2022 Polestar 2 EV FWD Electric · OE71 AHJ

The Polestar 2 EV’s most recent MOT tests, conducted on the same day in December 2025 at 80,596 miles, reveal an unusual but technically non-problematic anomaly: a single pass followed immediately by a fail with no recorded defects. This suggests either a rare administrative error in the DVSA system or a test centre procedural oversight, as no mechanical issues were identified. The preceding test in December 2024 at 64,776 miles passed without failings, indicating a stable roadworthiness trend prior to the 2025 cycle. No advisories or recurring faults appear in the available history, though the double-testing at identical mileage warrants further clarification from the test centre or previous owner regarding the circumstances. The vehicle’s electric powertrain components—battery health, high-voltage systems, and regenerative braking—are not subject to MOT inspection, so their condition remains unverified. The recorded mileage of 80,596 miles over approximately four years equates to an average of 20,149 miles annually, which is notably higher than the typical usage patterns for a vehicle of this age. The gap between tests—just under 12,000 miles—is standard for an annual MOT, but the sudden accumulation of 15,820 miles between December 2024 and December 2025 suggests either intensive use or a period of active ownership. There are no evident signs of neglect, such as repeated failures on basic consumables, but the high mileage implies accelerated wear on suspension bushes, coil springs, and brake calipers, which are critical components for handling and stopping. The absence of advisories on structural integrity or corrosion in the 2024 test does not preclude the development of such issues over the past year, particularly in areas prone to road salt or moisture ingress. Given the lack of MOT-reported faults, the primary focus for an in-person inspection should centre on the suspension and braking systems. The high mileage demands thorough checks for worn or leaking suspension bushes, degraded coil springs, and binding calipers—common issues in EVs due to weight distribution and regenerative braking stress. Brake discs should be examined for uneven wear or heat damage, while the rear brakes, if binding in prior tests, require verification of hydraulic or mechanical adjustments. The absence of MOT advisories on corrosion does not rule out hidden rust in wheel arches, subframes, or battery mounts, so these areas should be scrutinised for pitting or structural compromise. The electric motor and inverter, though not MOT-tested, should be assessed for unusual noises, overheating, or warning lights, as these could indicate underlying electrical or thermal issues. The double-testing anomaly also justifies requesting service records for the 2025 period to confirm whether any unrecorded maintenance or diagnostics were performed.