2018 Tesla Model S Electric · MF18 BKA

The vehicle most recently passed its MOT on 14 April 2026, though this followed a failure just one day prior on 13 April 2026. The failure was due to a major defect concerning excessive play in the offside front track rod end ball joint, which represents a significant steering component concern. Looking at the broader test history, there is a clear pattern of recurring issues at the front axle, with the same offside front track rod end ball joint being noted as having slight play in April 2024, suggesting progressive deterioration that ultimately culminated in the failure. Multiple tyre-related advisories have appeared across the 2023, 2024, 2025, and 2026 tests, including dangerous tread depth below legal limits and several instances of uneven edge wear. While the current pass is positive, the trend shows worsening steering and tyre condition that warrants careful attention. At 129,452 miles over an eight-year period, this Tesla Model S has averaged approximately 16,182 miles annually, which is notably high mileage for its age. This level of use means greater wear on consumables, suspension components, braking systems, and drivetrain elements than would typically be expected. The mileage accumulation has been reasonably consistent with no significant gaps in testing, indicating the vehicle has remained in active service rather than standing for extended periods. For a high-mileage electric vehicle of this age, particular attention should be paid to suspension bushes, coil springs, brake components that can suffer from corrosion due to heavy use combined with regenerative braking patterns, and the overall condition of the high-voltage battery and drive units which are subject to greater thermal and mechanical cycling at this mileage level. The recurring track rod end ball joint issue is a critical area for inspection, as this component directly affects steering precision and safety. On a test drive, listen for clunking or knocking noises from the front suspension, particularly when traversing speed bumps, potholes, or during full-lock manoeuvres at low speed. Any vagueness in steering response, uneven tyre wear across the front axle, or vibration through the wheel would suggest the joint or related steering components require immediate attention. The replacement of the track rod end should be verified, and the surrounding components including drop links, anti-roll bar bushes, and suspension arms should be inspected for similar wear given the heavy mileage and age profile. The repeated tyre advisories showing edge wear and uneven tread patterns point to potential alignment issues or suspension geometry concerns that may not have been fully resolved. Prospective buyers should request evidence of a four-wheel alignment being carried out following the recent steering repairs, as continuing edge wear would suggest an underlying problem. Additionally, given the high mileage, the 12V auxiliary battery should be tested as these typically require replacement every four to six years, and all brake discs and calipers should be physically inspected for wear, corrosion, and binding. While EVs benefit from reduced brake usage through regenerative systems, standing corrosion on discs remains common, and caliper slide pins can seize from infrequent manual braking. Tyre sidewalls should be examined for age-related perishing and cracking regardless of tread depth, and the general condition of high-voltage system cooling components warrants professional assessment at this accumulated mileage.