2022 Tesla Model 3 Electric · GL72 CUY

A 2022 Tesla Model 3 with just one MOT pass on file at 2025-10-10 and a completely clean sheet of defects presents a deceptively simple mechanical picture. The absence of any advisories or failures is encouraging, but it must be read in context: a first-time MOT on a four-year-old car covers only the basic safety items examined at three years and beyond, and a single clean pass is a narrow evidentiary base from which to draw firm conclusions about long-term durability. The car falls outside the typical Tesla Model 3 reliability narrative of corroded rear trailing arms, premature suspension bush wear, and occasional brake caliper binding on early examples, none of which have yet surfaced on this particular vehicle's record. Until a second or third test provides longitudinal data, the roadworthiness standing rests on a single data point rather than a confirmed trend. At 5,630 miles over four years, annual mileage works out to roughly 1,400 miles, which is unusually low even by the standards of a vehicle that has spent much of its life on a driveway rather than a commuter route. The implication mechanically is not straightforward neglect but rather a profile dominated by short trips and extended periods of standing, both of which carry specific consequences for an electric vehicle. Brake discs and pads suffer disproportionately on lightly driven cars because regenerative braking handles the majority of deceleration, leaving the friction components prone to surface corrosion and pad glazing that may not have been flagged yet on the MOT but can present as judder under manual braking. Equally, the 12V auxiliary battery, tyre shoulders, door and boot seals, and suspension bushes all benefit from regular movement and load cycling, and prolonged standing can degrade them quietly between annual tests. For a prospective buyer, the priority on inspection is verifying that the braking system has actually been exercised. On a test drive, apply the brakes firmly from at least 30 mph and feel for vibration, pulsing, or any grinding noise that would indicate corroded discs; light surface rust after standing is normal, but pitting or lipping that causes pedal feedback is not. Listen for any clonks or creaks from the front suspension over speed humps and uneven tarmac, as Tesla Model 3s of this generation have shown a tendency for front upper control arm and trailing arm bushes to deteriorate earlier than the mileage would suggest, and a four-year-old car with low miles can be just as susceptible as a high-mileage one. Check that the steering is centred and that the car tracks straight without pulling, particularly under braking, which would indicate uneven pad or caliper activity. Given the thin MOT record, a thorough pre-purchase inspection at a specialist familiar with Tesla platforms is strongly advisable, including a borescope or physical check of the rear suspension links, a scan for any stored chassis and powertrain fault codes that an MOT would not detect, and a health check of the high-voltage battery pack and its state of health percentage. Tyres should be examined for uneven shoulder wear, which on a low-mileage car often points to alignment issues or prolonged kerbing rather than age-related wear, and the manufacturing date on the sidewall will tell you whether the original rubber has simply expired in situ from lack of use. Finally, confirm that the 12V battery has been replaced recently or test its resting voltage, as a four-year-old auxiliary unit on a low-mileage car is one of the more common and preventable failure points and is not something the MOT examination would have caught.