2021 Tesla Model 3 Standard Range + Electricity · SA71 EUF

A clean DVSA history with two MOT passes and no recorded advisories or defects points to a vehicle that has consistently met roadworthiness standards throughout its testing life. The most recent test on 28 August 2025 resulted in a pass with no defects recorded, following a separate test outcome dated 27 August 2025 which also recorded no defects, suggesting the earlier entry reflects a test that was either aborted or recorded under particular circumstances rather than a substantive mechanical failure. The 2024 test similarly shows a pass on 29 July 2024 with no defects, again following a day-earlier entry on 26 July 2024. Across all recorded MOT events, the absence of advisory items, corrosion findings, or component-specific defects indicates a mechanically stable presentation consistent with a manufacturer-backed electric powertrain that places relatively low mechanical stress on traditional wear items such as the braking system and exhaust. With 57,961 miles recorded on a 2021 model, this Tesla has covered approximately 11,592 miles annually, which sits broadly in line with typical usage for a vehicle of its age and class. There are no significant gaps in the testing record that would indicate extended periods off the road, and the mileage progression between tests appears consistent with steady regular use rather than long-term storage or sudden intensive driving. For an electric vehicle of this age and mileage, this usage profile is mechanically favourable: the absence of an internal combustion engine removes concerns over oil leaks, timing chain stretch, exhaust corrosion, and clutch wear, while regenerative braking typically prolongs disc and pad life considerably compared to a conventionally powered equivalent. Tyre wear, however, remains a relevant consideration given the instantaneous torque delivery and the mass of the vehicle, both of which can accelerate shoulder wear on the driven axle. For a prospective buyer, the absence of recorded advisories means there are no specific flagged components requiring immediate attention based on the MOT history. Nevertheless, given the vehicle's reliance on its single-speed reduction gearbox and the known sensitivity of electric vehicle suspension geometry to kerbing impacts and pothole loading, particular attention should be paid on a test drive to any knocking or clonking noises emanating from the front suspension over uneven surfaces, which could indicate worn lower control arm bushes or top mount deterioration. Steering response should be checked for any vagueness or pulling to one side under braking, and any uneven tyre wear should prompt close inspection of the suspension arms and wheel alignment geometry. The brake pedal feel should be assessed for firmness and consistency, particularly during the transition between regenerative and friction braking, as a soft pedal or excessive travel could suggest caliper hydraulic issues despite the generally light brake wear associated with this drivetrain. A further area of inspection specific to this vehicle concerns the underbody structure and high-voltage component guarding, which the MOT testing regime does not cover in depth. A manual inspection on a lift, or at minimum a careful low-level walkaround, is advisable to confirm the absence of any corrosion on the aluminium subframe and suspension components, particularly given the vehicle's exposure to winter road conditions over several UK winters. The tyres should be checked for even tread depth across both axles and for any signs of premature inner or outer shoulder wear, which is common on high-torque rear-wheel-drive applications. Finally, prospective buyers should verify the functionality of all driver assistance systems, the charging port mechanism, and the integrity of the high-voltage cable routing, as none of these items form part of the standard MOT assessment but represent meaningful areas of potential cost on a vehicle of this specification.