2021 SEAT MII EV Electric · OV21 ABF

The most recent DVSA MOT test on 21 April 2026 resulted in a pass, with two advisory items recorded against the nearside rear and offside rear tyres for slight cracking and perishing. Reviewing the broader history, the vehicle has passed three consecutive tests with no failures or dangerous or major defects recorded at any point, which indicates a generally stable and well-maintained mechanical condition. The advisory trend is consistent rather than worsening, as the same rear tyre perishing advisories appeared at the 2024 test and have simply carried forward, along with a minor rear registration plate deterioration advisory that has not reappeared. There is no evidence of brake, suspension, steering, or structural advisories in the record, which is a positive indicator for a vehicle of this age and type, although the persistent tyre condition warrants direct inspection before purchase. The recorded mileage of 45,948 miles over approximately five years equates to an annual average of around 9,190 miles, which is broadly typical for a small electric city car such as the SEAT Mii EV. This level of usage suggests the vehicle has been driven regularly rather than left standing for prolonged periods, which is generally beneficial for an electric vehicle because it allows the high-voltage battery to remain cycled and reduces the likelihood of degradation through prolonged inactivity. The absence of large mileage gaps between the recorded MOT tests also indicates consistent use, and there are no signs of rapid accumulation that would suggest excessive wear on the drivetrain, brakes, or suspension components. For an EV, the primary mechanical concerns relate to the battery state of health, brake system condition given likely reliance on regenerative braking, and the general undercarriage, all of which are broadly proportionate to this mileage level. The recurring advisories regarding cracking and perishing on both rear tyres are a clear focal point for buyer inspection. Tyre sidewall perishing is a time-related degradation rather than purely a wear issue, and although the cracking was classed as slight at the most recent test, such deterioration can progress rapidly on a five-year-old vehicle. On a physical inspection, both rear tyres should be examined closely for visible sidewall cracking, crazing, or brittleness, and the tread depth measured to confirm legal compliance and even wear across the axle. Any uneven wear pattern across the rear axle could indicate tracking misalignment or worn rear suspension components such as bushes or coil springs, which are common on small city cars subjected to urban kerb impacts and pothole exposure. If the tyres still carry the original fitment or are approaching five years of age by DOT date code, replacement should be budgeted for regardless of remaining tread. Beyond the documented advisories, a prospective buyer should undertake several practical checks appropriate to the vehicle's age and electric powertrain. The 12-volt auxiliary battery, which powers ancillary systems and is independent of the traction battery, should be tested for state of charge and cranking performance, as these typically require replacement every four to six years. Brake discs and calipers should be examined for corrosion and free operation, as vehicles with significant regenerative braking use can suffer from seized calipers or corroded discs due to limited mechanical brake application, leading to shudder or uneven braking feel on test. The high-voltage traction battery state of health should be verified through a diagnostic scan if possible, as this is the most costly component on the vehicle. Underbonnet and underside checks for fluid leaks from cooling systems, condition of the charging cable and port, and verification of recent service history for items such as brake fluid replacement, which is time-scheduled rather than mileage-scheduled, will round out a thorough pre-purchase assessment.