2021 Tesla Model 3 Long Range AWD Electric · GL71 LSX

The most recent DVSA MOT carried out on 6 January 2026 recorded a pass, with the only advisory noting that all tyres were low on pressure. The previous test, dated 8 January 2025, also passed but highlighted two issues: an under‑tray fitted that prevented a full inspection of the under‑body, and a slight play in the off‑side rear upper suspension arm ball‑joint. Although no outright failures have been recorded, the recurrence of advisory items suggests a maintenance picture that is broadly stable but showing early signs of wear that merit attention before they develop into failures. At five years old the Model 3 has accumulated 68 002 miles, averaging roughly 13 600 miles per annum. This usage rate sits above the typical UK average for a family saloon and indicates a relatively high level of component fatigue for a vehicle of its age. The elevated mileage will have accelerated wear on consumables such as tyres, brake discs and pads, and the suspension bushings, while also increasing the number of charge‑cycle stresses placed on the high‑voltage battery. There are no obvious gaps in the recorded mileage, implying consistent use rather than prolonged periods of storage, which generally mitigates calendar‑related degradation but still demands a thorough check of time‑sensitive items. Prospective buyers should begin by inspecting the tyre set for tread depth, side‑wall cracking and any signs of uneven wear that could be linked to the noted rear ball‑joint play. Verify that tyre pressures are set to the manufacturer’s specification and listen for any clunk or knock when applying load to the rear corner, especially over bumps, as this would confirm progressive ball‑joint deterioration. The under‑tray should be removed or at least examined for corrosion, damage to the chassis rails, and any trapped debris that could affect cooling of the under‑body components; ensure that the tray does not impede access to critical mounting points or the rear sub‑frame. A visual and tactile inspection of the rear suspension arm, its bushings and the associated steering knuckle is advisable, and a professional alignment check should be performed if any play is confirmed. Given the vehicle’s electric drivetrain, the buyer must also assess the health of the high‑voltage battery pack, preferably by obtaining a recent state‑of‑health report from a Tesla service centre or a qualified independent specialist. Check that the battery cooling system is free of leaks and that the coolant level is within spec, as thermal management is crucial for long‑term capacity retention. Examine the 12 V auxiliary battery for voltage and cranking performance, especially if the car has spent extended periods idle. Although regenerative braking reduces conventional brake wear, the physical brake discs and pads should still be measured for thickness and inspected for surface glazing or rust, particularly if the car has been used predominantly for short urban trips. Finally, confirm that the vehicle’s software is up to date, that all recall actions have been completed, and that the charging port and cable connectors show no signs of wear, corrosion or loose connections. A comprehensive test drive that includes steady‑state cruising, rapid acceleration, and a few hard stops will reveal any lingering suspension noises, brake shudder or abnormal power‑train behaviour before purchase.