2024 BMW I5 M60 Xdrive Electric · WD73 AXY

The defining mechanical reality of this 2024 BMW i5 M60 xDrive is the complete absence of any DVSA MOT test records on file. As a vehicle first registered in 2024, it would not become eligible for its first compulsory MOT test until three years after registration, meaning the earliest possible test date would fall in 2027. The lack of historical data is therefore not a red flag in itself; rather, it simply means there is no verified independent roadworthiness evidence available for this car at present. Any prospective buyer is therefore evaluating the vehicle based purely on its age, manufacturer specification, and current physical condition rather than on a track record of passing statutory inspections. Until that first test is recorded, the only official benchmark for this vehicle is its compliance with type approval at the point of manufacture. With the vehicle being less than two years old at the time of writing and no MOT data available, recorded mileage cannot be cross-referenced against the DVSA odometer history. This means there is no way to verify whether the current odometer reading is consistent with prior annual accumulations, nor whether the car has been used primarily for short urban commutes, longer motorway runs, or has spent extended periods stationary. For an electric performance saloon of this specification, the usage pattern matters mechanically because the high-output drive units, large battery pack, and air suspension components are all subject to different wear stresses depending on how the vehicle has been driven. Without mileage records, a careful verification of the odometer against BMW's digital service history and any in-car trip logs becomes essential, particularly to confirm the car has not been clocked or misrepresented. From a buyer inspection perspective, the absence of MOT history shifts the focus entirely onto a physical examination and a diagnostic scan. Particular attention should be paid to the air suspension system, which is standard on M60 variants and is known to be costly to rectify if the air struts or compressor begin to fail; listen for the compressor running excessively on startup and check that the vehicle sits level when cold. The high-performance regenerative braking system should be tested for smooth operation and any warning lights on the iDrive display, as the integration between the friction brakes and the regenerative system can occasionally produce faults that only manifest as intermittent warning messages. A scan for any stored BMW-specific fault codes relating to the high-voltage battery management, electric drive units, or cooling systems is highly advisable, as these would not appear on a standard OBD-II reader. On a road test, the buyer should evaluate the steering response carefully, as electric power steering racks on heavy EVs can develop knocks over uneven surfaces if the mounting bushes have worn prematurely. The accelerator response should be linear and free of any hesitation or surging, which could indicate issues with the power electronics or battery state of health. Listen for any unusual mechanical whine from the drive units under load, as this can be an early indicator of bearing wear. Finally, the wheels and tyres should be inspected for uneven inner-edge wear, which on a heavy all-wheel-drive electric saloon often points to misalignment, suspension geometry issues, or worn lower control arm components, all of which would be expensive to rectify on a vehicle of this class.