2017 Renault ZOE Electricity · SW17 UDL

The most recent DVSA examination on 10 June 2026 resulted in a Pass, although the vehicle carries four advisories that warrant close attention from any prospective buyer. A prior test the day before had failed on a Major defect concerning the offside front outer drive shaft constant velocity joint boot, which had split or become insecure to the point of permitting dirt ingress. This item has been resolved for the current pass, but the recurrence of advisories year on year suggests that the maintenance trend is broadly stable rather than improving, with several wear-related items progressing from one test to the next. The persistence of an illuminated Tyre Pressure Monitoring System warning, slight brake bind on the nearside rear, and a worn front suspension arm bush on the offside all indicate areas where deterioration is gradually advancing and where remediation may soon become necessary. Against a nine-year build date and recorded mileage of 106,540 miles, the vehicle has averaged approximately 11,838 miles annually, which is broadly typical for an electric city car of this vintage. This rate of use is sufficient to keep mechanical components working without the extremes of either high-mileage wear or prolonged standing that can bring their own problems. For an electric vehicle such as the Renault Zoe, the principal age-related concerns diverge slightly from those of a conventional car, particularly with regard to the main traction battery, the 12V auxiliary battery, and the brake system, where regenerative braking can lead to disc corrosion and seized calipers through underuse. There are no glaring gaps or implausibly low readings in the recorded odometer history, and the progression appears consistent and credible throughout the documented tests. Given the recurring advisories and the known mechanical sensitivities of this model, a prospective buyer should conduct a focused physical and dynamic inspection. The split CV boot recorded on the offside front should be examined to confirm a proper repair has been carried out, ideally with evidence of a new gaiter and fresh grease, and the surrounding area checked for residual grease contamination on the inner constant velocity joint, which can lead to vibration and eventual joint failure if ignored. On a test drive, listen for clicking or knocking from the front suspension over bumps, particularly from the offside, where the worn front arm bush was noted, as this defect typically progresses into clonking noises and vague handling, ultimately requiring replacement of the bush or the complete arm. The slight bind on the nearside rear brake should be evaluated by checking for heat at the wheel centre after a short drive, uneven or polished appearance on the brake pad surfaces, and any pulling to one side under gentle braking, as a binding caliper will progressively overheat the assembly and reduce service life. Additionally, the pitted and scored offside front inner brake disc should be measured for remaining thickness and inspected for lipping or runout, as further corrosion or wear may soon warrant disc replacement alongside new pads. Beyond the recorded advisories, age and mileage appropriate checks are strongly advised. Both front tyres were previously flagged as worn on the inner edge, suggesting a possible alignment or suspension geometry issue that should be investigated and corrected to prevent premature re-wear of replacement tyres. The vehicle should be inspected for any warning messages relating to the high-voltage traction battery state of health and range degradation, as this is a defining mechanical consideration for any used Zoe. The 12V auxiliary battery, often overlooked in electric vehicles, should be load tested as it powers critical control systems and is prone to failure around this age. Brake fluid should be confirmed as recently changed regardless of mileage, as the fluid is hygroscopic and degrades on a calendar basis, typically every two years. Coolant for the thermal management system should be checked for condition and service history, and the cabin filter, suspension bushes, and underbody should be examined for any corrosion or fluid staining. Finally, a diagnostic scan using Renault-specific tooling would be prudent to identify any stored fault codes relating to the TPMS warning, the electric drive system, or the onboard charger, none of which would necessarily appear on a standard MOT examination.