2021 Tesla Model 3 Performance AWD Electric · MU07 RED

The mechanical picture for this 2021 Tesla Model 3 Performance AWD is reassuringly straightforward, with both recorded DVSA tests returning clean passes and no advisories logged against any component. The most recent examination on 25 September 2025 confirmed continued roadworthiness with no defects recorded, and this follows an equally clean pass at the previous test on 28 September 2024. Two consecutive advisory-free results suggest that, from a statutory inspection standpoint, the suspension, braking, steering, lighting, and underbody integrity items monitored under the MOT regime have not yet raised concerns requiring closer attention. For an electric car of this age, the absence of advisories relating to brake disc corrosion is particularly relevant, as EVs are prone to surface rust accumulation on rear discs due to regenerative braking reducing friction pad application. With no recorded failures or recurring defect patterns across the documented history, the overall trend is one of mechanical stability rather than any progressive deterioration. With 53,277 miles accumulated over approximately five years, this Model 3 has covered roughly 10,655 miles per year, placing it broadly in line with typical annual usage for a vehicle of its age. There are no extended gaps in the MOT record that would suggest prolonged periods off the road, and no evidence of unusual mileage progression between the two recorded tests. The relatively modest accumulation rate means that high-mileage wear items such as suspension bushes, anti-roll bar links, drive unit mounts, and tyre shoulder wear are unlikely to be severely stressed compared to a higher-mileage example. It also implies that the brake friction material and discs have seen proportionally less mechanical use, although as noted above, this can be a double-edged factor for an electric vehicle where the friction braking system may not be exercised regularly enough through normal driving to keep discs clear of surface oxidation. From a buyer perspective, the absence of documented advisories means there is no specific component flagged for immediate follow-up, but a thorough pre-purchase evaluation should still address items known to affect this model. On a test drive, listen carefully for any knocking or clonking from the front suspension over uneven surfaces, which can indicate worn lower control arm or wishbone bushes, and pay particular attention to any vagueness or knocking through the steering rack over speed humps. Under hard braking from motorway speeds, monitor for pedal judder or any pulling to one side, both of which would suggest warped front brake discs or a binding caliper, especially relevant given the dual-motor performance configuration that places greater thermal demand on the braking system during spirited driving. Visually inspect the underside of the vehicle where accessible, looking for any signs of fluid weeping from the front subframe area, corrosion around suspension pick-up points, and the condition of the undertray fixings which are commonly missing or damaged. Additional checks worth performing include a close examination of the alloy wheels for kerbing damage and a check of tread depth across the axle, as even modest annual mileage on a 300-plus brake horsepower performance saloon can produce accelerated rear tyre wear due to the aggressive torque delivery of the dual-motor setup. Verify that all exterior lighting, including the LED headlamp units and rear light clusters, functions correctly, as these are common failure points on Model 3s of this generation. Inside the cabin, confirm full functionality of the central touchscreen, climate control, and any driver assistance features, and inspect the high-voltage charging port for signs of damage or contamination. Given the clean MOT record, there is no historical evidence pointing toward chronic defects, but the prospective buyer should still commission a battery state-of-health report and a high-voltage system diagnostic from a Tesla-approved specialist to verify the integrity of the powertrain, which falls outside the scope of standard MOT testing.