2021 Polestar 2 EV AWD Electric · OV71 YNJ

The most recent DVSA examination, conducted on 3 February 2026, resulted in a clean pass with no defects or advisories recorded against this 2021 Polestar 2. The single prior test on file, dated 22 February 2025, likewise produced a pass with no recorded defects. With consecutive passes and a complete absence of advisories, advisories being the category typically used by testers to flag components that are not yet at failure threshold but are approaching it, the recorded maintenance trend is stable and presents positively for a prospective buyer. While a clean MOT history is reassuring, it is worth remembering that the MOT is a statutory minimum roadworthiness check at the time of test, and any inspection specific to high-voltage electric drivetrain components falls outside the standard examiner remit. With an indicated 26,965 miles recorded over approximately five years of service, this Polestar 2 is averaging around 5,393 miles annually, which is noticeably below the typical mileage for a vehicle of this age and class. Such low annual usage can indicate primarily commuter or short-trip utilisation, but it may equally point to extended periods of standing, particularly if the vehicle was laid up for any notable duration. Low mileage is generally favourable for suspension, bearing, and powertrain longevity, though it does present its own set of considerations, including potential fluid degradation from calendar ageing rather than mechanical wear, and the possibility of brake and underbody components suffering from lack of regular use rather than wear through normal service life. Given the clean MOT record and the low annual mileage, the prospective buyer should concentrate their physical inspection on age and standing-related deterioration rather than pattern of wear items. The tyres warrant close scrutiny; with low mileage, the original fitments or early replacements may still be in place, and even with adequate tread depth, the sidewalls could exhibit signs of perishing or ozone cracking from five years of environmental exposure. Check the DOT date code on each tyre sidewall and inspect the rubber for hairline cracks, particularly on the outer sidewalls exposed to sunlight. Brake discs and calipers should be examined for surface corrosion, pitting, or seized slider mechanisms, as standing can cause caliper pistons to bind and result in uneven pad wear or pulling under braking. Confirm that the electronic parking brake releases cleanly and that the vehicle rolls freely without any suggestion of binding. The 12-volt auxiliary battery, distinct from the high-voltage traction pack, should be tested for state of health, as low-mileage standing use combined with parasitic drain from the vehicle's electronic systems can prematurely deplete this unit and lead to no-start conditions or electronic faults. All fluid systems, including brake fluid, coolant for the thermal management circuits, and reduction gear oil where serviceable, should be evaluated against time-based rather than mileage-based schedules, as these degrade through calendar age irrespective of use. The high-voltage battery itself should be assessed via diagnostic interrogation, focusing on state of health, cell voltage balance, and any recorded thermal events or fault codes, since such data is only accessible through specialist Polestar or Volvo dealer equipment. Finally, verify the completeness of the service history stamps, inspect the charging port and cable for damage or wear, and ensure that any software recalls or over-the-air update campaigns have been completed, as EV manufacturers routinely issue revisions affecting drivetrain efficiency and battery management.