2023 Tesla Model 3 Long Range RWD Electric · BA23 CVM

The most recent DVSA MOT carried out on 1 September 2026 recorded a full pass with no defects or advisories noted, which, given the sole entry in the vehicle’s MOT history, indicates a stable maintenance record to date. With no prior failures to suggest a deteriorating trend, the car appears to have been kept in a condition that satisfies the statutory safety and emissions requirements at the time of testing. At three years old the Model 3 has accumulated 48,195 miles, equating to roughly 16,000 miles per annum – a usage rate that is above average for a privately‑owned vehicle of this age. The relatively high kilometre count suggests that the suspension bushings, tyre tread, and brake components have been subjected to a greater number of load cycles than a low‑mileage example, and that wear on consumables such as tyre sidewalls and brake pads may be approaching the end of their service life. There are no obvious gaps in the recorded mileage, so the mileage progression appears consistent rather than indicative of long periods of storage. A prospective buyer should give particular attention to the condition of the tyres, inspecting tread depth, sidewall cracking and any signs of dry‑rot that can develop with age even on a high‑mileage tyre. The suspension should be checked for any play in the front and rear control arm bushings, as excessive wear can manifest as clunking or uneven tyre wear during a test drive. Although the Model 3 relies heavily on regenerative braking, the conventional friction brakes still experience wear; verify that the brake discs are free from excessive rust, scoring or glazing and that the pads have sufficient remaining thickness. Examine the under‑body for corrosion, especially around the battery pack mounting points and chassis rails, as prolonged exposure to moisture can compromise structural integrity. Given the vehicle’s electric powertrain, the health of the high‑voltage battery is paramount; request a recent battery health report or a diagnostic scan to confirm that capacity loss is within normal limits for its age and mileage. The coolant for the battery thermal management system should be at the correct level and free of contaminants, and the 12 V auxiliary battery should be tested for charge retention, as a weak auxiliary battery can affect electronic stability control and infotainment operation. Finally, confirm that the service history includes regular software updates and that any recommended time‑based service intervals—such as brake fluid replacement and suspension lubrication—have been observed, as these are critical to maintaining the vehicle’s safety and performance over its remaining life.