2022 Tesla Model 3 Long Range AWD Electric · ML22 AOA

Annual usage of roughly 20,690 miles places this Tesla Model 3 Long Range AWD firmly in the high‑mileage bracket for a four‑year‑old electric vehicle, a usage profile that inevitably accelerates wear on the consumable mechanical elements such as tyres, brake components, suspension linkages and wheel bearings, even if the powertrain itself is relatively indifferent to distance. The DVSA record currently shows a clean two‑entry history, with a pass issued on 8 January 2026 and a prior pass on 30 January 2025, both recorded with no advisories or defects. That spotless outcome across the most recent test cycle is a positive roadworthiness indicator, but it should be read in context: MOT testing does not cover high‑voltage battery health, drive‑unit internals or the integrity of the Tesla‑specific chassis components, and the absence of advisories on a car covering this kind of annual mileage is more notable for what it does not yet flag than for any inherent reassurance. The mileage accumulation itself is the defining characteristic of this vehicle. At 82,760 miles in roughly forty‑eight months, the car has covered substantially more ground than the typical UK private owner, putting it in territory more often associated with executive lease use, chauffeur operation or motorway commuter duty. Mechanically, that profile typically translates into earlier depletion of tyre tread, more frequent brake disc and pad cycles, accelerated wear on suspension bushes and drop links, and a higher likelihood of early wheel‑bearing noise. For an EV of this specification, the regenerative braking system usually mitigates friction‑brake wear considerably, but the front discs and pads can still suffer from corrosion pitting and binding caliper slides if the friction brakes have not been regularly applied to keep the surfaces clean. The annual delta between tests, around 14,000 to 15,000 miles per MOT cycle, suggests consistent rather than sporadic use, which is generally kinder to suspension components and tyre shoulders than a stop‑start pattern. On a physical inspection, particular attention should be paid to the tyres, as high‑mileage Teslas running the original 235‑section fitment can present uneven shoulder wear, particularly on the driven corners, and any kerbing damage to the alloy sidewalls should be scrutinised. Listen on the test drive for any humming or rotational drone that changes with cornering, which would suggest a worn front wheel bearing, and feel for any clonking over uneven surfaces at low speed that might indicate worn anti‑roll bar drop links or wishbone bushes, components that are MOT‑visible but have not yet been flagged. The brakes should be tested from a firm pedal application at around 30 mph: any judder through the pedal points to warped front discs, while a soft or inconsistent pedal feel could suggest a binding caliper. Steering should be checked for straight‑line stability and any pulling, which on a dual‑motor Tesla can sometimes indicate uneven torque delivery rather than a mechanical alignment issue. Because the MOT history contains no recorded defects, there is no specific component history to chase down, but the buyer should commission an independent inspection covering the high‑voltage battery state of health, the under‑body condition including the HV cable routing and any signs of subframe or sill corrosion, and the operation of the regenerative braking and one‑pedal driving systems through a range of states of charge. Verify that all Tesla‑specific software recall campaigns have been completed, particularly around the 12V auxiliary battery, rear‑motor inverter and any suspension‑height calibration updates. Confirm the service history shows brake fluid changes at the recommended two‑year interval, as brake fluid hygroscopic degradation is relevant even on EVs and can affect ABS function, and inspect the condition of the suspension turret top mounts and coil springs for any sagging that the unladen MOT test would not necessarily highlight. A pre‑purchase diagnostic scan via a Tesla‑approved tool is strongly advised to surface any stored fault codes that would not appear on a standard OBD‑II read.