2025 Tesla Model Y Long Range RWD Electric · GD74 JEO

As a 2025 registration, this Tesla Model Y Long Range Rear-Wheel Drive is not yet eligible for its first MOT test, which under current DVSA regulations would normally be required once the vehicle reaches three years of age. There is therefore no recorded MOT history, failure points, or advisories available to assess, and consequently no objective evidence of an improving, stable, or worsening maintenance trend from official testing data. Any prospective buyer must therefore rely entirely on the vehicle's pre-delivery inspection records, Tesla service history, and independent mechanical evaluation rather than government test outcomes. The absence of MOT data is entirely normal for a car of this age and should not in itself be viewed as a red flag, but it does mean there is no DVSA validation of its roadworthiness to date. Regarding mileage, no odometer reading has been supplied and there is insufficient recorded MOT or service data to establish an accurate annual usage rate. Given that the vehicle was first registered in 2025 and today is September 2026, the Model Y is approximately one year old, meaning even a relatively low mileage figure would be considered normal for a nearly new electric crossover in this class. Without a verifiable mileage history, it is essential to confirm the current odometer against Tesla's digital service records and any previous MOT or warranty documentation to rule out discrepancies, clocking, or administrative errors. A consistent and plausible mileage progression is particularly important for an electric vehicle, as excessive mileage disproportionately affects high-voltage battery state of health, tyre wear, and suspension component fatigue, whereas unusually low mileage may indicate prolonged standing, which carries its own distinct mechanical considerations. Because the MOT file is empty and the vehicle is still within its manufacturer warranty period, the buyer should focus on age- and usage-appropriate physical inspections rather than chasing historical failure patterns. Tyres should be carefully examined for both tread depth and, given that even new rubber compounds degrade with age, sidewall perishing or cracking, particularly if the car has spent extended periods stationary in direct sunlight. Brake discs and calipers should be inspected for corrosion and binding, as electric vehicles rely heavily on regenerative braking and the friction braking system can seize or develop surface rust from infrequent use. The 12-volt auxiliary battery, which powers ancillary systems in Teslas, should be tested for state of charge and load capacity, as premature failure of this component is a known issue in modern electric vehicles regardless of overall mileage. Further checks should include a thorough inspection of the high-voltage battery pack's state of health through Tesla's diagnostic interface or a specialist scan tool, verification of charging equipment and cable condition, and confirmation that all software and firmware are current. Brake fluid should be assessed for moisture content, as hygroscopic degradation occurs on a calendar basis rather than purely by mileage, and the cooling system for the battery and motors should be examined for leaks, discoloured coolant, or any signs of component wear. On a road test, the buyer should listen for any abnormal noises from the suspension over uneven surfaces, which would suggest worn bushes or top mounts, monitor for any warning messages on the driver display, and verify the consistent operation of both creep and regenerative braking modes. Given the lack of MOT history, commissioning an independent pre-purchase inspection by a Tesla-approved or EV-specialist garage is strongly recommended to provide a verified snapshot of the vehicle's mechanical and electrical condition before commitment.