2020 Tesla Model 3 Standard Range + Electric · RG70 BEC

The 2020 Tesla Model 3 Standard Range Plus presents with a clean and reassuring official DVSA MOT history, most recently passing its test on 27 August 2025 with no defects or advisories recorded. The two prior examinations, conducted in August 2024 and August 2023, also returned clean passes, demonstrating a stable and well-maintained trend across the most recent three testing cycles. The absence of any recurring advisories related to suspension components, braking systems, tyres, or structural corrosion suggests the vehicle has been kept in good mechanical order, and the consistency of these passes is particularly favourable for a prospective buyer evaluating long-term roadworthiness. With a recorded mileage of 42,811 miles over approximately six years, this Model 3 is accumulating at a rate of around 7,135 miles annually, which sits comfortably within the typical usage bracket for a vehicle of its age. This steady, moderate mileage is mechanically beneficial as it indicates the car has neither been left standing for prolonged periods, which can lead to brake disc corrosion, seized calipers, and 12V auxiliary battery degradation, nor subjected to excessively high annual mileages that accelerate wear on suspension bushes, coil springs, and drivetrain components. The relatively even pattern of usage implied by this mileage supports the clean MOT record and reduces the likelihood of premature component failure due to either neglect or overwork. Despite the clean MOT history, a prospective buyer should still conduct several age- and usage-appropriate physical checks before purchase. Tyre condition warrants close inspection, paying particular attention to sidewall perishing or cracking that develops from calendar age rather than tread wear, especially on a six-year-old vehicle. Even with adequate tread depth, aged rubber compounds lose grip and can compromise braking performance and safety in wet conditions. Brake discs and calipers should be examined for surface corrosion, particularly given that regenerative braking on electric vehicles means the friction brakes are used less frequently, which can lead to disc pitting or light surface rust that may cause binding or uneven braking feel. A test drive should include firm pedal applications to confirm the brakes bite cleanly without shudder, and the vehicle should be listened to for any clonks or knocks from the suspension that might indicate worn bushes or anti-roll bar links, which are not always flagged at MOT if not sufficiently advanced. The 12V auxiliary battery, distinct from the main high-voltage traction pack, should be tested for state of health as these typically require replacement every four to six years and failure can cause numerous electrical faults. Coolant and brake fluid are time-serviced items rather than mileage-serviced, so verification of their replacement history is advisable; brake fluid in particular absorbs moisture over time and should typically be renewed every two years regardless of mileage to maintain braking efficiency. Finally, the high-voltage battery pack and its associated thermal management system should be checked for any diagnostic trouble codes via a Tesla-approved scan, and the main battery state of health confirmed where possible, as this is the single most valuable component on the vehicle and any degradation beyond manufacturer expectations would significantly affect residual value and long-term usability.