2024 Polestar 2 EV RWD Electric · OV74 UES

As a 2024 model year Polestar 2 EV, this vehicle would only become eligible for its first MOT test once it reached three years of age from the date of first registration. Given that today is September 2026, the car is at most around two years old and therefore has not yet been required to undergo mandatory DVSA roadworthiness testing. Consequently, there is no recorded MOT history to draw upon for assessing the maintenance trend or defect patterns. Because the Polestar 2 is effectively still within its manufacturer warranty and any initial issues would have been addressed under that cover rather than flagged at an MOT, the absence of test data at this stage is entirely normal and should not be interpreted as a cause for concern. Because the recorded mileage has not been provided and no MOT tests have yet been conducted to establish an odometer reading history, it is impossible to verify annual usage rates, identify any mileage gaps, or detect rapid accumulation that might indicate heavy motorway use, fleet operation, or conversely prolonged periods of standing. For an EV of this age and type, both scenarios carry distinct implications. A very low annual mileage could suggest the high-voltage traction battery has rarely been exercised through regular charge and discharge cycles, which over time can lead to degradation of usable capacity, while an unusually high figure may raise concerns about prolonged exposure to motorway speeds and the associated wear on suspension components, tyres and braking hardware, particularly given the heavy kerb weight of an electric vehicle. In the absence of MOT data, physical inspection becomes paramount. Carefully examine all four tyres for age-related perishing and cracking of the sidewalls, as tyres fitted at the factory on 2024 models may now be approaching four to five years of age depending on production date and will degrade regardless of tread depth if the rubber has hardened. Verify the manufacturing date stamped on each sidewall, as rubber compound deterioration from oxidation rather than wear is a common issue on lightly used vehicles. Check the 12-volt auxiliary battery health, since these low-voltage units in EVs power ancillary systems and are known to fail prematurely, often without warning, particularly on vehicles that have stood unused for extended periods. Inspect the charging port and connector for any damage, contamination or signs of overheating, and ensure the Type 2 cable, if present, is in good condition with no exposed wiring. On a test drive, listen carefully for any suspension clonks or thuds over undulating road surfaces, which may indicate worn bushes, dropped links or compromised coil springs. Pay particular attention to brake feel, as standing corrosion on the discs and potential caliper seizure is common on EVs that rely heavily on regenerative braking and therefore use the friction brakes infrequently, leading to rust build-up on the disc surface and possible brake binding. Verify that all dashboard systems, infotainment, driver aids and safety features operate correctly, and confirm the service history documentation demonstrates that the Polestar 2 has been inspected at the recommended intervals with particular reference to brake fluid replacement, which is time-sensitive irrespective of mileage due to its hygroscopic nature, as well as cabin filter changes and reduction gear oil inspection. Finally, request a battery state of health report from a Polestar main dealer or suitably equipped specialist, as this is the single most critical mechanical consideration for any prospective EV purchaser and should be verified independently of the manufacturer's stated range figures.