2020 Tesla Model 3 Long Range AWD Electric · LD70 AAV

The vehicle achieved an MOT pass on 12 December 2025 following two consecutive failures earlier the same month, indicating a recent cluster of minor electrical and alignment defects that have since been rectified. While the pass itself is positive, the pattern warrants attention because the failures occurred in quick succession and shared common elements, specifically a persistent nearside rear stop lamp issue and a headlamp aim concern, alongside recurring tyre edge wear advisories at both the 2024 and 2025 tests. The overall trajectory is therefore neither cleanly stable nor clearly worsening; rather, it shows a localised decline in late 2025 that has been resolved, but a prospective buyer should satisfy themselves that the underlying causes of the lamp failures and tyre wear have been comprehensively addressed rather than merely passively corrected for the test. With 31,287 miles recorded over approximately six years, this Model 3 has averaged around 5,214 miles annually, which is substantially below the typical mileage for a vehicle of its age and represents light usage. Low annual mileage can be mechanically favourable in terms of wear on drivetrain and suspension components, but it also introduces the risks associated with vehicles that stand for prolonged periods, including corrosion on brake discs, potential binding of brake calipers, deterioration of brake fluid through age rather than use, and degradation of the 12V auxiliary battery which Tesla vehicles rely upon for numerous control functions. Equally, tyre rubber will perish from calendar age regardless of tread depth, so the age of the current tyres should be verified by inspecting the DOT date codes on the sidewalls. Given the recurring advisory concerning the offside front tyre being worn on the inner edge across both the 2024 and 2025 tests, this is the single most significant mechanical flag in the MOT record. Inner-edge wear is a classic indicator of either incorrect wheel alignment, typically excess negative camber or toe-out, or worn suspension components such as control arm bushes, ball joints, or droplink bushes. On a test drive, the buyer should listen for any knocking or clonking from the front suspension over speed humps and uneven surfaces, and feel for pulling to one side, vagueness through the steering, or uneven steering response. The nearside rear lamp failures on two separate occasions in late 2025 also merit scrutiny. LED array failures on Tesla vehicles can stem from failed LED modules, loose or corroded connector contacts within the lamp unit, or moisture ingress, and the buyer should physically verify that all rear light functions illuminate reliably, as intermittent contact faults can pass an MOT but resurface shortly afterwards. Beyond the documented defects, the low-mileage profile warrants several age-appropriate physical inspections before committing to purchase. The brake discs should be examined for surface corrosion, particularly on the rear axle given the regenerative braking strategy that leaves the friction brakes lightly used, and a test drive from cold should be conducted to confirm the handbrake or park brake releases cleanly without judder or binding. The 12V battery, located under the bonnet and front trim panels on the Model 3, should be checked for its date code and tested for state of health, as a failing auxiliary battery can produce a wide array of seemingly unrelated electrical faults. Tyre sidewalls should be inspected for cracking or perishing regardless of remaining tread, brake fluid should be confirmed as recently serviced in line with calendar-based intervals, and the underside of the vehicle, particularly the suspension arms and subframe mounting points, should be inspected for any corrosion that might have developed during periods of standing. Finally, verifying a complete main dealer or specialist service history with documented receipt evidence will provide further reassurance given the low recorded mileage.