2023 Polestar 2 EV FWD Electric · SA09 NAT

With a single MOT pass on file dated 2026-02-19 and zero advisories or defects recorded, this Polestar 2 presents a clean DVSA roadworthiness record for its first test, which is the minimum standard one would expect from a vehicle of this age. However, the absence of any advisory notes means there is no historical MOT data pointing toward emerging wear items such as suspension component deterioration, brake disc lipping, or underbody corrosion, so any recurring issues that may be developing have yet to be formally logged. As this is the inaugural test, the mechanical story is essentially a blank page; buyers should not interpret the clean sheet as confirmation of long-term component health, but rather as a baseline from which future advisories should be expected as mileage and age accumulate. The single pass at 49,285 miles gives no indication of a worsening or improving trend, only that the vehicle was deemed roadworthy at the time of examination. A 2023 model covering 49,285 miles in roughly three years translates to an annual mileage of approximately 16,428 miles, which is notably above the typical UK average of around 7,000 to 9,000 miles per year. This higher-than-average usage means the mechanical consumables on this electric vehicle have been worked harder than on a lower-mileage equivalent, particularly the brake system, tyres, and suspension components, despite the regenerative system reducing wear on friction brakes. Because the Polestar 2 uses single-speed transmission and electric propulsion, traditional drivetrain wear is minimised, but the chassis components still bear the brunt of accumulated road miles. With only one MOT on file, there is insufficient history to identify mileage gaps or rapid accumulation periods, but the overall figure suggests the car has been in regular use rather than left standing, which is generally positive for battery health and seal integrity on an EV. Although there are no specific advisories to investigate, the higher mileage warrants particular attention to the suspension system during a physical inspection and test drive. Listen for clonking or knocking noises from the front suspension over speed bumps and uneven surfaces, which could indicate worn control arm bushes, anti-roll bar links, or top mount bearings, all common wear items on a vehicle covering this kind of annual mileage. On the test drive, pay attention to any steering vagueness, pulling to one side under braking, or vibration through the steering wheel, as these can point to uneven brake disc wear or, given the regenerative braking system, potential caliper seizing from infrequent use. Inspect the brake discs visually for any lipping or corrosion around the outer edges, and verify that the rear brakes especially release cleanly without binding, as EV calipers can corrode if the friction surface is rarely engaged. For the test drive specifically, monitor the ride quality over broken tarmac and observe whether the car feels unsettled or crashes harshly over bumps, which would suggest deteriorated damper valving or coil spring fatigue. Check that the tyres are wearing evenly across the tread, as uneven shoulder wear can indicate misalignment from worn suspension linkages, while centre wear may simply reflect correct inflation and high mileage rotation. Inspect the underbody and wheel arches for any signs of corrosion or rust bubbling, particularly around the subframe mounting points, suspension turrets, and brake pipe routing, even though no corrosion advisories were recorded at the time of the test. Finally, verify that the charging port area, high-voltage cable routing visible beneath the car, and any protective underbody panels are intact and undamaged, as these are EV-specific items not covered by standard MOT inspection categories but are critical to safe operation.