2021 Tesla Model 3 Long Range AWD Electric · AF71 OSK

The most recent MOT, carried out on 6 October 2025, was passed with no defects recorded, indicating that the vehicle met the statutory safety and emissions standards at that date. However, the preceding twelve‑month period shows a mixed picture: a failure on 2 October 2025 for excessive wear on both rear upper suspension arm pins or bushes, and a failure on 17 September 2024 for dangerously low rear tyre tread combined with advisory front tyre wear. The successful 2025 MOT suggests that the most serious issues identified in the earlier tests have been remedied, but the pattern of recurring wear points to a need for ongoing vigilance rather than a fully stable maintenance record. At five years old the Model 3 has accumulated 51,310 miles, averaging roughly 10,200 miles per annum. This usage is typical for a family‑oriented electric hatchback and does not, on its own, raise concerns about accelerated component fatigue. There are no obvious gaps in the mileage log that would imply long periods of storage, which can sometimes exacerbate ageing of rubber components and corrosion. The mileage level does, however, mean that wear items such as tyres, suspension bushings and brake discs are likely approaching the latter stages of their service lives and should be inspected closely. The rear suspension arm bushes that triggered the 2025 failure are wear items that can develop a noticeable clunk when the vehicle is driven over bumps or when cornering hard. A prospective buyer should press on each rear corner while the car is stationary and listen for any excessive movement, then verify that the bushings are free of cracks, splits or excessive play during a road test. The rear tyres were flagged as dangerously under‑tread in 2024, so it is essential to confirm that they have been replaced; examine the tread depth across the width of both rear and front tyres, looking for uneven wear patterns that could indicate mis‑alignment, worn suspension components or incorrect tyre pressures. Any residual edge‑wear on the front tyres should be checked for signs of camber or toe deviation, and a brief high‑speed run can reveal shudder or vibration that would point to tyre imbalance or developing brake disc corrosion. Beyond the tyre and suspension items, an electric vehicle of this age should have its high‑voltage battery health verified, ideally with a diagnostic read‑out of state‑of‑charge capacity and any degradation trends. The coolant for the battery thermal management system should be inspected for correct level and colour, as time‑based coolant replacement is recommended roughly every four years. Brake discs on a low‑mileage EV can still suffer surface rust if the car has spent long periods stationary, so the buyer should look for any pulsation in the pedal or uneven pad wear. Finally, confirm that the vehicle has received the regular software updates from Tesla and that the service book shows any scheduled inspections, as these updates often include safety‑related calibrations for braking, traction control and autonomous driver‑assist functions.