2016 Tesla Model S Electric · GU66 BVW

This 2016 Tesla Model S presents a notably short and clean DVSA history from the perspective of recorded defects, with both the most recent test on 20 February 2026 and the prior pass on 14 February 2025 recorded as clean with no advisories or failures logged. The single point of friction in the record is a pair of test entries dated 13 February 2025 and 1 February 2024 that were recorded as failures but contain no defect details, which strongly suggests these were administrative or retest-related rather than mechanical failures. The absence of any documented advisories across the visible test history is unusual for a ten-year-old vehicle of this mileage, indicating either a very well-maintained example or that the bulk of wear-related deterioration sits outside what the MOT scheme routinely captures for an EV of this type. Overall the trend is stable and consistent, with no evidence of worsening or recurring mechanical issues at test. With 148,363 miles recorded against a ten-year age, this Model S is doing roughly 14,800 miles per year on average, which sits firmly in the high-usage bracket and points to a vehicle that has been driven consistently rather than left dormant. For an electric drivetrain, high mileage is generally less punishing than for an internal combustion equivalent because there is no clutch, conventional gearbox, exhaust system, or engine oil to degrade in the traditional manner, but the rest of the car still suffers in proportion to miles covered. Suspension components, brake discs, steering bushes, wheel bearings, and tyres all accumulate wear at a rate directly linked to road use, and a car doing this kind of annual mileage will have consumed several sets of tyres and at least one set of front brake discs since new. Buyers should also expect the high-voltage battery and drive units to show measurable capacity loss, as degradation is mileage-correlated even on Teslas, and the chassis will have been subjected to a decade of British weather and road grime. Because the MOT record itself contains no advisory detail, the inspection needs to focus on the areas most prone to wear on a high-mileage luxury EV of this vintage. On the suspension, pay particular attention to the upper and lower control arms, the rear multilink components, anti-roll bar drop links, and the air suspension struts if fitted, as these are common failure points on early Model S cars and will produce clonking noises over speed bumps or a sense of the car wandering over poor surfaces. Check for uneven tyre wear across both axles, which on this platform often points to worn suspension geometry components rather than alignment issues alone, and inspect the alloy wheels carefully for kerb damage that would suggest hard urban use. Steering should feel precise with no vibration through the wheel at speed, and any reluctance to self-centre or a knocking sensation on full lock would warrant further investigation of the rack and column coupling. For the test drive, listen carefully for any suspension thuds or creaks over uneven roads, as the Model S air system in particular can develop failing struts that produce a noticeable nose-dive or rear sag when stationary. The brakes on a high-mileage EV often show corrosion pitting on the discs due to infrequent heavy braking, so expect some surface roughness and inspect the discs visually for lipping or scoring; pulsing through the pedal under firm braking would confirm disc distortion. Listen for whining or humming from the front and rear drive units, particularly under load, and note any hesitation, shudder, or warning messages relating to the high-voltage system on the central display. Finally, request evidence of the battery state of health through the service menu or a third-party diagnostic, as capacity figures well below 85 percent of original on a car of this mileage would have a material effect on real-world range and residual value.