2025 Tesla Model Y RWD Electric · LG75 RBY

As a 2025 registration, this Tesla Model Y RWD falls into the category of vehicles exempt from compulsory MOT testing until it reaches three years of age, which means there is no DVSA test data whatsoever to evaluate. The absence of any recorded MOT history is entirely expected for a car of this vintage rather than a cause for concern, and the official record currently provides no insight into its roadworthiness, component wear, or emerging defects. A prospective buyer must therefore treat the test drive and physical inspection as the sole source of mechanical evidence, since there is no prior pass or failure record to draw upon or to identify any pattern of advisories relating to suspension, braking, or structural corrosion. The recorded mileage is listed as unknown, so no comparison can be made between annual accumulation rates and the age of the vehicle. For a 2025 model, the first MOT due date will fall in 2028, covering a three-year window during which usage patterns will remain entirely undocumented by DVSA. Without odometer data, it is not possible to assess whether the vehicle has been driven regularly, used predominantly for short urban trips, or left idle for extended periods, all of which would carry different mechanical implications for components such as the 12V auxiliary battery, brake discs and pads, tyres, and electric drive units. Any mileage the seller discloses should be cross-checked against the in-vehicle system and service records to establish a baseline before purchase. Because there are no advisories or failures on file, the inspection guidance must shift entirely to the common failure points typically observed on Model Y vehicles once they enter the MOT cycle. Particular attention should be paid to the rear suspension components, including the trailing arms, bushes, and coil springs, as these are known wear items that can develop knocking noises and imprecise handling over broken surfaces. The brake system, given regenerative braking, often suffers from corroded or seized caliper sliders and lipped front discs, so the test drive should include firm pedal applications from speed to check for vibration, pulling, or warning messages on the driver display. The underside and high-voltage cable routing deserve close scrutiny for any signs of damage, corrosion, or aftermarket undertray interference, while the tyres should be inspected for uneven inner or outer shoulder wear that may indicate alignment or suspension geometry issues. On the test drive, listen for any clonks or creaks from the rear axle over speed humps and rough tarmac, and feel for vagueness or self-centring problems in the steering that might point to worn tie rods or rack mounting bushes. Given the complete absence of MOT data, an independent pre-purchase inspection by a specialist familiar with Tesla platforms is strongly advisable to establish the present condition of the high-voltage system, structural integrity, and the ancillary components that will not be scrutinised under DVSA testing for another two years.