2022 Tesla Model 3 Long Range AWD Electric · ML22 KLD

The most recent DVSA MOT test, conducted on 17 June 2026, resulted in a pass with a single advisory item recorded against the rear tyres, noting that they are worn close to the legal limit and showing edge wear on both rear units. The previous examination on 29 May 2025 was passed with no advisories or defects recorded, indicating that no significant deterioration was flagged twelve months prior. With two passes and only one advisory logged across the most recent cycle, the overall MOT trend can be characterised as stable rather than worsening, though the tyre advisory does signal that the rear axle was approaching its wear threshold at the last test and will almost certainly require replacement in the very near term. The recorded mileage of 36,212 miles over an approximate four-year service life equates to an annual accumulation of around 9,053 miles, which sits broadly in line with the typical UK average for a privately owned vehicle of this age. There are no significant gaps between recorded tests that would suggest prolonged periods of standing, nor any evidence of exceptionally rapid mileage accumulation that would imply heavy commercial use. This moderate and consistent usage pattern is generally favourable for an electric vehicle such as the Tesla Model 3 Long Range AWD, as it implies regular drive cycle activity that supports battery conditioning, tyre rotation wear distributed across the tread, and brake component preservation through periodic light application rather than extended static storage. That said, the moderate mileage does not exempt the vehicle from calendar-based degradation of consumables and rubber components, which must be assessed independently of the odometer reading. Given that the only advisory relates to rear tyre wear, a prospective buyer should conduct a focused inspection of the rear axle rubber. Edge wear on the Model 3 Long Range AWD is a known characteristic given the rear-biased power delivery and regenerative braking characteristics, so it is prudent to measure the remaining tread depth across the full width of each rear tyre, inspect the sidewalls for cracking or perishing which can occur independently of tread wear, and verify the manufacturing date codes to ensure the replacements are not aged stock. During a test drive, any pulling to one side, vibration through the steering, or increase in road noise from the rear axle may indicate uneven wear progression or alignment drift, particularly if kerbing impacts have occurred. Furthermore, although no advisories were issued for the brakes, it is worth noting that Tesla braking systems are susceptible to rear caliper binding and disc corrosion due to the heavy reliance on regenerative braking, so a rolling road check or visual inspection of the rear caliper slide pins and disc surface condition is recommended. Beyond the recorded MOT items, the four-year age of this vehicle places several calendar-sensitive items under scrutiny regardless of the modest mileage. The 12V auxiliary battery, which powers ancillary systems and is known to fail prematurely on some Model 3 units, should be load-tested as it is approaching a typical replacement interval. Tyres fitted at the factory or shortly afterwards may now exhibit sidewall perishing even if the tread depth remains adequate, and brake fluid should be checked for moisture content as hygroscopic degradation occurs on a time basis rather than purely through use. Coolant systems for the battery and motor assemblies generally have longer service intervals but should be verified against the digital service history. Finally, suspension components including bushes, anti-roll bar links, and drop links should be examined for any perishing or splitting consistent with the vehicle's age, and the high-voltage battery state of health should ideally be confirmed through a diagnostic readout, as this is the single most material consideration when purchasing a used electric vehicle and is not assessed during the MOT procedure.