2022 Tesla Model 3 Long Range AWD Electric · BP71 MLV

This 2022 Tesla Model 3 Long Range AWD presents a roadworthiness profile that is unusually sparse in terms of recorded defects, with the only documented DVSA MOT test on 12 February 2026 returning a clean pass and no advisories whatsoever. For a four-year-old EV of this type, a single blemish-free test offers only a narrow snapshot of mechanical condition rather than a longitudinal trend, but the absence of any flagged component wear at over 51,000 miles is at least a neutral baseline. Given that Tesla running gear, particularly the dual-motor drivetrain and regenerative braking system, tends to impose different wear patterns compared with conventional ICE vehicles, this single clean pass should be treated as a starting point for further physical inspection rather than a guarantee of underlying health. The recorded mileage of 51,738 miles equates to roughly 12,934 miles per year, which is substantially above the national norm for a vehicle of this age and segment. Such elevated usage typically accelerates wear on consumable and chassis components, including tyres, brake discs and pads (despite regenerative braking reducing pad usage, discs can still suffer from corrosion due to limited application), suspension bushes, and wheel bearings. There are no multi-year gaps in the MOT record to suggest extended standing periods, which is mechanically favourable as it avoids concerns around seized callipers, deteriorated drive unit coolant hoses, or 12V auxiliary battery degradation. However, the high annual mileage means that any non-driven components, such as the underbody HV cabling, refrigerant lines, and rubber suspension links, should be assumed to have endured proportionally more stress and thermal cycling than a lower-mileage equivalent. For a prospective buyer, the lack of documented advisories means there are no specific flagged components to target, but the elevated mileage profile warrants close attention to areas where EVs commonly develop issues past the 50,000-mile threshold. During a test drive, listen carefully for any clonks or knocks from the front and rear suspension over speed humps and uneven surfaces, paying particular attention to the upper and lower control arms, drop links, and anti-roll bar bushes, which are known wear items on Model 3 chassis. Inspect the brake discs visually for lipping or surface corrosion, as prolonged reliance on regeneration can lead to disc pitting despite low pad wear, and verify that the friction brakes actually engage smoothly under firm pedal pressure. Steering should remain precise without vibration or pulling, and any warning messages on the touchscreen relating to drive unit performance, regen limitation, or suspension damping should be queried directly with the vendor. Beyond the chassis, the buyer should prioritise a detailed battery state-of-health report through the Tesla app or third-party diagnostic tool, as DVSA MOT testing does not cover HV battery condition, capacity degradation, or drive unit integrity. Check the underbody for any signs of impact damage, fluid leaks from the cooling system, or corrosion around the rear subframe mounting points, particularly given the higher mileage. The 12V auxiliary battery, which powers ancillaries and the main contactors, should be tested for voltage and load capacity, as replacement is often required between 50,000 and 70,000 miles. Finally, confirm that all software updates have been applied, the tyres are a matched set with adequate tread depth, and that the panoramic glass roof and door seals are free from leaks, as these are recurring comfort-related issues on Model 3 vehicles of this generation.