2025 Tesla Model 3 Long Range AWD Electric · MJ75 FSP

As a 2025 registration, this Tesla Model 3 Long Range AWD is currently well within the three-year window that exempts newly registered vehicles from requiring an MOT test in the UK, which explains the complete absence of DVSA testing history. Until the vehicle reaches its third anniversary of registration, no statutory roadworthiness inspections are mandated, leaving the prospective buyer without any official baseline of brake, suspension, tyre, lighting, or corrosion condition. The defining mechanical narrative at this stage is therefore entirely unestablished from a regulatory standpoint, with no pass or fail record against which to judge structural integrity, component wear, or emissions compliance. A clean slate is simply a reflection of regulatory exemption rather than evidence of mechanical condition. The recorded mileage is listed as unknown, which removes the ability to assess whether this vehicle has been used as a high-mileage commuter, a low-usage urban runaround, or something in between. Given the 2025 registration year and the present date of September 2026, the vehicle is roughly a year old at the point of assessment, and Tesla fleet and private Model 3 examples typically accumulate somewhere between 8,000 and 18,000 miles in their first year depending on whether they are used for long motorway commutes or primarily shorter journeys. Without an odometer reading against which to benchmark, any mechanical implications of usage pattern such as brake disc corrosion from low-speed urban driving, tyre shoulder wear from high-mileage motorway use, or excessive undertray or battery shielding damage from poor surfaces cannot be substantiated from the records provided. For a prospective buyer, the absence of any MOT history means a pre-purchase inspection should focus heavily on areas that would ordinarily be the subject of early advisories on Tesla vehicles, particularly the condition of the lower suspension arms, front and rear control arm bushes, and anti-roll bar drop links, as these components are commonly flagged on Model 3s once they begin clocking up mileage on British roads. On a test drive, listen for clonking or knocking noises from the front suspension over speed humps and uneven surfaces, which would suggest worn bushes or loose linkages, and feel for any vagueness or knocking through the steering wheel during direction changes that could point to deteriorated tie rod ends or a worn steering rack mounting. Brake pedal feel should be firm and consistent, with no judder under heavy braking, and the vehicle should pull up straight without any steering pull to either side that might indicate a binding caliper or uneven pad wear. Tyres should be examined for uneven tread wear across the tread face, which on an all-wheel-drive dual-motor vehicle can be a sign of misalignment or suspension geometry issues, and the sidewalls checked for any cracking or bulging associated with kerbing damage. Equally important given the lack of MOT scrutiny is a thorough visual examination of the underside of the vehicle, ideally using a ramp or lift, paying particular attention to the undertray panels, high-voltage cable routing, and any evidence of fluid leaks from the rear motor unit or suspension dampers. The charging port door, tailgate struts, and panoramic glass roof seals should all be inspected for proper operation and water ingress evidence, as these are areas frequently reported as requiring rectification on early-build Model 3s. Because there is no MOT certificate yet to reference, any warranty cover, software recall completion status, and Tesla approved-used inspection records should be requested from the seller to bridge the regulatory gap and provide a clearer mechanical picture before committing to the purchase.