2017 Tesla Model X Electric · LC67 DVB

The most recent DVSA examination on 15 December 2025 resulted in a PASS, with three advisories issued relating to minor wear in the suspension geometry: slight play in the offside rear anti-roll bar linkage ball joint and slight play in both front lower suspension arm ball joints at the rear arm. Looking at the broader pattern across the recorded MOT history, the trend is one of gradually accumulating chassis and suspension advisories rather than a stable or improving condition. The 2024 and 2025 tests have each flagged ball joint play on both front lower arms, with the offside rear anti-roll bar now added to the list at the latest test. The 2024 entry also included a nearside rear road wheel with slight distortion, and a serious defect was recorded the day prior to the 2024 pass, where an offside rear tyre failed for a deep cut exposing ply or cords alongside heavy inner-edge wear. While there are no current failures and nothing has yet crossed the mandatory rejection threshold, the steady presence of advisories suggests that the suspension bushings and linkages are beginning to deteriorate and that further work in this area is likely within the next twelve to twenty-four months. With 73,670 miles recorded over approximately nine years, the vehicle has covered around 8,186 miles annually, which is broadly typical for its age and consistent with regular but not excessive use. The mileage progression between tests suggests fairly continuous usage rather than long periods of standing, which is generally favourable for moving components, brake functionality, and the 12V auxiliary battery, although the higher mileage does place greater demand on suspension, tyres, and the electric drivetrain than a lower-mileage example would have experienced. There are no obvious gaps in the mileage record that would raise immediate concern about seized calipers or stagnant brake fluid, but the annual accumulation is sufficient that consumable wear items should be evaluated carefully during any physical inspection. Given the recurring advisories on the front lower suspension arm ball joints and the latest entry for the offside rear anti-roll bar linkage, particular attention should be paid to the suspension on any prospective test drive. On the road, listen for clonking or knocking noises from the front when traversing speed bumps, potholes, or uneven surfaces, and feel for vagueness or wandering in the steering, particularly under braking or on cambers. Excessive inner-edge tyre wear has appeared historically on this vehicle, so all four tyres should be inspected closely for uneven wear patterns which would corroborate deteriorated suspension geometry or misalignment. The previously distorted nearside rear wheel should also be examined; any visible lateral run-out or vibration through the steering wheel at speed could indicate the replacement wheel has also been compromised. A competent garage should be asked to carry out a more thorough assessment of the rear anti-roll bar linkage and both front lower arm ball joints, as items reported with slight play at one test frequently progress to a fail at the next. Beyond the advisory items, a nine-year-old Tesla Model X with this mileage profile warrants several standard age- and usage-related checks. Tyre sidewalls should be examined for perishing or cracking from age, even where tread depth remains adequate, and the wheels should be inspected for kerb damage and corrosion around the bead seats. Brake discs should be checked for lipping and the calipers for smooth operation, as standing periods can cause binding and uneven pad wear. The 12V auxiliary battery, which is a known service item on Tesla vehicles independent of the high-voltage traction pack, should be tested for voltage and load capacity, and confirmation sought that the high-voltage battery cooling system has been serviced in line with manufacturer schedules. Brake fluid should be replaced on a calendar basis regardless of mileage, and the condition of the falcon wing door hinges, seals, and struts deserves close scrutiny, as these are known wear points on the Model X. Finally, any diagnostic interrogation using Tesla service tooling or a compatible third-party scanner is strongly advisable to confirm the absence of stored drivetrain or battery management faults that would not appear on a standard MOT.