2020 Tesla Model 3 Performance AWD Electric · LD20 FSF

The most recent DVSA examination on 17 January 2026 resulted in a clean PASS with no advisories or defects recorded, and the prior test on 21 January 2025 also passed without comment. Looking at the broader history, however, the trend through 2023 and 2024 shows a series of advisories clustered around the front braking system, a rear suspension bush issue, and a tyre wear item that ultimately contributed to a fail at the same April 2023 test before being rectified. The fact that the last two examinations returned clean suggests the vehicle has been attended to and that the maintenance pattern has stabilised, but the underlying items flagged in 2023 and 2024 deserve attention as they can recur, particularly on a heavy, high-performance electric vehicle whose braking and suspension components work hard. With 46,877 miles recorded over six years, this Model 3 is averaging roughly 7,800 miles per year, which is broadly typical for its age and segment. There is no evidence of extreme low-mileage standing (which would raise concerns about brake disc corrosion, caliper seizing, and tyre perishing) nor of excessively high accumulation that would dramatically accelerate wear on suspension and drivetrain components. The mileage progression appears steady, which is favourable for an EV in terms of battery cycling and general component fatigue, though it remains important to consider that EVs like the Model 3 place unique demand on certain items regardless of mileage, particularly the tyres, brakes, and suspension links due to the vehicle’s kerb weight and instantaneous torque delivery. The recurring front brake advisories are worth scrutinising on inspection. Fluctuating service brake efficiency and slightly scored front brake discs suggest uneven pad wear or light corrosion on the discs, which is common on EVs that rely heavily on regenerative braking and therefore use the friction brakes less regularly, leading to surface corrosion and glazing. On a test drive, listen for any grinding or squealing under firm pedal application, feel for any vibration or shudder through the pedal, and check whether the car pulls to one side under braking. Inspect the front discs visually for lipping, scoring, or blueing from heat, and verify the pad material has ample thickness remaining. The rear upper suspension arm bush wear noted in 2023 should also be re-checked; even if it passed without excessive movement, this component is known to deteriorate on the Model 3 and can produce a clonking noise over speed humps or rough roads, uneven rear tyre wear particularly on the inner edge, and vague handling at higher speeds. A borescope inspection or physical check of the camber arm bush for renewed play would be prudent. Beyond the recorded defects, a prospective buyer should carry out age- and usage-appropriate physical checks. Although the recent MOTs noted no tyre issues, the Model 3 Performance is notoriously hard on its rubber due to the instant torque and aggressive factory fitments, so inspect all four tyres closely for uneven tread wear, inner-edge wear (a hallmark of alignment or camber problems), sidewall cracking or perishing from age, and manufacturing date codes to ensure none are excessively old. The 12V auxiliary battery, separate from the main drive battery, is a known failure item on Model 3s typically around the four to six year mark and should be tested for cranking performance and state of charge. Inspect the underside of the vehicle and the alloy wheels for any signs of kerbing or corrosion, examine all door and boot seals for perishing, and verify the cabin filter and brake fluid have been serviced in line with calendar intervals rather than purely mileage, since brake fluid degrades through moisture absorption over time regardless of use. Finally, confirm the high-voltage battery state of health through Tesla’s official diagnostics or a third-party EV specialist report, as this is the single most consequential component for long-term ownership cost.