2016 Tesla Model S Electricity · LB65 ESN

A consistent pattern of inner-edge tyre wear, front disc surface deterioration, and minor casing damage has emerged across the four most recent MOT tests on this 2016 Tesla Model S, even though the vehicle itself has not recorded a single failure since 2022. The 2026-04-28 pass is the fourth consecutive test to flag advisories, with three separate items this time around: an offside rear tyre worn close to the limit on its inner edge, a front brake disc noted as pitted or scored with rust on its inner face, and a nearside front tyre showing uneven wear alongside cracking or perishing. Earlier entries followed the same theme, including a nearside rear edge wear advisory in 2024 and a dual front-tyre inner-edge wear advisory in 2023. This repeated geometry-related wear, combined with corrosion forming on the disc faces, suggests the chassis and suspension geometry deserve close physical scrutiny on any pre-purchase inspection. Recorded mileage of 87,291 across ten years equates to approximately 8,729 miles per year, which sits broadly in line with average annual accumulation for a vehicle of this age. There are no extended gaps between annual tests that would imply the car was laid up for long periods, nor is there evidence of unusually rapid mileage accumulation between tests that might indicate high-mileage commercial use. The usage pattern is therefore reasonably typical, meaning that consumables such as tyres, brake pads and discs, suspension bushes, and the drive unit components have all seen a proportionate amount of working life. For a Tesla Model S, however, the annual mileage is still sufficient for regenerative braking to have moderated pad wear, but not so low that the discs would have been spared regular use, which is consistent with the corrosion and pitting now being recorded. A prospective buyer should treat the recurring inner-edge tyre wear as the single most important mechanical lead. Inner-edge wear on both front tyres simultaneously typically points to excessive negative camber, worn front suspension bushes, sagging or weakened coil springs, or possibly drooping control arm joints. On a test drive, listen for clonks or thuds from the front suspension over speed humps and uneven surfaces, and feel for any vagueness in the steering or a tendency for the car to wander in a straight line. Inspect the sidewalls of all tyres closely for uneven tread depth across the width, and check whether the front sits lower than expected, particularly on one corner, which would indicate a tired spring. Given the Model S's weight, any worn bush or geometry fault will accelerate tyre wear rapidly, so an alignment check and a physical inspection of the front suspension arms, anti-roll bar links, and subframe mounting points is strongly advisable. The 2026 advisory on the front brake disc should also be followed up before purchase. Pitting and scoring on the inner face, combined with surface rust, usually means the discs are nearing the end of their service life, although whether replacement is urgent depends on remaining material thickness. On a test drive, apply the brakes firmly from speed and listen for any judder through the steering wheel or pedal, which would indicate disc runout or hot spots, and feel for the car pulling to one side under braking, which may suggest a binding caliper or a seized slide pin. The nearside front tyre was also flagged for cracking and perishing, so inspect all four tyres for sidewall and tread-block deterioration, particularly given that perishing can develop on low-use vehicles but here appears alongside wear, suggesting age-related rubber degradation. Finally, although the record contains no advisories relating to the high-voltage battery, drive unit, or underbody structural corrosion, the Model S is known for subframe and mounting-point corrosion in later life, so a ramped inspection of the underside is sensible to rule out anything not visible from the MOT bay.