2023 KIA EV6 GT AWD Electric · SW72 AAK

With only a single DVSA MOT test on record from 5 January 2026, the roadworthiness profile for this 2023 Kia EV6 GT is, by necessity, extremely limited. That test returned a pass with no advisories, defects, or failures logged, which provides reassurance on the day of examination but offers almost no longitudinal picture of how the vehicle has aged or where components may be wearing. Because the EV6 GT is a high-performance dual-motor electric vehicle, a meaningful MOT history typically does not begin until the vehicle reaches three years of age, so this single early entry sits at the very start of what should become a multi-decade testing record. In the absence of any flagged items, there are no chronic defect themes to discuss, yet equally there is no evidence of recurring brake disc corrosion, suspension wear, or underbody deterioration to either confirm or rule out, leaving a buyer reliant almost entirely on physical inspection rather than documented test history. The recorded mileage of 10,875 miles over a three-year span equates to roughly 3,625 miles annually, which is notably below average usage for any modern passenger vehicle and particularly low for a performance-oriented model such as the GT. This rate of accumulation suggests either light commuter use, a vehicle primarily used at weekends, or extended periods of stationary storage. For an EV of this specification, low mileage reduces wear on tyres, brake discs, and suspension components, but it can introduce separate concerns around brake disc surface corrosion from infrequent use, potential flat-spotting or sidewall deterioration in tyres that have sat loaded for long periods, and degradation of any 12V auxiliary battery if the vehicle has been left unused for stretches. The annual rate is consistent and shows no sudden jumps or anomalies, indicating a stable usage pattern rather than a vehicle that has been heavily worked for short periods and then left idle. Given the absence of any component-specific advisories from the single recorded test, there are no flagged items such as brake pipe corrosion, suspension arm bushes, coil spring fractures, or underbody structural issues to use as a focus for mechanical checks. A prospective buyer should nonetheless prioritise a close inspection of the brake discs and pads, because on an EV with regenerative braking, low annual mileage often allows rust to develop on the disc surfaces and pads to seize lightly in their caliper guides. Look for lipping on the outer edge of the front discs, any binding or uneven resistance when the wheels are spun by hand, and signs of caliper slide pin corrosion. The high-performance tyres should be inspected for age-related sidewall cracking given the low mileage, and tread depth measured against the legal 1.6mm minimum even though the MOT recorded no issues. On a test drive, attention should be paid to any knocking from the suspension over uneven surfaces, which could indicate worn top mounts, anti-roll bar linkages, or rear damper bushes, all common wear points on a heavy EV running on relatively wide tyres. Listen for any clonking from the front knuckles under hard steering inputs, as this is a known area on performance-oriented Kias. The steering should feel precise and self-centring without vibration through the rim, and the regenerative braking transitions between regen and friction braking should be seamless rather than abrupt. Finally, a diagnostic scan for any stored fault codes relating to the high-voltage battery management system, drive unit, or charging hardware should be undertaken, since MOT records do not interrogate these areas and any underlying powertrain concerns would not appear in the DVSA history.