2022 Nissan E-NV200 Electric · LM22 ANV
2022 Nissan E-NV200 (electric). First registered 28 Apr 2022. Recorded mileage 10,413 miles. MOT expired on 27 Apr 2026.
- Make & Model
- NISSAN E-NV200
- Year / Origin
- 2022 · Wimbledon (South London)
- Safety Recall
- Unknown
- MOT Status
- Expired on 27 Apr 2026
- Road Tax
- —
- Recorded Mileage
- 10,413 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.
LM22 ANV Key Findings
- 1 MOT test recorded
- Latest MOT passed on 03/04/2025
- 10,413 miles recorded at latest MOT
- No defects recorded at the latest MOT
Derived directly from the recorded DVSA and DVLA data shown on this page.
LM22 ANV MOT History
Interpretation generated from the recorded test data above — not an official DVSA statement and not a substitute for an independent inspection.
1 MOT test are recorded for this 2022 Nissan E-Nv200 (LM22 ANV) between April 2025 and April 2025.
The record contains 1 pass and 0 failures.
The record shows no MOT failures, although 0 advisory notices note items to monitor.
Technical Specifications
Core Specifications
Identification & Status
Dimensions & Weights
Diagnostic & Valuation Intelligence
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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: Average
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
Verified MOT failure trends, buying advice, and technical directory specifications.
Owner-reported defects, recurring MOT failure points, and estimated repair costs.
Browse production generations, registration statistics, and trim variants.
Historical MOT pass rates and DVLA records for 2022 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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