2021 SEAT MII EV Electricity · SP71 UPV

The vehicle achieved a clean MOT pass on 26 August 2026 with no defects recorded, indicating that the most recent test outcome is satisfactory. However, the preceding test on the day prior resulted in a failure due to a serious cut to the offside rear tyre deep enough to expose the ply or cords, alongside a major defect concerning the nearside front tyre not being fitted in accordance with the sidewall instructions. Advisories were also raised for cracking or perishing on the nearside rear and offside front tyres. The 2025 test similarly recorded advisories across all four tyres for slight damage, cracking, or perishing, whilst the 2024 test was entirely clean. Overall, the maintenance trend is not one of progressive mechanical deterioration but rather a pattern of tyre sidewall ageing that has now matured into outright failure, suggesting that the rubber compound has reached the end of its safe service life despite relatively modest mileage. With a recorded mileage of 13,433 miles over five years, this SEAT Mii EV has averaged only around 2,687 miles annually, which is well below typical usage and consistent with a vehicle that has spent considerable periods stationary or used only for short journeys. Such low annual mileage reduces wear on consumables such as brake pads, discs, and the single-speed transmission, but introduces calendar-based degradation concerns that are not reflected in the odometer reading. The electric powertrain itself is largely unaffected by low use, though the 12V auxiliary battery, high-voltage battery management, and associated coolant systems can suffer from prolonged standing. Brake discs, particularly those at the rear, are prone to surface corrosion and caliper binding from lack of regular application, which may manifest as grinding or juddering during the first application after a period of inactivity. From a buyer inspection standpoint, the repeated advisories and the subsequent failure relating to tyre sidewall perishing confirm that the original tyres have aged beyond their functional lifespan. Rubber compounds deteriorate with time regardless of tread depth, and sidewall cracking on a five-year-old low-mileage vehicle is entirely predictable. All four tyres should be replaced with manufacturer-specified items paying close attention to the correct fitment orientation and load/speed rating as indicated on the sidewall, since one of the failure items specifically cited incorrect fitting. During a test drive, listen for any clonking from the suspension, which would suggest worn bushes or coil springs given the vehicle's age, and check for uneven tyre wear patterns that might indicate tracking or suspension geometry issues. The brakes should be tested from cold for smoothness, as standing corrosion on the discs may produce initial vibration or pulsation that dissipates after a few applications. Additional considerations for a low-mileage electric vehicle of this age include verification of the high-voltage battery state of health through a diagnostic readout, as capacity loss may not be apparent without instrumentation but would directly impact real-world range. The 12V auxiliary battery should be load-tested, as these typically require replacement every four to five years and a flat or weak unit will prevent the vehicle from powering up. Brake fluid should be replaced on a calendar basis rather than mileage, with a five-year-old vehicle almost certainly due for this service regardless of odometer reading, and the condition should be checked for moisture ingress. Coolant for the thermal management of the battery pack and electric motor should also be inspected for correct level and condition. Finally, examine the underside and wheel arches for any standing corrosion or surface oxidation, and confirm that the vehicle has been regularly serviced in accordance with SEAT's schedule, with particular attention to any stamps or digital records covering brake fluid, coolant, and cabin filter replacement.