2021 Tesla Model 3 Long Range AWD Electric · SA71 EOU

The mechanical profile of this 2021 Tesla Model 3 Long Range AWD is unusually straightforward for a used electric vehicle of its age and mileage. Both recorded DVSA tests, the most recent on 16 September 2025 and the prior on 23 September 2024, returned clean passes with no advisories or defects recorded. There is no MOT failure history to interrogate, and crucially, no corrosion advisories on underbody components, which is the single biggest area of concern on a five-year-old Tesla given the model's known susceptibility to subframe and suspension arm rust, particularly in regions where road salt is prevalent. The absence of any flagged items at the rear brake assessment area is also worth noting, as electric vehicle rear brakes are prone to corrosion seizing due to heavy reliance on regenerative deceleration. In short, the official roadworthiness record points to a structurally sound and mechanically compliant example at the point of its last statutory inspection. The recorded mileage of 70,541 miles across a five-year life equates to roughly 14,100 miles annually, which is notably above the UK average and considerably higher than is typical for a privately owned Model 3 of this vintage. This elevated usage has direct mechanical implications for the consumable and chassis components. Brake discs and pads, despite the regenerative system reducing pad wear, will still have experienced meaningful friction use under heavier motorway driving, and the front discs in particular are susceptible to lipping and surface corrosion between services. Tyres, particularly the rear pair which carries the brunt of the Long Range variant's weight and torque delivery, will likely be approaching or past their second replacement cycle. Suspension bushes, anti-roll bar links, and drop links endure cumulative stress at this mileage band, and although MOT testing does not require them to be flagged unless visibly deteriorated, the wear envelope is narrower than on a lower-mileage equivalent. For a prospective buyer, the absence of any recorded defects means the inspection focus shifts to the components most likely to be silently deteriorating on a high-mileage dual-motor Tesla. On a test drive, listen for clonks or knocks from the front suspension over speed humps and uneven surfaces, which would suggest worn lower control arm bushes or top mounts. Pay particular attention to steering precision; any vagueness, knocking on full lock, or uneven tyre wear on the inner or outer edges points to worn suspension linkages. Brake pedal feel should be firm and progressive with no judder under heavy application, indicating disc runout or uneven pad transfer. Visually inspect all four brake discs for a pronounced outer lip and any blueing from heat cycling, and check that the rear calipers release freely without binding. The electrical drivetrain itself requires specific scrutiny. Listen for any unusual whining, clunking on selection, or vibration through the chassis when pulling away, which could indicate motor mount wear or reduction gear concerns. Inspect the underside thoroughly with a torch for any signs of fluid weepage from the front or rear motor assemblies, and check the high-voltage orange cabling for any abrasion, rodent damage, or insecure routing. Confirm the 12V auxiliary battery has been recently replaced, as premature failure of this unit is a known Tesla weak point and can cause a wide range of electrical anomalies. Finally, request a full diagnostic scan via the Tesla service tool or an independent specialist to check for historical fault codes relating to the HV system, charging port, or driver assistance cameras, as these will not appear on any MOT record but materially affect long-term reliability.