2025 Tesla Model 3 Long Range RWD Electricity · S30 MJT

At the time of this assessment on 2 September 2026, no DVSA MOT test history is available for this 2025 Tesla Model 3 Long Range RWD. The vehicle is still within its first registration year, and the absence of any recorded MOT tests or advisories means there is no empirical pass-fail trend, recurring defect pattern, or maintenance trajectory to evaluate. Because it is still so new, it is unlikely to have accrued any documented wear-related issues, and any earlier warranty work carried out by Tesla service centres would not appear in the MOT dataset. Consequently, the overall maintenance trend can only be described as effectively neutral at this stage, with no adverse indicators logged against the vehicle. The recorded mileage for this Model 3 is not known, so a direct comparison between annual usage and the one-year vehicle age cannot be made. Given the limited time on the road, average mileage for a vehicle of this age would typically fall somewhere between 7,000 and 12,000 miles, though electric vehicles are often subject to either very low commuter use or considerably higher long-distance running depending on the owner. Without confirmed figures, it is impossible to flag whether the car has been subject to rapid accumulation that could stress the drivetrain or whether it has been driven so infrequently that ancillary components have suffered from standing. Any prospective buyer should therefore verify the true odometer reading, ideally against Tesla's own digital service records, before drawing conclusions about usage intensity. For a vehicle of this vintage with no MOT history, the inspection focus shifts away from recurring documented defects and towards age-appropriate preventive checks. Despite low mileage, the tyres should be examined closely for sidewall perishing and tread cracking caused by age rather than wear, as rubber compounds deteriorate over calendar years regardless of use. The brake discs and calipers warrant particular attention on any electric vehicle, as regenerative braking means the friction brakes are rarely exercised; this can lead to surface corrosion on the discs and seized or binding caliper pistons. A test drive should include firm, progressive pedal applications from moderate speed to confirm there is no brake shudder, uneven retardation, or grinding, and the car should roll freely on a lift or ramp with no binding evident. The 12V auxiliary battery, which powers ancillaries and is a known service item on early Model 3s, should be load-tested, and the high-voltage battery state of health should be confirmed via the on-board diagnostics menu or a Tesla-approved scanner. Fluid condition, suspension condition, and underbody integrity should also be verified despite the lack of MOT data. Coolant for the high-voltage battery pack, brake fluid, and reduction gear oil all degrade with time and may require replacement based on calendar intervals rather than mileage, so service history stamps or digital records confirming these changes are essential. The underbody should be inspected for any impact damage, fluid leaks from the rear drive unit, or corrosion to suspension arms, bushes, and anti-roll bar drop links, as Tesla suspension components can wear prematurely even on low-mileage examples. On the road, listen for any clonks or rattles from the suspension over uneven surfaces, pay attention to steering vibration that might indicate bent wheels or worn bushes, and verify that the regenerative braking and one-pedal driving modes function smoothly without warning messages. Finally, confirm the operation of all lights, wipers, cameras, and software systems, as these are increasingly integrated into the MOT pass criteria and any malfunctions could present future test failures.