2022 Tesla Model 3 Long Range AWD Electric · BK22 DKU

The DVSA record for this 2022 Tesla Model 3 Long Range AWD presents an exceptionally clean roadworthiness profile, with two consecutive MOT tests passed without a single advisory or defect recorded. The most recent assessment on 9 February 2026 returned a pass with no defects, mirroring the identical outcome from the earlier test on 21 February 2025. While the absence of advisories on a four-year-old EV is a positive signal, it is worth noting that electric vehicles typically attract fewer wear-related advisories than their ICE counterparts because they lack exhaust systems, fuel lines, engine oil leaks, and traditional clutch assemblies that commonly generate advisories on petrol and diesel cars. The pattern here is one of mechanical stability rather than demonstrated component wear, which is favourable but offers limited insight into the condition of items that fall outside the MOT test scope. Against an expected annual mileage of roughly 7,500 to 10,000 miles for a modern passenger vehicle, the recorded 17,233 miles over four years equates to about 4,308 miles per year, placing this Model 3 firmly in low-mileage territory. This rate of accumulation suggests either predominantly short urban journeys, a commuter role with limited distance, or extended periods of inactivity between uses. For a dual-motor EV of this type, low mileage carries mixed implications. The high-voltage battery pack, drive units, and associated thermal management systems benefit from regular use and state-of-charge cycling, and prolonged standing at a high or very low state of charge can accelerate cell degradation. Conversely, the brake discs and pads see far less wear on an EV due to regenerative braking, so low mileage is unlikely to have produced significant friction material consumption. Suspension components, tyres, and undertrays remain subject to per-mile wear, so even at this rate they will have accumulated four years of age-related degradation from UV exposure, temperature cycling, and standing water. Given that the MOT history has not flagged any specific components, the buyer’s inspection should concentrate on items the test does not cover or that are prone to silent deterioration on a low-mileage EV. On a test drive, listen carefully for any knocking or clonking from the front and rear suspension over speed bumps and uneven surfaces, which could indicate worn anti-roll bar bushes, control arm bushes, or top mounts that have perished from age rather than mileage. Pay particular attention to steering response for any vagueness, knocking through the rack on full lock, or uneven tyre wear, as these can point to worn drop links or alignment drift from kerbing. Brake pedal feel should be firm and consistent, and although discs may show some surface rust from low use, any judder under braking or deep lipping on the disc edges would warrant further investigation. Because the official record is silent on tyre condition, a physical inspection of all four tyres is essential. Check the sidewalls for cracking, bulging, or uneven shoulder wear, and confirm the tread depth across the full width, as a four-year-old car on its original tyres will be approaching the legal 1.6mm limit if usage has been light and uneven. Inspect the underside of the vehicle for any signs of impact damage to the undertrays or battery enclosure, which sit low and are vulnerable to kerb strikes. Finally, verify the high-voltage battery state of health through the Tesla touchscreen or a diagnostic scan, as this is the single most consequential component on the vehicle and is entirely outside the scope of the MOT. A consistent service history from Tesla or an EV specialist should also be requested to confirm routine checks of brake fluid, coolant, and cabin filter have been carried out at the manufacturer-recommended intervals.