2025 Polestar 4 Plus EV AWD Electric · OV75 CLJ

No MOT history is currently available for this 2025 Polestar 4 Plus EV AWD, which is entirely consistent with the vehicle being less than three years old and therefore not yet legally required to undergo its first compulsory DVSA roadworthiness test. As the first MOT for this model will not be due until 2028 at the earliest, there are no test outcomes, advisories, or failure records to draw upon for a maintenance trend analysis. In the absence of any recorded inspection data, it is not possible to comment on whether the vehicle's condition is stable, worsening, or improving, and any prospective buyer must rely entirely on their own physical inspection, dealer or independent inspection report, and the manufacturer's own pre-delivery or service documentation. Regarding mileage, the recorded odometer reading for this vehicle is not available, and there is insufficient data to establish an annual usage rate or to identify any significant gaps or rapid accumulation patterns. For context, a typical UK driver covers between 6,000 and 12,000 miles annually, and a Polestar 4 used for predominantly urban commuting may show lower figures, while one used for longer motorway journeys could accumulate mileage considerably faster. For an electric vehicle of this age and performance class, buyers should be particularly mindful of high-mileage implications on component longevity, including the condition of the tyres, brake discs and pads (the latter often suffering from reduced use due to regenerative braking), suspension bushes, and the general state of the high-voltage battery, which should ideally be verified through a diagnostic health check rather than inferred from mileage alone. Given the absence of MOT history and the vehicle's relative newness, a prospective buyer should focus their pre-purchase evaluation on time-based rather than mileage-based degradation factors. Tyres, even on low-mileage vehicles, can suffer from sidewall perishing and cracking from age and UV exposure, so the production date code on the sidewall should be inspected and the tread depth measured across the full width to confirm even wear consistent with correct wheel alignment. Brake calipers on an EV that has been parked for extended periods can seize or corrode, leading to uneven pad wear or binding, so each wheel should be rocked to check for free rotation and the discs inspected for surface corrosion. The 12V auxiliary battery, which manages auxiliary systems on EVs, can degrade from standing and from frequent shallow cycles, and its state of health should be tested. Although the Polestar 4 does not utilise traditional engine oil, its transmission fluid, brake fluid, and coolant should be serviced in line with manufacturer schedules based on calendar time rather than mileage, and evidence of these services should be requested from the service book or digital service record. Additionally, buyers should verify the high-voltage battery state of health via a Polestar-approved diagnostic tool, inspect all charging cables and the port for damage or wear, and examine the underside of the vehicle for any evidence of accident damage, kerbing, or fluid leaks from the cooling or drivetrain systems. As EVs sit lower and are heavier than comparable combustion vehicles, particular attention should be paid to the condition of the undertray, suspension links, and coil springs, which are susceptible to damage from speed humps and potholes. Because no MOT data exists to corroborate structural integrity or emissions compliance (the latter being irrelevant in any case for a zero-emission vehicle), a thorough independent pre-purchase inspection by a specialist familiar with Polestar or high-voltage EV systems is strongly recommended before committing to the purchase, and any remaining manufacturer warranty cover should be confirmed in writing.