2024 Polestar 4 EV RWD Electric · OY74 WMM

With no MOT test results recorded against this 2024 Polestar 4 EV, the official DVSA history is currently blank, meaning there is no test evidence whatsoever to confirm the roadworthiness of the vehicle against UK standards. This absence of recorded tests is not unusual for a relatively recent registration, as cars in their first three years are normally exempt from compulsory MOT testing; however, it does mean a prospective buyer has zero official failure or advisory data on which to base a mechanical judgement. Until a test is carried out and recorded, the structural integrity, brake condition, tyre condition, suspension wear, and lighting systems of this particular vehicle remain unverified by any independent DVSA inspection. Because the recorded mileage is listed as unknown and no MOT entries exist, there is no annual accumulation rate or testing history against which to benchmark the usage pattern of this Polestar. It is therefore impossible to determine whether the vehicle has been driven predominantly in urban traffic, used for high-mileage motorway commuting, or subjected to infrequent short journeys that can stress the 12V auxiliary battery, brake calipers through lack of regular use, and the high-voltage traction system through inconsistent thermal management. Without mileage figures stamped on successive test certificates, any assessment of mechanical wear relative to age is restricted to general expectations rather than documented evidence. For a buyer evaluating this particular car, the absence of MOT history shifts the burden of inspection firmly onto a physical pre-purchase examination. On a test drive, attention should be paid to the suspension for any knocking or clonking over undulations, which could indicate worn bushes or strut top mount wear typical of heavier EV platforms, while the steering should be checked for vibration, pulling, or inconsistent self-centring that may point to worn control arm joints. The brakes, which on EVs can suffer from corrosion due to regenerative braking reducing the use of the friction pads, should be inspected for binding calipers, scoring or lipping on the discs, and any grinding or squealing noises, while a firm pedal with no excessive travel should be confirmed. Tyres should be examined for uneven inner or outer shoulder wear that could indicate misalignment, and the underbody should be inspected visually on a ramp for any signs of impact damage, fluid residue from the cooling or reduction gear assemblies, or corrosion on exposed subframe components. Finally, given the lack of any verifiable MOT outcome, a prospective buyer should insist on a fresh MOT test being undertaken by the seller before purchase, or alternatively commission an independent inspection through a qualified technician familiar with EV powertrains. Particular attention should also be directed towards the charging port and high-voltage cable condition, the integrity of the underbody battery enclosure, and confirmation that all recall and software updates advised by Polestar have been completed. Documented service history from an authorised Polestar or specialist EV workshop, while not a substitute for an MOT, would provide valuable supporting evidence regarding the condition of the traction battery state of health, the reduction gearbox oil, and the cooling system service status, none of which are within the scope of a standard MOT but all of which are critical to the long-term mechanical integrity of this vehicle.