2020 Tesla Model 3 Performance AWD Electric · GD70 EOH

A completely clean DVSA record across three consecutive MOT tests, with the most recent pass on 15 December 2025, presents a picture of strong roadworthiness for this Model 3 Performance. The absence of advisories or failures on a six-year-old electric vehicle suggests that the running gear, underbody, and brake components have not yet reached a stage where wear is being formally flagged. Given that the Model 3 uses regenerative braking which significantly reduces pad and disc wear, a clean brake-related record is particularly relevant for this platform. However, MOT testing for EVs primarily covers the same items as any other vehicle, so a defect-free history is a positive indicator but does not cover high-voltage battery health, drive unit integrity, or software-related concerns. With 34,337 miles recorded over roughly six years, this Model 3 has averaged approximately 5,723 miles per year, which is below typical annual mileage for the UK and suggests either predominantly urban or short-journey use or extended periods of standing. For an EV, this kind of usage pattern carries specific mechanical considerations. Battery longevity on Teslas is generally well-supported by the liquid thermal management system, but a car that has covered low miles may have experienced shallow charge cycles, which are typically benign. The main mechanical risk associated with low-mileage use on any vehicle is deterioration of rubber and polymer components through stagnation rather than wear. Given the clean MOT record, there is no specific evidence of this on the test sheet, but the usage profile is worth keeping in mind. Because the MOT history is entirely free of advisories, the buyer cannot rely on a list of flagged components to guide the physical inspection. Instead, attention should shift to the areas that this platform is known to develop wear in once age outpaces mileage accumulation. The suspension should be inspected for worn lower control arm and wishbone bushes, particularly at the front, as these are common failure points on Model 3s from this era; on a test drive, listen for clonks or knocks over speed humps and uneven surfaces, and feel for vagueness or imprecise steering response. The condition of the coil springs and dampers should also be assessed for any sagging or fluid leakage, as MOT damping checks would only flag extreme cases. Given the low mileage, brake components are unlikely to be heavily worn but should still be inspected for corrosion on the discs, especially around the outer edges where rust can develop on a stationary vehicle. Brake pedal feel should be smooth and consistent, and the calipers should be checked for seizing, which can occur on infrequently used cars. Tyres should be inspected for any flat-spotting from standing or for sidewall cracking due to age rather than wear, particularly as the original-equipment tyres on a Performance model tend to be low-profile and susceptible to age-related deterioration. Finally, the underbody should be carefully examined for corrosion on suspension arms and mounting points, as MOT records would typically only flag significant structural corrosion, leaving early-stage surface oxidation undocumented.