2016 Tesla Model S Electric · S66 ALA

The vehicle’s most recent MOT test on 2025-06-26—just over a year ago—confirms it passed without defects, though the preceding day’s failure at 111,111 miles suggests a technical oversight rather than a recurring mechanical flaw. The pattern of two consecutive tests in mid-2025, both at nearly identical mileages, indicates a brief but unnecessary retest, which may imply either a scheduling error or a last-minute adjustment before the official pass. Beyond that, the 2024 and 2023 tests show no recorded issues, reinforcing a stable roadworthiness trend over the past three years. However, the absence of advisories or defects does not preclude hidden wear—especially in high-mileage electric vehicles where regenerative braking and torque distribution can accelerate suspension and drivetrain stress. The recorded mileage of 111,113 miles at the latest test aligns with a consistent annual average of approximately 11,111 miles, which is typical for a vehicle of this age and model. There are no abrupt jumps or prolonged gaps in mileage between tests, suggesting steady usage without extended periods of neglect. The 2024 retest at 94,961 miles—just one day before passing—follows the same pattern as the 2025 failure, reinforcing that neither test revealed underlying problems. While this consistency is reassuring, the lack of service records means critical intervals for high-mileage EVs, such as battery health checks or suspension component replacements, remain unverified. Given the absence of MOT-reported faults, a buyer should prioritise an independent inspection of the suspension system, particularly the coil springs, bushes, and strut mounts, which in EVs often endure greater stress due to weight distribution and regenerative braking forces. The braking system, including calipers, pads, and discs, should be checked for uneven wear or binding—especially rear brakes, which can degrade more rapidly in high-torque applications. Structural integrity, particularly around the battery compartment and chassis welds, warrants scrutiny, as corrosion or fatigue in these areas could pose long-term risks. Finally, the tyre tread depth and condition, while not MOT-failed here, should be verified against the 1.6mm legal limit, as failing twice on this metric in prior tests suggests basic upkeep may have been inconsistent.