2021 Tesla Model 3 Long Range AWD Electric · WM12 TRY

Annual mileage of around 15,022 miles over a five-year life places this Tesla Model 3 Long Range AWD firmly in the high-accumulation category for its age, and that usage profile must form the starting point of any mechanical assessment. Despite this, the official DVSA record is notably sparse in terms of recorded problems: three consecutive passes with no advisories (the most recent on 21 May 2026) and a single prior test on 13 May 2024 that recorded only minor tyre-related advisories. The absence of advisories on braking components, suspension linkages, steering rack, or underbody corrosion across multiple tests is a positive indicator, but it must be read alongside the fact that no MOT failure has been recorded, meaning the tester has never had cause to identify a defect at the standard required for a fail. Because MOT testing does not cover wear-and-tear items below the failure threshold with the same granularity once a vehicle passes cleanly, a high-mileage EV of this age will inevitably have components that have worn through normal service use without crossing the legal fail line. The mileage context is critical here. Covering roughly 75,000 miles in five years means significant demand on the drivetrain, suspension, and braking system. For a Model 3 Long Range AWD, this typically translates to heavy use of the regenerative braking system, which preserves the friction brakes but places continuous load on the electric motors, reduction gearboxes, and the high-voltage battery pack. There is a substantial gap in the recorded test history between October 2024 and June 2025, and another between May 2024 and the earlier 2024 test, which is normal but means a full year of road use is unverified by an independent inspection. The annualised figure of 15,022 miles is well above the UK average for a passenger car (typically 7,000–8,000 miles), so consumables such as tyres, brake fluid, cabin filters, and suspension bushes will have aged in line with the mileage rather than the calendar. The only wear item flagged in the entire record is the pair of rear tyres showing inner-edge wear in May 2024, which is a known characteristic of high-mileage Model 3s and indicates the alignment geometry and rear suspension bushes are working hard. A prospective buyer should focus the physical inspection on the components that the MOT cannot fully evaluate. On a test drive, listen for any knocking or clonking from the rear suspension over uneven surfaces, particularly from the multi-link rear geometry, as inner-edge tyre wear often points to worn rear bushes or slight camber deviation. Check that the steering remains centred and that there is no pulling to either side under braking, as the heavy dual-motor powertrain can mask alignment issues until tyres are inspected closely. Inspect all four tyres for uneven shoulder wear, not just the rears, and verify the manufacturing date stamps are within the last three years to confirm they are a recent replacement rather than the originals nearing the end of their service life. Examine the inner wheel rims and brake discs for excessive lipping or surface corrosion, as the regen-heavy driving style of this vehicle means the friction pads can last well over 100,000 miles but the discs may develop rust pitting if the car is left stationary for extended periods. Underneath the vehicle, pay particular attention to the underbody and subframe areas for any signs of corrosion, as EVs are not immune to road salt exposure and the Model 3's undertray should be removed or visually checked for impact damage from speed humps, which is a common issue given the low ground clearance. On the test drive, verify smooth operation of the regenerative braking transition, as any grinding or vibration under light pedal pressure could suggest seized slider pins despite the clean MOT record. Listen for any humming or bearing noise from the front and rear motor assemblies during the drive, as high-mileage Tesla drivetrains occasionally exhibit reduction gearbox wear. Finally, request a battery state-of-health report from Tesla or a third-party diagnostic tool, as the 75,000 miles of accumulated use will have produced measurable degradation, and the MOT history cannot confirm the high-voltage battery condition. The mechanical record presented is reassuring in its narrow scope of flagged defects, but the high annual mileage makes a pre-purchase inspection by a Tesla-approved specialist or EV-experienced garage essential before committing to purchase.