2021 Tesla Model 3 Standard Range + Electric · GF71 WML

A clean and unblemished MOT history defines this Tesla Model 3, with both recorded tests on 21 November 2025 and 13 November 2024 returning passes with no advisories or defects noted. The absence of any flagged items across two consecutive tests suggests the braking, suspension, lighting, and underbody components inspected under DVSA standards have remained within tolerance, with no emerging wear patterns recorded to date. While a defect-free record is reassuring, it is worth noting that an EV of this age and specification has fewer traditional mechanical components subject to MOT scrutiny, particularly around emissions and engine-derived systems, which inherently narrows the scope of what these tests can reveal. Nevertheless, the stability of the roadworthiness profile across consecutive tests is a positive indicator, and the overall trend gives no suggestion of developing concerns. With only 9,541 miles recorded over approximately five years, this vehicle has averaged around 1,908 miles annually, a figure well below the typical usage pattern for a commuter-oriented saloon of this type. This accumulation rate raises legitimate questions about whether the car has seen regular daily use or has spent extended periods stationary. Lower annual mileage on an EV can mean reduced brake wear due to regenerative deceleration preserving discs and pads, but it can equally mean that suspension components, tyres, and driveshaft boots have been subjected to less thermal cycling and flexing than would normally keep rubber and polymer parts supple. There are no significant gaps between the two MOT tests, both falling within a twelve-month window, so there is no evidence of a prolonged off-road lay-up that would trigger SORN-related concerns or post-storage complications. Given the low recorded mileage, particular attention should be paid during any inspection to the condition of the tyres, as prolonged standing combined with limited running can produce flat-spotting, sidewall cracking, or uneven pressure wear that does not necessarily show on a rolling road but will be apparent on close visual examination of tread depth across the full width and circumferentially. The brake discs and calipers should be checked for surface corrosion, as EVs driven infrequently in damp conditions often develop oxidation on the friction surfaces that, while not a fail item in itself, can produce vibration or knocking under initial pedal application. It is also worth inspecting the underside of the vehicle for any signs of corrosion around the subframe mounting points, suspension arms, and brake pipe runs, as the MOT records show no such issues but a physical inspection can reveal surface oxidation that has not yet progressed to advisory level. On a test drive, the regenerative braking system should be exercised across different deceleration settings to confirm smooth and consistent response without any warning messages or hesitation. Listen carefully for any clonks or knocks from the front suspension when traversing speed bumps or uneven surfaces, as low-mileage vehicles can develop seized or dry bushes that only become apparent under load. Steering response should remain precise without any pulling to one side, which could indicate uneven brake drag or alignment issues stemming from kerbing. Finally, verify the operation of all lighting including the LED headlamp units, rear light clusters, and number plate illumination, as these are common MOT failure points on vehicles of any age and any rectification costs should be factored into the purchase decision.