2022 Tesla Model Y Long Range AWD Electric · LC72 WPR

A single DVSA test entry on file for this Tesla Model Y, recorded on 6 November 2025, returned a pass with no advisories or defects noted. With only one recorded MOT against a four-year-old vehicle, the documentary trail is very thin, so the absence of flagged items on this occasion reflects the outcome of that one test rather than an established pattern of clean roadworthiness over time. Any prospective buyer should therefore treat the November 2025 pass as a useful data point but not as proof that the car has consistently been free of mechanical issues, as earlier tests may have been carried out before the vehicle reached the three-year MOT threshold. The record itself neither confirms nor refutes long-term mechanical condition beyond that single encounter. Mileage of 15,263 miles against an age of roughly four years equates to an average of only around 3,800 miles per year, which is notably low for any passenger vehicle, particularly one equipped with dual electric motors and a substantial battery pack. Such restrained annual use can be compatible with very light mechanical wear on friction components such as brake discs and pads, which on an EV benefit from significant regenerative braking, but it can also mean extended periods of standing where underbody hardware, suspension linkages, brake caliper slide pins, and exposed aluminium components can suffer from surface corrosion through lack of regular use. The relatively low odometer reading means the test record will not reflect the kinds of wear items that typically accumulate on higher-mileage examples, and the buyer cannot rely on MOT data to confirm the state of components that simply have not been stressed by mileage. For a test drive, particular attention should be paid to the suspension, as Tesla Model Y examples can develop knocks or clonks from the front suspension links, anti-roll bar bushes, and rear coil spring assemblies, and any such noises over speed humps, uneven road surfaces, or during direction changes should be investigated. The steering should be checked for any reluctance to self-centre, clonking over full lock, or vibration through the rim, all of which could indicate premature wear in the electric power steering rack or tie rod assemblies. Brake pedal feel should be firm and progressive, as calipers that have sat idle through long storage periods can develop corroded pistons or seized slide pins, leading to uneven pad wear, a binding sensation, or judder under light pedal pressure. Given the very low annual mileage, it is also worth confirming that the 12V auxiliary battery has been recently replaced or load-tested, as this component is a known service item on Teslas and can fail without warning if left in a chronically undercharged state. Beyond the dynamic checks, a physical inspection underneath the vehicle is advisable to look for any signs of corrosion on the suspension arms, subframe mounting points, and underbody shielding, particularly given the long periods of inactivity implied by the mileage. The tyres should be examined for age-related sidewall cracking rather than relying solely on tread depth, as low mileage often results in tyres being replaced purely on age rather than wear. Wheel bearings, brake discs, and the high-voltage underbody protection should be visually inspected for any signs of pitting, surface corrosion, or impact damage. Finally, a diagnostic scan using Tesla service tooling or a compatible third-party reader should be performed to check for stored fault codes in the powertrain, battery management, and driver assistance systems, as these will not surface in a standard MOT inspection but are highly relevant to the overall mechanical and electrical integrity of the vehicle.