2019 Tesla Model 3 Standard Range + Electric · LG69 MVM

A genuinely strong roadworthiness profile emerges from the MOT history of this 2019 Tesla Model 3, with every recorded test on the database returning a pass result and absolutely no advisories, failures, or component-level concerns logged across all four visits. The most recent examination on 29 August 2025 produced a clean pass with no defects recorded, continuing a consistent run of trouble-free annual outcomes stretching back to the first test in August 2022. The single failure entry dated 12 August 2023 sits immediately adjacent to a pass on the same date with no defects recorded, which typically indicates a minor rectification carried out and re-presented the same day rather than any meaningful mechanical concern. The overall trajectory is therefore one of stable, improving roadworthiness compliance rather than a vehicle showing progressive wear patterns on test. For a prospective buyer, this clean slate is a positive indicator that the car has not been presenting borderline items at annual examination, though the absence of advisories should still prompt physical scrutiny given the high mileage involved. The mileage profile tells the more demanding side of the story. At 141,269 miles over a seven-year span, this Model 3 has accumulated roughly 20,181 miles per year, which is well above the typical UK average and places it firmly in high-use territory. There are no unusual gaps in the MOT cadence, with tests recorded annually between 2022 and 2025, and mileage appears to have progressed steadily rather than through sudden bursts. Mechanically, this sustained high annual usage means greater wear on suspension components such as control arm bushes, anti-roll bar linkages, and coil springs, as well as accelerated consumption of brake discs and pads, tyres, and the driveshaft assemblies. On a Tesla specifically, high mileage combined with regular fast charging tends to place greater thermal stress on the battery pack and drive units, and the test record does not interrogate those elements, so they warrant particular attention outside of the MOT framework. Given the clean advisory record, the absence of flagged items means there are no specific components in the test history to investigate further, which somewhat simplifies the inspection priorities. Nevertheless, the buyer should carry out a thorough road test focusing on signs that high-mileage suspension wear might be developing between tests, since such deterioration would not necessarily result in a failure until it becomes pronounced. Listen for any clonking or knocking from the front suspension when traversing speed bumps or uneven road surfaces, and feel for any vagueness or knocking through the steering that could indicate worn suspension linkages or track rod ends. Pay attention to any pulling to one side under braking, which can suggest uneven pad wear or a binding caliper, and inspect the brake discs visually for a pronounced lip on the outer edge, indicative of wear approaching the discard limit. Tyre wear should also be assessed across both axles, as uneven inner or outer shoulder wear on a high-mileage car can point to suspension geometry issues that have not yet been formally recorded. Beyond the chassis and braking systems, the buyer should be alert to issues that the MOT does not cover but which are particularly relevant to a high-mileage electric vehicle of this generation. Check for any warning messages on the touchscreen relating to the high-voltage battery, drive unit, or charging system, and verify that the stated remaining battery range is consistent with the expected degradation curve for this age and mileage of vehicle. Inspect the underside of the car if possible for any signs of fluid weeping from the rear drive unit or for corrosion beginning to appear on the underbody components, as the MOT history does not record structural condition beneath the vehicle. Finally, confirm the operation of all electronic systems, including the powered tailgate, window mechanisms, and climate control, as failures in these areas are common on early Model 3s approaching the 150,000-mile mark and can be costly to rectify outside of warranty.