2024 Tesla Model 3 Long Range AWD Electric · WN74 ADX

As of the date of this assessment, there is no official DVSA MOT history recorded for this 2024 Tesla Model 3 Long Range AWD. Vehicles first registered within the last three years are generally exempt from the MOT testing requirement, which would account for the absence of test data on a 2024 model. Without a series of recorded pass or fail outcomes, it is not possible to evaluate a maintenance trend, identify recurring advisories, or confirm the pattern of any specific component degradation. The current DVSA position is therefore that the vehicle has no verified roadworthiness history on file, and any assessment of its mechanical condition must rely on physical inspection, documented service history, and the standard pre-purchase evaluation protocols appropriate for a relatively recent electric vehicle. Regarding mileage, no odometer reading has been provided and the absence of MOT data means there are no recorded annual test mileages against which usage rates can be compared. A 2024 model is approximately two years old, and without telemetry or service records to establish annual mileage, the vehicle's usage profile cannot be classified as high, low, or average. This is a significant consideration for any prospective buyer, as verifying the true mileage against the in-car display, any connected Tesla account records, and the V5C logbook is essential. Any discrepancy in recorded mileage or evidence of a substantial gap in usage should be investigated thoroughly, as both unusually high and unusually low annual mileages carry distinct mechanical and electrical implications for an EV of this age. Given the absence of MOT history and the limited time the vehicle has been in service, the buyer should focus on age-appropriate condition checks rather than defect pattern analysis. Tyres should be inspected closely for sidewall perishing and cracking from age, which can occur even on lightly used vehicles, and tread depth should be measured against the legal minimum of 1.6mm, although for safety and performance reasons replacement well before this threshold is advisable. The 12V auxiliary battery, which powers ancillary systems in the Tesla and is known to require periodic replacement irrespective of high-voltage battery health, should be tested for state of charge and cranking capability. Brake discs and calipers should be examined for corrosion and seizing, as the regenerative braking system can lead to caliper binding and disc surface degradation from prolonged standing. The high-voltage battery pack should be assessed through a full diagnostic check for state of health and any imbalance between modules, and the coolant system, which services both the battery and the drive units, should be inspected for leaks and verified against the manufacturer's recommended service interval. On a test drive, the prospective buyer should listen carefully for any suspension knocks or clonks over uneven surfaces, which could indicate worn bushes or failed dampers, and pay attention to steering precision and any vibration through the wheel, which may point to wheel balance issues or suspension component wear. The regenerative braking function should be tested for consistent and predictable response, and the physical brake pedal should be applied firmly to ensure the friction brakes are operating correctly, as seized calipers can be masked by heavy reliance on regenerative deceleration. Any warning messages on the touchscreen, unusual noises from the drive units, or irregular tyre wear patterns should be investigated as a priority, and a full Tesla service history should be obtained and verified to confirm that all required inspections and fluid services have been carried out in accordance with the manufacturer's schedule. A pre-purchase inspection by a specialist familiar with electric vehicles would be strongly recommended given the absence of any MOT compliance record.