2021 KIA Niro 2 EV Electric · OY71 XOC

Two MOT tests are recorded against this 2021 Kia Niro 2 EV, and the defining mechanical story is one of steady roadworthiness with a late-stage tyre wear signal worth noting. The most recent assessment on 22 September 2025 was a pass, but both the front and rear tyres were flagged as worn close to the legal limit and worn on the edge, a four-advisory outcome on a single component group. The earlier assessment on 23 September 2024 recorded no advisories at all, which means the tyre wear pattern emerged within the twelve-month interval between tests rather than being a long-running chronic issue. As an EV, the Niro carries less of the brake wear and exhaust-related risk that would typically affect a combustion equivalent, so the absence of brake, suspension, or corrosion advisories across both tests is the headline mechanical takeaway, while the tyre edge wear is the one active concern requiring attention. Recorded mileage stands at 36,319 miles against an approximate five-year age, which equates to an average accumulation of around 7,264 miles per year, broadly typical for a car of this profile. There are no significant gaps in the testing history and no sudden mileage jumps between the two recorded readings, which suggests consistent rather than sporadic use. For an EV, this kind of steady utilisation is mechanically beneficial because the high-voltage battery, drive unit, and ancillary 12V system are kept in regular cycling rather than being left in a state of prolonged standing. Brake discs and pads on EVs tend to suffer from surface corrosion and binding calipers due to limited use of friction braking under regenerative operation, yet neither test recorded any such concerns, indicating that the friction braking system has remained serviceable through the recorded period. A prospective buyer should treat the recent tyre advisories as an immediate replacement item rather than a deferred maintenance task, because edge wear specifically can point to alignment geometry rather than simply age-related tread loss. On a test drive, listen for any pulling to one side under braking or steady cruising, and check for uneven scrub across the tread face, as these would suggest that the front or rear toe or camber settings are outside specification. Inspect all four tyres physically for feathering or one-sided wear, and confirm that replacements are fitted in axle pairs to maintain consistent rolling circumference, which is important on an EV for accurate range estimation and traction control behaviour. Beyond the tyres, the EV-specific components warrant a few targeted checks during any viewing. Listen near the front wheels at low speed for any grinding or scraping indicative of a seized sliding caliper, which is a known issue on lightly used electric vehicles where regenerative braking reduces friction application. Inspect the charging port and cable for any signs of thermal discolouration, examine the underside of the high-voltage cabling for damage, and ask for evidence of any diagnostic trouble codes stored in the battery management system. Finally, given that the 12V auxiliary battery is responsible for initiating the high-voltage system on most EVs, confirm its age and test resting voltage, as a weak 12V can mimic more serious powertrain faults and is not flagged on the MOT record.