Finally Ran The Battery Test on My 2020 Tesla Model 3 at 100,000 Miles and Got 85, But Replaced The Control Arm Due to Squeak Sound

An unexpected battery test result at 100,000 miles and a squeaky control arm reveal what really happens when a used Tesla Model 3 ages, and it’s not all unlikeable.

There’s something quietly thrilling about crossing that 100,000-mile milestone in any car: especially when it's a Tesla. You start looking at the numbers a little differently. You wonder what’s been hiding under the surface all these years. How much battery capacity have you really lost? And what will it cost to fix that mysterious squeak that's getting louder every time you back out of the garage? That’s exactly what caught my attention while scrolling through the Tesla High Mileage Club on Facebook. One particular post by Adnan Mahmood made me stop, click, and reread.

Here’s what Adnan wrote in full:

“Finally ran the battery test at 100,000 miles (to be accurate 102K). 2020 Model 3 LR. I bought it used at 39K miles. I mostly drove in Chill mode to avoid tire burnout. First set of tires lasted 35K miles, currently on 2nd set. Had to replace 12V battery once, and upper and lower control arm at 100K due to squeak sound.”

Simple, honest, and full of hints about what long-term Tesla ownership really looks like. The kind of post that opens a rabbit hole of questions and a flurry of replies from people who either think Adnan’s Model 3 is doing great—or that it's showing signs of unchecked wear.

Let’s Talk About That 85% Battery Health

For context, Adnan didn’t mention what tool he used for the test, but most Tesla owners use third-party apps like TeslaFi, Tessie, or Scan My Tesla. His reported battery retention at 85% after 102,000 miles is decent, but depending on whom you ask, it’s either “surprisingly pleasant” or a reason to raise an eyebrow.

Frank Hagaan wasn’t too thrilled:

“That’s bad. My Model 3 from 2019 has around 100k miles on it now, battery health is 93%. Supercharged only a couple of times in its lifetime. LFP battery and charged to 100% all the time.”

On the flip side, some see Adnan’s result as totally expected, even better than average. Take Ispirli Gokhan, who added:

“Hmm, so my 2016 P90D Model S is doing quite well then. 147k miles at 88.4%, and it is exclusively supercharged.”

To which Daniel replied:

“Awesome! Keep telling people supercharging barely makes a dent. The minimal wear is not even worth stressing out about.”

All these points to a deeper conversation about what actually wears down a Tesla battery over time. Many owners, like this one who hit 200,000 miles, are reporting that it’s not supercharging or charging to 100% that’s the issue—it’s more about sustained heat, charging habits, and sheer calendar age.

How Do You Check Battery Health on a Tesla?

One group member, Michael Ouyang, asked the golden question:

“Do I really have to plug in the charger while running the battery test? I live in a condo, can’t access charging.”

Yes, in most cases, especially with third-party apps that use diagnostic access, you’ll need to be plugged in for a full battery health test to run accurately. Tesla doesn’t provide a straightforward “battery health score” in the native app - so most owners rely on third-party tools to track range loss, max capacity, and degradation over time.

This is also a good time to revisit the big picture with battery health testing. If you're buying used, like Adnan did, make sure you test the battery ASAP, because as Mark Connery wisely asks, “What was the battery health test when you bought it?” It’s that early wear - often the first 10% in the first 30,000 miles - that tells the real story.

If you're curious how battery testing looked on a much newer Tesla, here's a good case study from this 2022 Model Y owner at 12,500 miles.

The Unexpected Squeak: What’s Up with That Control Arm?

Now, the battery is one thing, but let’s not ignore that squeaky control arm issue. Adnan mentions having to replace both upper and lower control arms at the 100K mark. Not entirely unexpected, but not exactly something you’re excited to do either.

Control arm squeaks are one of those issues that sneak up on you. You ignore it once or twice, then it turns into a full-blown metallic protest every time you take a corner. Turns out, several other Tesla owners are in the same boat.

Kai Storhagen had a temporary workaround:

“Get a syringe, fill it with lubricant, and inject it into the squeaking gasket boot.”

Meanwhile, Lawrence McClammy suggests just cutting to the chase:

“Do a service request and get it replaced with one that won’t ever do it again for $278.”

It raises a bigger question about the long-term durability of Tesla’s suspension components. Are these parts under-engineered, or just victims of heavy electric torque and weight? It’s not just a Tesla thing either—even Silverado owners are facing upper control arm replacements at surprisingly low mileage.

This all ties into a much broader discussion about repair strategies. If you’re a hands-on person, it’s tempting to try to fix it yourself, but as we explored in this piece—a mechanic who didn’t want to void his Tesla warranty—sometimes, letting Tesla do the work is the safer bet.

So, Is 85% Battery Health at 102,000 Miles Good or Bad?

Let’s call it what it is: 85% after 100K+ is average-to-slightly-below-average. But "good" and "bad" are often subjective without knowing the usage profile. If you fast-charge daily, race off the line, and live in Arizona heat, you're going to see more loss. If you’re like Adnan, driving mostly in Chill mode, you might’ve been hoping for a number closer to 90%. But still—it’s usable. And in the real world, it may mean a 20-30 mile range loss depending on conditions.

Compare that to a Model S with 130,000 miles that’s still holding up and charging regularly on Superchargers. Or another Model 3 owner at 55,000 miles who’s only getting 145 miles of range—now that’s a range drop.

The Real Lesson Behind Adnan’s Post

What makes Adnan’s experience so valuable isn’t just the battery percentage or the suspension squeak. It’s what his story represents: the evolving, sometimes unpredictable, always revealing life of a Tesla once it crosses into the six-digit mileage territory. A place where battery myths are put to the test, rubber meets the road (again), and those small unchecked issues—the squeak, the range drop—start whispering louder.

There’s also an underlying trend here: EV owners now have to become savvy diagnosticians. You can’t just “feel” a battery issue like a slipping transmission. You need data. Apps. History. Context. And yes, a little bit of community support.

And when something wears out—whether it’s your battery capacity or your control arms—there are choices to make. DIY fixes are possible but come with risk. OEM parts are reliable but can feel overpriced. And some aftermarket fixes, while appealing, can bring ethical questions about warranty and safety.

So what’s your Tesla story after 100K miles?

Have you run a battery health test yet? How did your results compare to Adnan’s?

Let us know your personal experience in the comments section below, especially if you’ve had to deal with suspension repairs or seen surprising battery results.

Armen Hareyan is the founder and Editor-in-Chief of Torque News. He founded TorqueNews.com in 2010, which since then has been publishing expert news and analysis about the automotive industry. He can be reached at Torque News Twitter, Facebook, Linkedin, and Youtube. He has more than a decade of expertise in the automotive industry with a special interest in Tesla and electric vehicles.