2023 Smart EQ Fortwo Pulse Premium Electric · WA73 SRU

A SMART EQ FORWO that has covered only 6,252 miles over three years presents a roadworthiness profile dominated by very light use, and the DVSA record reflects that with a single minor failure on headlamp beam aim rather than any mechanical, structural, or braking defects. The most recent test on 20 August 2026 was recorded as a pass with no advisories or failures, but on the same date a separate test entry recorded a fail with two dangerous-prescribed items, both relating to the nearside and offside headlamp beam pattern being set too low. While these defects are easily rectified by adjustment and do not imply any wear-related deterioration, the simultaneous occurrence of both beam failures points to either an aftermarket bulb change that has displaced the reflector geometry or a manual adjustment that has shifted under vibration, both of which are worth investigating before purchase. Aside from this single isolated event, the MOT history contains no advisory items, no corrosion reports, no suspension or brake component mentions, and no prior failures, leaving the recorded roadworthiness file essentially blank beyond the headlamp issue. The recorded mileage of 6,252 miles against a three-year registration translates to an annual accumulation of roughly 2,084 miles, which is low for any passenger vehicle and particularly low for an electric city car designed for short urban commutes. There are no significant gaps in the MOT testing timeline that would suggest a prolonged period off the road requiring an MOT, as the vehicle first required testing in 2025 and has been presented annually since, indicating continuous registration and use, albeit sparingly. Mechanically, this pattern of light use on an EV means that mechanical wear items such as brake discs, pads, and suspension bushes will have experienced minimal friction cycles, reducing the likelihood of wear-related advisories on those components. However, the same low utilisation brings specific concerns relating to brake disc corrosion from infrequent use, potential flat-spotting of tyres from standing, and possible degradation of the 12V auxiliary battery which supports ancillary systems. The high-voltage traction battery should ideally have its state of health independently verified, as standing periods and limited charging cycles can affect long-term cell balance in ways that an MOT cannot assess. Given the headlamp beam aim failure on both sides, a prospective buyer should physically inspect the front lighting units on a level surface approximately ten metres from a wall, checking for equal horizontal cutoff lines and confirming that neither beam pattern sits below the headlamp centre reference height. On a road test, particular attention should be paid to the brake feel, as discs on a lightly driven EV often develop a corrosion lip on the outer edge that causes a sharp judder through the steering wheel on the first firm application of the brakes before smoothing out. Listen for any clonks or knocks from the front suspension over speed bumps, as even low-mileage vehicles can develop perished anti-roll bar bushes or top mount wear from standing exposed to the elements. The steering should feel tight and direct without any vagueness around the straight-ahead position, and the tyres should be inspected for uneven shoulder wear, cracking in the sidewalls from age rather than mileage, and any flat spots from prolonged parking. Finally, request a diagnostic readout of the high-voltage battery state of health and confirm that the charging cable and onboard charger operate correctly on both AC and rapid DC connections, as these are the principal mechanical risk areas for any used electric vehicle and are entirely outside the scope of an MOT assessment.