2022 Tesla Model 3 Long Range AWD Electric · GL22 GZP

The most recent DVSA MOT test for this 2022 Tesla Model 3 Long Range AWD was conducted on 12 June 2025 and resulted in a Pass with no defects or advisories recorded against the vehicle. It is worth noting that an entry on the same date also shows a Failed outcome with no defects recorded, which is an unusual presentation in the MOT history feed. This typically indicates that an initial test was submitted and recorded as a failure, almost certainly due to an administrative or technical reason such as a tyre pressure monitoring system warning, a software-defined emissions or readiness flag, or an aborted test where the examiner was unable to complete the assessment, before the vehicle was immediately re-presented and passed on the same day without any physical rectification being required. With only a single annual test on record at this stage and that test showing a clean pass, the overall maintenance trend can be regarded as stable, although the sample size remains too small to draw any firm longitudinal conclusions about wear progression or recurring component issues. The recorded mileage of 15,909 miles over an approximate four-year period equates to an annual usage of around 3,977 miles, which is considerably below the national average for a privately operated vehicle of this age. Such low annual mileage suggests either predominantly short urban journeys, light leisure use, or extended periods of standing between drives, each of which carries its own set of mechanical and material implications. Short journeys are particularly hard on 12V auxiliary battery state of charge and can leave the high-voltage pack sitting at high states of charge for prolonged periods, which over calendar time is less than ideal for long-term cell balancing. Equally, extended standing periods allow brake discs to develop surface corrosion, caliper slide pins to seize, and tyres to deteriorate through age rather than wear, so a low recorded mileage is not automatically a guarantee of superior mechanical condition. From a buyer inspection perspective, the absence of any recorded advisories means there is no defect history to interrogate, and attention should instead turn to age-and-mileage appropriate condition checks. The tyres should be examined closely for sidewall cracking, perishing, and any uneven shoulder wear that might indicate geometry misalignment or a binding brake caliper that has been masking itself during low-speed use; the DOT date code should be confirmed, as tyres older than five years from their manufacture date are typically recommended for replacement regardless of remaining tread depth. The brake discs, which on a low-mileage Tesla are likely to show significant surface oxidation, should be checked for any pitting, lipping at the friction edge, and free movement of the caliper pistons, and the handbrake operation confirmed. The 12V auxiliary battery, commonly a weak point on Model 3 vehicles of this era, should be load tested, and the high-voltage pack state of health queried through the service menu or a diagnostic tool, as calendar degradation is just as relevant as cycle-based wear. Additional checks appropriate to this profile include a thorough inspection of the underbody and suspension components for standing-related corrosion, particularly on brake lines, subframe mounting points, and the rear multilink suspension bushes, all of which can degrade from disuse as much as from use. The coolant, brake fluid, and differential oil are all subject to calendar-based degradation and should be inspected for service history evidence irrespective of the low odometer reading, as manufacturer schedules on these systems are time-bound rather than purely mileage-bound. On a test drive, listen for any suspension clunks or rattles over speed humps and uneven surfaces, which would suggest perished bushes or worn drop links, and pay particular attention to brake pedal feel, ensuring that there is no excessive travel or grinding that would indicate a seized caliper or heavily corroded discs requiring refurbishment. Finally, verify that the infotainment system, driver assistance features, and all charging functionality are operating correctly, as software-defined defects are more common than mechanical ones on this model and would not be captured within the MOT record itself.