Technical Specifications
Core Specifications
Identification & Status
Dimensions & Weights
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Known faults for Nissan Nissan e-NV200
Our database tracks 5 specific mechanical faults and recurring failure patterns identified across UK MOT testing stations for this generation.
MOT Roadworthiness: Good
This rating reflects historical MOT pass rates and recurring advisory wear patterns from official DVSA test logs. Note that roadworthiness does not verify outstanding finance, insurance write-offs, or stolen records.
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Digital Service History
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Common Problems: NISSAN E-NV200
Known issues reported by owners and MOT testers.
- High-voltage traction battery capacity loss and passive thermal throttling(Serious)
The e-NV200 (both 24 kWh and 40 kWh versions) utilizes a passively air-cooled lithium-ion traction battery located beneath the cargo floor, lacking active liquid cooling or refrigeration. In intensive commercial delivery duty, sustained motorway cruising combined with repeated DC fast-charging (CHAdeMO) quickly raises cell temperatures above 45°C. To protect cell health, the Battery Management System (BMS) severely throttles rapid charging speeds down from 46 kW to 12–18 kW ('Rapidgate'), substantially lengthening commercial turnaround times. Repeated thermal stress also accelerates irreversible battery capacity loss, visible via lost capacity bars on the cluster gauge and reducing real-world winter range to 60–80 miles on 40 kWh models and 30–45 miles on early 24 kWh vans.
- 12-volt auxiliary battery discharge causing failure to start(Moderate)
Although equipped with a large high-voltage lithium-ion propulsion battery, the e-NV200 depends entirely on a standard 12V lead-acid auxiliary battery to power the onboard control units (VCM and BCM) and energise the high-voltage safety contactors. Frequent short delivery stops, leaving the van parked in accessory mode, or continuous parasitic draw from commercial telematics equipment drains the small 12V unit. If 12V terminal voltage drops below approximately 10.5V, the high-voltage contactors cannot pull in, the van refuses to switch into 'READY' drive mode, the gear selector stays locked in Park, and a cascade of spurious warning lights appear across the binnacle.
- On-Board Charger (OBC) and Power Delivery Module failure preventing AC charging(Serious)
The integrated AC on-board charger (housed within the Power Delivery Module / PDM beneath the bonnet) can develop internal component failure, including degraded high-voltage smoothing capacitors, blown internal safety fuses, or short-circuited rectifier diodes. When the OBC fails, the vehicle completely rejects AC charging from domestic 3-pin trickle cables, dedicated home wallboxes, or public Type 2 destination charge points, often tripping the home or commercial depot RCD consumer unit instantly upon connection. DC rapid charging via the front CHAdeMO port typically remains operational because it feeds directly to the traction battery, bypassing the internal AC charger. Main dealer replacement of the entire PDM assembly is expensive, though independent EV electronics specialists provide component-level board repairs.
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NISSAN E-NV200 Model Intelligence & Reliability
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Historical MOT pass rates and DVLA records for 2019 model year cars.
- High-voltage traction battery capacity loss and passive thermal throttlingSerious
The e-NV200 (both 24 kWh and 40 kWh versions) utilizes a passively air-cooled lithium-ion traction battery located beneath the cargo floor, lacking active liquid cooling or refrigeration. In intensive commercial delivery duty, sustained motorway cruising combined with repeated DC fast-charging (CHAdeMO) quickly raises cell temperatures above 45°C. To protect cell health, the Battery Management System (BMS) severely throttles rapid charging speeds down from 46 kW to 12–18 kW ('Rapidgate'), substantially lengthening commercial turnaround times. Repeated thermal stress also accelerates irreversible battery capacity loss, visible via lost capacity bars on the cluster gauge and reducing real-world winter range to 60–80 miles on 40 kWh models and 30–45 miles on early 24 kWh vans.
- 12-volt auxiliary battery discharge causing failure to startModerate
Although equipped with a large high-voltage lithium-ion propulsion battery, the e-NV200 depends entirely on a standard 12V lead-acid auxiliary battery to power the onboard control units (VCM and BCM) and energise the high-voltage safety contactors. Frequent short delivery stops, leaving the van parked in accessory mode, or continuous parasitic draw from commercial telematics equipment drains the small 12V unit. If 12V terminal voltage drops below approximately 10.5V, the high-voltage contactors cannot pull in, the van refuses to switch into 'READY' drive mode, the gear selector stays locked in Park, and a cascade of spurious warning lights appear across the binnacle.
- On-Board Charger (OBC) and Power Delivery Module failure preventing AC chargingSerious
The integrated AC on-board charger (housed within the Power Delivery Module / PDM beneath the bonnet) can develop internal component failure, including degraded high-voltage smoothing capacitors, blown internal safety fuses, or short-circuited rectifier diodes. When the OBC fails, the vehicle completely rejects AC charging from domestic 3-pin trickle cables, dedicated home wallboxes, or public Type 2 destination charge points, often tripping the home or commercial depot RCD consumer unit instantly upon connection. DC rapid charging via the front CHAdeMO port typically remains operational because it feeds directly to the traction battery, bypassing the internal AC charger. Main dealer replacement of the entire PDM assembly is expensive, though independent EV electronics specialists provide component-level board repairs.
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