2021 Tesla Model 3 Long Range AWD Electric · GL71 AVG

With only two MOT tests on record since first registration in 2021, this Tesla Model 3 presents a narrowly observed roadworthiness history, but the data that does exist carries meaningful mechanical information. The most recent test on 22 November 2025 returned a clean pass with no advisories, suggesting that the immediate safety and emissions criteria were satisfied at that point. However, the previous test on 12 November 2024 flagged advisories on both rear upper suspension arm pins or bushes, with movement present on both the nearside and offside but not exceeding the failure threshold. The recurrence of the same component family on both sides within a single test is consistent with wear developing in the rear multi-link suspension geometry, and the absence of any advisory at the 2025 test does not necessarily confirm that the wear has been resolved; it may simply have not progressed to the recorded level on that occasion. Overall, the trend appears stable in the short window observed, but the rear suspension is the area to watch as mileage accumulates. At 78,043 miles recorded against a 2021 build, this Model 3 has covered approximately 15,600 miles per year on average, which is notably above typical usage for a vehicle of this age. Only two MOT tests are recorded, which is consistent with the vehicle not becoming MOT-class dependent until its third anniversary in 2024, and the absence of any earlier tests reflects regulatory thresholds rather than a gap in road use. The mileage progression between November 2024 and November 2025 indicates that the car has continued to accumulate substantial annual mileage, meaning that high-wear items such as tyres, brake components, suspension bushes, and underbody protection are likely to be approaching or past mid-life. For an EV of this mileage, attention should be given to the condition of the 12V auxiliary battery, brake fluid age, and any potential drive unit noises, although the MOT record alone does not capture these. Given that the rear upper suspension arms and bushes were flagged in the 2024 test, a prospective buyer should focus closely on this area during inspection and any test drive. With the vehicle unladen on a level surface, listen for clonking or knocking noises from the rear over speed humps, potholes, or uneven tarmac, as worn upper arm pins or bushes typically transmit impact loads as audible knocks. Over undulating roads, pay attention to whether the rear feels unsettled or exhibits any lateral instability, which can indicate that the arm pivot points are allowing unwanted movement. If possible, request that a technician manually checks the rear suspension joints for play, and look for any uneven rear tyre wear patterns, which on a Tesla can often point to geometry issues stemming from worn suspension links. The fact that both sides were advised at the same test suggests the wear pattern may be age and mileage related rather than the result of a single impact. Beyond the recorded advisories, the high annual mileage makes a broader mechanical appraisal worthwhile even though the MOT record is otherwise clean. Brake discs and pads on a Tesla are subject to specific wear patterns due to regenerative braking, which reduces pad usage but can leave discs susceptible to corrosion on the friction surfaces, particularly if the vehicle is used heavily in town or for short journeys. On a test drive, verify that braking feels firm and progressive without vibration through the pedal and that the car pulls neither left nor right under steady braking. Tyres should be inspected for even tread depth across the axle, as significant inner or outer shoulder wear on a high-mileage EV can indicate alignment or suspension issues. Finally, although the MOT history cannot confirm battery health or drivetrain condition, the combination of high mileage and rear suspension advisories means the rear axle components, underbody, and wheel bearings warrant particular scrutiny before purchase.