2025 Tesla Model Y RWD Electric · LC75 BWN

As a 2025 registration, this Tesla Model Y RWD is currently under three years old and therefore does not yet require a statutory DVSA MOT test, which explains the complete absence of any recorded MOT history. Without prior test outcomes, advisories, or failure records, it is not possible to evaluate a maintenance trend in the traditional sense, as the vehicle has only recently moved beyond its first registration date. Any prospective buyer must therefore rely entirely on independent inspection, pre-delivery or service records, and the remainder of the original manufacturer warranty rather than on official MOT data. This is a normal position for a near-new electric vehicle, but it does mean that the usual DVSA evidence trail which a buyer might use to verify condition is entirely unavailable. The recorded mileage for this vehicle is unknown, which prevents any accurate assessment of annual usage rates or whether the vehicle has covered higher or lower than expected distances for its age. Given that it is a 2025 model now over a year into service, an average annual mileage for a Model Y of this type would typically fall somewhere between eight and twelve thousand miles, though substantial deviation in either direction is entirely possible. If the mileage is in fact very low, the vehicle may have suffered from prolonged standing, which can introduce specific concerns such as brake disc corrosion, binding calipers due to seized slide pins, and potential flat spots or perishing of tyre rubber from stationary storage. Conversely, if the mileage is unusually high for its first year, attention should be paid to tyre wear patterns, suspension component condition including bushes and coil springs, and any early signs of wheel bearing wear. The unknown mileage context therefore demands direct verification via the odometer and service documentation before drawing any conclusions. For a 2025 Model Y with no MOT history, practical physical inspection becomes particularly important and should focus on issues that arise from age and standing time rather than high wear. The tyres should be carefully examined for sidewall cracking and perishing, as even tyres with adequate tread depth can suffer from rubber degradation due to calendar ageing rather than mileage accumulation. The 12V auxiliary battery, which on Teslas supports ancillary systems rather than traction, is known to require replacement on a relatively short cycle and should be tested for state of health, particularly if the vehicle has been left unused for extended periods. Brake discs and calipers should be inspected for surface corrosion and any signs of seizing, as electric vehicles rely heavily on regenerative braking and the friction brakes may suffer from disuse. Fluid condition, although not legally required to be sampled at this stage, should be checked in line with Tesla service schedules, particularly brake fluid which degrades on a time basis regardless of mileage. On a test drive, particular attention should be paid to any uneven or inconsistent braking feel, which may indicate corroded discs or sticking calipers that have not been regularly exercised. Listen for any clonks or knocks from the suspension over uneven surfaces, which may suggest worn bushes or premature component settling. Steering should be precise without vagueness at speed, and any pulling to one side could indicate geometry issues or uneven tyre pressure related to standing. Verify the operation of all driver assistance and infotainment functions, ensure the high-voltage charging system functions correctly, and confirm the presence of an appropriate service history with a Tesla-approved provider or recognised specialist. Finally, request a battery state of health report where possible, as the condition of the traction battery is the single most valuable asset on an electric vehicle and should be substantiated with documented diagnostic data rather than assumed based on age alone.