2021 Polestar 2 EV FWD Electric · OE71 ABK

The most recent DVSA MOT test, conducted on 17 July 2026, resulted in a clean pass with no defects or advisories recorded, following on from an equally clean pass on 19 March 2025. Looking further back to the December 2024 examination, the only items logged were three advisories concerning front tyre condition, specifically edge wear on both nearside and offside front tyres and a minor outer sidewall cut on the offside front. With no items carrying over into the subsequent tests and no failures ever recorded against this vehicle, the maintenance trend appears stable and consistent, indicating that the owner has generally addressed wear items promptly and kept the car in roadworthy condition. The absence of any suspension, braking, lighting, or structural advisories is a notably positive signal for a vehicle of this age and electric powertrain configuration. With around 33,996 miles covered since registration in 2021, this Polestar 2 has averaged roughly 6,800 miles annually, which sits squarely within the typical range for a privately used vehicle of its age. There are no significant gaps in MOT coverage and the mileage progression between tests appears proportionate, suggesting consistent rather than sporadic use. For an electric vehicle this level of usage is perfectly adequate to keep mechanical components such as suspension bushes, driveshaft gaiters, and brake actuators functioning normally, while also allowing the high-voltage battery to remain cycled regularly. There is no indication of long periods of standing, which on an EV can lead to 12V auxiliary battery degradation and brake caliper seizure due to lack of friction pad movement. Given that the MOT history is largely clean with only tyre-related advisories appearing previously, a prospective buyer should still conduct a physical inspection focused on age- and mileage-related items rather than relying solely on the computer records. The front tyres should be carefully examined for both tread depth and, critically given the advisory history, uneven edge wear which could point to tracking misalignment, worn suspension components, or improper inflation habits. A test drive should be carried out with attention to any suspension clonks or knocking over uneven surfaces, pulling under braking which would suggest binding front calipers, and any vibration through the steering wheel which could indicate warped brake discs from corrosion following light use. The 12V auxiliary battery should be checked for healthy voltage and secure mounting, while the charging port and cable should be inspected for any signs of damage or contamination. Beyond the testable mechanical items, a buyer should verify the documented service history for this Polestar 2, paying particular attention to the recommended fluid replacement intervals for the brake system, the cooling circuit for the high-voltage battery and motor, and the reduction gearbox oil where applicable, as these are calendar-based service items that degrade regardless of mileage. The underside of the vehicle should be examined on a ramp for any corrosion to structural or steering components, particularly given UK winter road salt exposure, although a 2021 vehicle would not be expected to show significant structural corrosion at this stage. It is also prudent to confirm that the high-voltage battery state of health has been recorded or warranted by an authorised Polestar service centre, as this is the single most expensive component of the vehicle. Finally, checking that all warning systems, infotainment software updates, and driver assistance functions are operating correctly through a full pre-delivery inspection will provide further reassurance before purchase.