2022 Polestar 2 Plus EV AWD Electric · OV22 AWM

The vehicle presents with a current and recently passed MOT test, completed on 31 March 2026 with no advisories or defects recorded, which indicates that at the point of examination the car met all statutory roadworthiness requirements. A review of the broader test history shows a pattern of largely compliant results, with only one prior failure noted at the same testing centre in March 2025. That failure was attributed solely to a nearside front tyre cut deep enough to reach the tyre ply or cords, accompanied by three advisories relating to edge wear on the nearside front, offside front, and offside rear tyres. As the car subsequently passed an MOT just one day later with no defects or advisories recorded, it is reasonable to conclude that the tyres were replaced immediately after the failure, and the overall maintenance trend now appears stable and improving rather than indicative of systemic neglect. With 102,559 miles recorded on a 2022 Polestar 2, this electric vehicle has been used at a notably high rate of approximately 25,640 miles per year, which is considerably above the national average and suggests predominantly long-distance or high-utilisation operation such as company, fleet, or commuter use. This level of annual mileage places greater demand on the consumable items and mechanical components than would be expected for a typical privately owned example. For an electric powertrain, high mileage is less concerning with respect to engine wear, but it does place increased stress on the suspension, steering, brake system, tyres, and ancillary electrical components. There are no significant mileage gaps in the visible history to suggest prolonged periods of standing, which is beneficial for an EV as it reduces the risk of certain standing-related defects. Given the high annual mileage and the prior advisories relating to uneven tyre edge wear, particular attention should be paid to the condition and wear pattern of all four tyres during inspection. Edge wear, particularly on the front axle, can be symptomatic of incorrect wheel alignment, worn suspension bushes, or deteriorated coil springs, all of which are common on higher-mileage vehicles. During a test drive, listen for any suspension knocking or clonking over uneven road surfaces, and feel for vague steering response or pulling to one side, which would suggest alignment or geometry issues requiring correction. The fact that all tyres were replaced together suggests this was addressed, but a prospective buyer should still verify that the current tyres are wearing evenly across the full tread width and that there is no uneven inner or outer edge wear returning. Beyond the suspension and tyres, the high mileage warrants scrutiny of the brake system, as even electric vehicles with regenerative braking will still accumulate wear on the friction brakes if used aggressively or at sustained high speeds. Inspect the brake discs for lipping, scoring, or corrosion around the hat area, and check that the calipers are not binding by ensuring the vehicle rolls freely when released. Although the Polestar 2 does not require traditional engine oil changes, time-based servicing of the brake fluid, coolant, and reduction gear oil remains relevant, and verification of the digital service record through the Polestar or Volvo service network is essential to confirm that all scheduled maintenance has been completed at the correct intervals. Finally, given the vehicle is now four years old, the 12-volt auxiliary battery should be health-checked, as premature failure of low-voltage batteries is a common cause of non-starting conditions in EVs, and the high-voltage battery state of health should be confirmed via diagnostic report where possible to ensure it retains adequate capacity for the recorded mileage.