2021 Polestar 2 EV AWD Electricity · OV71 EXW

With 54,683 miles accumulated across roughly five years and a clean single-year MOT history, the mechanical picture presented by this Polestar 2 is one of stable roadworthiness supported by a relatively short and untroubled testing record. The most recent test on 31 October 2025 recorded a pass with only two advisories, both confined to the front tyres, while the prior examination on 7 October 2024 was issued with no advisories at all. There are no recorded failures, no structural corrosion advisories, no brake or suspension defects, and no lighting or emissions issues across the documented testing history. While the record is short, the absence of repeat defect patterns and the clean 2024 pass suggest the vehicle has not been presenting systemic wear concerns at annual inspection, and the 2025 advisories read as age and mileage-related consumable observations rather than indicators of underlying mechanical deterioration. Against a typical annual mileage of around 10,937 miles, this Polestar has been used in a broadly average fashion for its age, with no extended gaps in testing that would suggest long periods off the road. The single-step mileage record from the MOT log does not flag any sudden large jumps or implausibly low accumulations, and the vehicle is therefore unlikely to have suffered the kind of deterioration associated with prolonged standing, such as seized brake calipers, deteriorated tyre sidewalls from load, or moisture ingress in electrical ancillaries. Equally, the mileage is not so high as to suggest imminent major service items beyond normal EV consumables. As an all-electric vehicle with regenerative braking, brake component wear is typically far lighter than on an equivalent combustion vehicle at this mileage, though tyres, suspension bushes, and steering linkages remain subject to normal wear. For a prospective buyer, the immediate attention point is the front axle rubber, specifically the nearside front tyre flagged for damage, cracking or perishing, and the offside front tyre recorded as worn close to the legal limit on its edge. On inspection, both front tyres should be examined closely for sidewall cracking, bulges, or cuts, and the offside front should be measured for remaining tread depth across the full width to confirm whether the inner or outer shoulder has worn disproportionately. Edge wear on one side frequently points to misalignment, which on a vehicle of this weight and performance specification can also accelerate wear on the rear tyres and place uneven loading on the suspension arms. A test drive should therefore include firm cornering to listen for any knocking or clonking from the front suspension, and braking from moderate speed to feel for vibration through the steering wheel that might indicate warped discs, which although unlikely at this mileage on an EV is worth confirming. Steering should feel precise and self-centring without drift or pulling to either flank, as any consistent pull could indicate geometry issues not yet severe enough to fail an MOT but worth addressing before further tyre damage occurs. Beyond the flagged tyres, the lack of any recorded advisories on the braking system, underbody, or suspension means there is no specific component to target, but a general inspection is prudent given the 54,683-mile accumulation. The brake discs and pads should be physically inspected for lipping, surface corrosion, and pad material thickness, even though regenerative braking reduces pad wear significantly. Undertray removal, where practical, should allow visual checks for any signs of fluid leakage from the power steering rack or drive unit seals, and the alloy wheels should be inspected for kerb rash that might hint at harsh urban use. A scan for any warning messages on the driver display, particularly relating to the high-voltage battery thermal management, drive units, or driver assistance systems, is essential, as MOT testing does not cover these EV-specific systems. Finally, confirm that the charging cable, mode 2 and mode 3 units if applicable, are present and in good condition, and verify the battery state of health report from a Polestar service centre to ensure the high-voltage pack has retained expected capacity at this mileage.