2025 Polestar 4 Plus EV RWD Electricity · OY75 FSK

As a brand-new 2025 model registered recently, this Polestar 4 Plus EV RWD has not yet required its first MOT test, which is entirely consistent with UK roadworthiness regulations that exempt vehicles from mandatory MOT testing until they reach three years of age. Because the DVSA database returns no MOT history whatsoever, there is no recorded pass-fail record, no advisory items, and no defect progression to evaluate for this vehicle. From a regulatory standpoint, the absence of any MOT entry is normal and expected for a current model year car and should not itself be treated as a red flag. With no prior test outcomes to assess, the maintenance trend remains, by default, unverified through official channels, and the buyer must therefore rely entirely upon supplementary verification methods. The recorded mileage is listed as unknown, and there is insufficient data to draw any meaningful conclusions regarding annual usage rates or mileage accumulation patterns for this Polestar 4. Given that this is a 2025 model, the vehicle is only in its first year or so of service, and any mileage accrued should logically be modest unless the car has been used extensively as a demonstrator, courtesy vehicle, or company fleet asset. For an electric vehicle of this type, low annual mileage carries specific mechanical implications that the buyer should bear in mind. Lithium-ion traction batteries that are not regularly exercised through varied state-of-charge cycling can experience long-term degradation effects, and ancillary systems such as the 12V auxiliary battery, brake fluid, coolant, and reduction gearbox oil are all subject to calendar-based degradation regardless of distance travelled. Because the official record offers no insight into the vehicle's mechanical condition, the prospective buyer should insist upon comprehensive documentation from a franchised Polestar dealer or a recognised EV specialist. A pre-purchase inspection should include a high-voltage battery state-of-health diagnostic report, as this is the single most expensive component of any electric vehicle and its capacity retention directly affects residual value. Tyres on a low-mileage or newly registered vehicle should be carefully examined for sidewall perishing and uneven shoulder wear, as manufacturing date codes stamped on the sidewall may indicate rubber that has aged on the shelf before fitment, and EVs impose high torque loads that can accelerate irregular tread wear. The brake discs and calipers should be inspected for corrosion pitting and binding, because regenerative braking in EVs means the friction brakes may be used infrequently, leading to surface rust accumulation and potential caliper seizure. Additionally, the 12V auxiliary battery should be load-tested, all fluid levels and condition verified, and any outstanding manufacturer recalls or software updates confirmed as completed. A thorough test drive should listen for any unusual noises from the reduction gearbox, monitor for warning messages on the driver display, and confirm consistent regenerative braking performance and accurate indicated range.