2020 Tesla Model 3 Long Range AWD Electric · AC59 MCL

A consistent, defect-free DVSA record across five tests over a two-and-a-half-year window presents a reassuring mechanical profile for this Model 3 Long Range AWD, with the most recent pass on 5 August 2025 following a retest after a same-day failure one day earlier on 4 August 2025. Both events were recorded with no advisories or defects logged, which is consistent with minor tester-side issues rather than systemic mechanical deterioration. The earlier pair of tests in late July 2024 mirrors this exact pattern, with a fail on 24 July 2024 immediately followed by a clean pass the next day, and an initial pass in June 2023. The absence of any recorded advisories relating to suspension, braking, tyres, structure or emissions across the entire DVSA history strongly suggests that any underlying concerns have not yet reached the threshold of testability, or that the vehicle has been proactively maintained between tests. From a roadworthiness standpoint, the trajectory is stable rather than deteriorating, which is the most favourable trend pattern for a six-year-old electric vehicle. Against an age of roughly six years, the recorded mileage of 37,860 miles equates to an average annual accumulation of approximately 6,310 miles, sitting close to the typical usage rate for a privately owned executive saloon. There are no extended gaps in the testing record beyond the normal twelve-month MOT cycle, and the steady progression from the 2023 test through to 2025 implies the car has remained in regular, consistent use rather than being laid up for prolonged periods. This continuous activity is mechanically relevant, as regular driving supports battery conditioning and thermal management in the high-voltage pack and keeps the regenerative braking system, suspension bushes and brake components regularly cycling through their working range. For a Model 3, the mileage is sufficiently low to suggest that primary wear items such as drive unit internals and battery degradation should still have substantial service life remaining, while being high enough to have properly exercised the chassis and running gear. Because the DVSA record carries no component-level advisories, the inspection focus should shift to areas known to affect this model as mileage accumulates into the late thirties. On the test drive, listen carefully for any clonks or thuds from the front suspension over uneven surfaces, particularly indicative of worn lower control arm or wishbone bushes, and feel for any vagueness or knocking through the steering rack, which has been a known wear point on early Model 3 chassis. Test the brakes at low speed for any binding or judder from the rear calipers, as these can seize due to infrequent manual use given the heavy reliance on regenerative braking, and confirm that the handbrake holds the vehicle firmly on an incline. Tyres should be inspected for uneven inner or outer shoulder wear, which can indicate alignment issues or suspension geometry wear, and the underside of the front subframe and rear suspension arms should be examined for any surface corrosion beginning to develop. Given the EV-specific architecture of this vehicle, a prospective buyer should also verify the proper functioning of the high-voltage system and charging equipment. Check that the charge port latches securely, that DC rapid charging initiates without errors, and review the on-screen energy consumption history for any sudden degradation that might indicate battery cell imbalance. Open the frunk and inspect for any fluid staining or corrosion around the cooling system components, as leaks from coolant hoses or the heat pump assembly can develop with age. Finally, confirm via the infotainment screen that any software recall campaigns, particularly those relating to the suspension control arms and steering components, have been completed, as these are relevant to long-term structural integrity and driver safety even though they would not appear on an MOT certificate.