2024 Dacia Spring Extreme EV Electric · SH74 FRL

The vehicle in question, a 2024 Dacia Spring Extreme EV, presently holds no recorded DVSA MOT history on file. As this model would have first registered for MOT testing only recently given its 2024 production date, the absence of any test data is entirely consistent with its young age and does not in itself indicate any maintenance concern. Because there are no recorded advisories, failures, or mileage readings available through the MOT database, it is not possible at present to establish any long-term wear trend or service interval pattern from official records. The prospective buyer should therefore not interpret the lack of history as a red flag, but rather treat the vehicle as essentially unverified by independent roadworthiness testing at this stage. Mileage documentation is entirely absent from the official record, and there is insufficient data to draw any meaningful comparison between annual usage and the vehicle's age. Given the Spring's 2024 registration, the car is now approximately two years old, yet no MOT-recorded odometer readings exist to confirm whether it has been used for high-mileage commuter duties, subjected to largely urban stop-start driving typical of its electric powertrain, or left standing for prolonged periods. This lack of mileage context places greater emphasis on the need for the buyer to independently verify the odometer against service documentation and to query any significant gaps in usage. Because EVs such as the Dacia Spring often accumulate lower annual mileages than equivalent petrol vehicles due to range limitations and predominantly urban use, low recorded mileage should not be assumed to equate to a pristine mechanical condition. As there are no advisory items or defect histories to address, the buyer's inspection must instead focus on age- and usage-appropriate physical checks relevant to a low-mileage electric vehicle approaching its first MOT. Tyre condition should be examined carefully for sidewall perishing and cracking caused by age rather than wear, paying particular attention to tread depth across the full width and any uneven shoulder wear indicative of misalignment or suspension geometry issues. Given that EVs produce no engine vibration, brake discs and calipers are particularly susceptible to corrosion and seizing from extended standing, so the buyer should verify that the rear drums or front discs rotate freely without binding, and listen for any rubbing or grinding during a slow test drive. The 12-volt auxiliary battery, which powers ancillary systems, should be health-checked as age-related degradation is common even in EVs, and the high-voltage traction battery state of health should be confirmed via diagnostic equipment where possible. Finally, attention should turn to fluid servicing based on calendar age rather than mileage, including the brake fluid, which degrades hygroscopically and typically requires replacement every two to three years regardless of use, and the coolant circuit serving the electric drive components, which has its own time-based service schedule. The charging cable, connector ports, and onboard charger should be inspected for damage or contamination, while the underbody should be examined for any corrosion or impact damage, especially given that EVs are often driven in urban environments where kerbing damage is common. A thorough test drive should include listening for any suspension clonks over uneven surfaces, monitoring for warning lights on the dashboard including any drivetrain or battery management alerts, and verifying the operation of regenerative braking systems. Although the official record is clean, the absence of MOT data places the responsibility firmly on the buyer to commission an independent pre-purchase inspection to satisfy themselves of this vehicle's roadworthy condition.