2022 Tesla Model 3 Standard Range + Electric · AF22 UDM

A Tesla Model 3 of this vintage carrying 116,904 miles presents a mechanical story defined almost entirely by its usage intensity rather than by any recorded defects, and the DVSA file supports that read. Three consecutive passes, the latest recorded on 25 November 2025, show no advisories and no failures, meaning the car has remained within statutory roadworthiness limits every time it has been examined. A clean advisory sheet on an EV of this age and mileage is a positive sign, but it should be read in context: Teslas of this generation are not routinely flagged for the traditional corrosion and exhaust issues that dominate the MOT histories of petrol and diesel cars, so a blank sheet carries slightly less diagnostic weight than it would on a comparable ICE vehicle. What the record does confirm is that the friction components, suspension, tyres, lighting, and structural elements have all been found compliant at each annual test. The usage profile is the headline mechanical concern. Averaging roughly 29,000 miles per year over a four-year life is well above the national average of around 7,000 to 9,000 miles, placing this Model 3 firmly in the high-mileage bracket. That kind of annual accumulation has direct implications for consumable wear rates: tyres, brake discs and pads, suspension bushes, and the driveshaft and hub assemblies will all have absorbed far more thermal and mechanical cycles than a low-mileage example. Equally relevant is what the record does not show. There is no MOT entry prior to January 2025, which is consistent with the vehicle being under three years old at first test and therefore exempt, but it also means the full picture of component wear before that date is unrecorded. The rapid rise from the January 2025 test through to November 2025 implies significant additional mileage within a single calendar year, and any prospective buyer should expect that the friction and rolling-stock items have been worked hard in that window. Because the MOT history is silent on component condition, the test drive and physical inspection become the primary diagnostic tools. On a drive, listen carefully for any knocking or clonking from the front suspension over speed humps and uneven surfaces, which on the Model 3 typically points to worn lower control arm bushes or top mount deterioration, both known wear items on higher-mileage examples. Feel for vagueness or delay in steering response, or a slight pull under braking, which can indicate uneven pad wear or a binding caliper rather than any fundamental alignment issue. Inspect all four tyres for even shoulder wear across the axle; inner-edge wear on the front pair is a common indicator of suspension geometry fatigue, particularly where control arm bushes have softened. Check the underside visually for any fluid residue around the rear motor and inverter area, and examine the brake discs for a pronounced lip on the outer edge, as this will give a reliable read on how much friction material life remains. Beyond the suspension and braking elements, a buyer should also weigh the broader implications of this mileage on Tesla-specific components. The high-voltage battery and drive units on Model 3s are engineered for high cycle life, but verifying battery health through a diagnostic readout is strongly advisable, as the MOT record will not capture any degradation in range or cell balance. The 12V auxiliary battery, which on Teslas fails more frequently than on many ICE equivalents due to constant load from systems monitoring, is worth confirming has been replaced recently. Inspect all door handles, the tailgate struts, and the folding mirror assemblies for stiffness or failure, as these are known mechanical weak points unrelated to mileage but common on cars used daily. Finally, request evidence of recent tyre replacements, brake work, and any undertray or suspension component renewals; in the absence of advisories, service history becomes the only proxy for how the previous 116,000 miles have been managed.