2025 Polestar 4 Plus EV RWD Electricity · OV75 USW

As of the inspection date in September 2026, no MOT test has yet been recorded for this 2025 Polestar 4, which is entirely consistent with the vehicle falling within the exemption threshold applicable to newly registered cars in the United Kingdom. Under current DVSA regulations, a first MOT test would not be due until three years from the date of first registration, meaning the earliest possible test for a 2025 model would fall in 2028. Consequently, there is no historical test data available against which to establish a maintenance trend, deterioration curve, or progression of wear. While the absence of any failure records is naturally positive, it offers no substantive mechanical assurance at this stage, and the prospective buyer must therefore rely entirely on the vehicle's single-point provenance and pre-delivery inspection history rather than any longitudinal regulatory verification. Because the recorded mileage has been supplied as unknown, it is not possible to calculate an annualised usage figure or to determine whether this Polestar 4 has been driven significantly above or below the average for an EV of its type. Given that this is a relatively new electric vehicle, average utilisation in the UK tends to fall somewhere between 8,000 and 12,000 miles annually, though many first-owner EVs accumulate far less during their initial period due to the home-charging convenience and urban operating pattern typical of these models. Any major inconsistency, whether exceptionally low figures that suggest prolonged standing or uncharacteristically high figures indicating motorway-heavy usage, would carry meaningful implications for component longevity, particularly with regard to the high-voltage battery state of health, tyre wear patterns, and brake disc surface condition given the regenerative braking characteristics inherent to this drivetrain. In the absence of MOT data, a prospective buyer should place particular emphasis on a comprehensive physical inspection and a thorough test-drive evaluation. Begin by examining the tyres for both tread depth and, crucially, sidewall condition, as even lightly used vehicles can exhibit perishing or ozone-related cracking if they have stood for extended periods, and ensure the manufacturing date codes indicate recent production. Given the regenerative braking system, the brake discs may show surface corrosion or even light binding from infrequent use, so test the pedal feel from cold and after several applications to confirm smooth operation, and listen for any grinding or scraping on initial movement. Check the 12-volt auxiliary battery state, as low-voltage batteries in EVs can degrade rapidly from standing or from frequent short cycles, potentially leading to start-up faults and system errors. Inspect the underside of the vehicle for any fluid weeping from the cooling circuit or reduction gearbox seals, as even minor leaks can indicate seal fatigue. During the test drive, evaluate the refinement of the electric drivetrain, listen for any abnormal whine or bearing noise from the rear-mounted motor, and verify that the regenerative braking functions consistently across different drive modes. Finally, request and verify the full service documentation, particularly any Polestar digital service records, and confirm that the high-voltage battery state of health has been independently assessed, as this is the single most critical value determinant for any used EV. Although there are no time-served fluids in the same way as an internal combustion vehicle, the brake fluid is hygroscopic and should be replaced on a calendar basis regardless of mileage, while the coolant for the battery and motor systems also requires periodic renewal in line with manufacturer schedule. Check that the charging cable and associated equipment are present and in serviceable condition, and verify the operational history through the Polestar app or in-vehicle telematics to confirm consistent usage patterns. Where possible, obtain an independent pre-purchase inspection from a specialist familiar with EV platforms, as the absence of MOT history means the responsibility for identifying any latent defects rests entirely with that mechanical evaluation rather than any regulatory record.