2025 Polestar 4 Plus EV AWD Electricity · OY75 FKB

As of the most recent DVSA records, this 2025 Polestar 4 Plus EV AWD does not yet hold any MOT test history, which is entirely consistent with its registration status. Vehicles in the United Kingdom are not required to undertake their first MOT test until they reach three years of age, meaning this example, being only one year old at the time of assessment in September 2026, will not be legally obliged to present for testing until 2028. Consequently, there is no pass-fail trajectory or advisory history available to evaluate, and any judgement on whether the vehicle’s maintenance trend is stable, worsening, or improving must necessarily rest upon the buyer’s own inspection and supporting documentation rather than upon official test data. With regard to recorded mileage, no figure has been provided and insufficient data exists to compare mileage against the vehicle’s age or to calculate an annualised usage rate. For context, an average UK driver covers approximately eight thousand to ten thousand miles annually, whereas an electric vehicle of this calibre may attract either significantly higher mileage if used for executive commuting or substantially lower mileage if retained as a secondary household car. The absence of corroborated mileage, combined with the lack of MOT records, makes it essential that the prospective buyer obtains a complete and verifiable odometer history, ideally cross-referenced with documented service visits or telematics records, before committing to the purchase. Given the absence of MOT defects or advisories, any assessment must concentrate on age and standing-time related degradation, even within such a short ownership window. The buyer should physically inspect the tyres for signs of sidewall perishing or cracking from age, particularly if the vehicle has spent extended periods stationary, and should verify that the tread depth remains legal and even across the axle, as uneven wear can indicate alignment irregularities or torque-steer issues from the all-wheel-drive powertrain. Brake discs should be examined for surface corrosion, which is a common consequence of infrequent use on an EV that relies heavily on regenerative braking; seized or binding calipers may manifest as a faint grinding noise on initial movement or a pulling sensation under light pedal pressure. The 12-volt auxiliary battery, which powers ancillary systems and is separate from the high-voltage traction pack, should be checked for state of charge and terminal condition, as premature failure is increasingly common in modern vehicles that place continuous parasitic loads on this component. Finally, although the Polestar 4 is not subject to traditional engine fluid servicing, attention must still be directed towards the coolant systems used for thermal management of the traction battery and electric motors, the brake fluid which degrades on a hygroscopic basis irrespective of mileage, and the reduction gearbox oil which may require periodic renewal according to manufacturer schedule. On a test drive, the buyer should listen for any suspension clonks over uneven surfaces, monitor for unusual vibrations through the steering wheel that could denote wheel imbalance or drivetrain misalignment, and verify the consistent operation of all driver assistance and safety systems. The absence of MOT history should not be interpreted as evidence of mechanical perfection; rather, it should prompt a particularly diligent physical inspection and a request for the full dealership or specialist service portfolio to confirm that the vehicle has been maintained in accordance with Polestar’s prescribed schedule.