2021 Tesla Model 3 Long Range AWD Electric · AF71 ORN

The most recent DVSA examination on 1 September 2026 recorded a clean pass with no advisories or defects, which is the most favourable outcome for a prospective buyer and suggests the vehicle has been put right following the issues identified at the prior test. Looking at the broader history, the 2024 test was a clean pass, but the 2025 cycle opened with a failure in early September 2025 centred on suspension component wear, specifically an excessively worn offside rear upper suspension rose joint and play in both front lower suspension arm ball joints, before the retest later that same month passed without comment. The pattern is therefore one of a single, contained mechanical concern that was rectified and has not recurred in the subsequent year, indicating a stable rather than worsening maintenance trend. However, because suspension wear on a Tesla Model 3 is a known area of attention, it would be prudent to confirm that the rectification work was carried out using genuine or quality-equivalent components and to verify that there is no repeat play on those joints. With 43,327 miles recorded over approximately five years, the vehicle has covered an average of around 8,665 miles annually, which is broadly typical for a privately used car of this age and not unusually low or high. There is no evidence within the MOT record of a significant mileage gap between tests, the readings progressing steadily from 2024 through to 2026, which is a positive indicator of consistent use rather than long periods of standing. That said, the figure is at the lower end of the normal range, and a test drive should be used to satisfy yourself that the brakes, tyres, and suspension have all been exercised adequately, as lightly used vehicles can occasionally harbour seized caliper sliders, glazed pads, or flat-spotted tyres from infrequent running. Equally, this mileage means the high-voltage battery and drivetrain have not been heavily worked, and you should confirm the remaining battery health and warranty status with Tesla directly as part of your enquiries. Given the suspension defects noted in September 2025, particular attention should be paid during a physical inspection to the condition of the front lower control arms, ball joints, and the offside rear upper rose joint, looking for any renewed play by hand, perished or cracked dust boots, and any uneven tyre wear that might indicate the geometry is still settling after the repair. On a test drive, listen for clonks or knocking from the front end over speed humps and uneven surfaces, pay attention to any vagueness or knocking from the rear suspension under load, and check for pulling, vibration, or imprecise steering response. It is also worth jacking the vehicle if possible to inspect the underside for any residual fluid staining, corrosion around suspension mounting points, and the general condition of the undertray fixings, as Tesla undertrays are often removed for service work and not refitted securely. Beyond the recorded suspension items, a vehicle of this age and mileage warrants a number of age-related checks regardless of the clean MOT result. Tyres should be examined closely for sidewall perishing and cracking from age rather than simply tread depth, as the original factory fitment may be nearing five years old even with adequate tread remaining. The 12V auxiliary battery, which is known to fail relatively frequently on Model 3 vehicles and can cause numerous electrical faults, should be tested for state of health rather than assumed serviceable, and the high-voltage battery coolant and brake fluid should be confirmed as having been changed in line with Tesla's time-based service schedule irrespective of mileage. Finally, inspect the charging port, door handles, and window regulators for the typical Tesla electronic faults, verify all software features are functioning correctly, and ensure the service history, including any recorded suspension rectification work, is present and complete.