Tesla Model 3 review

With Elon Musk’s well-publicised space ambitions and X ownership, there’s so much noise around Tesla you could almost forget it makes electric cars. Well it does – and the Tesla Model 3 is the best known.

The Model 3 is the US brand's smallest and cheapest model, sitting below the Model S luxury saloon, and the Model X and Model Y electric SUVs in the car maker's line-up.

It's roughly the same size as a BMW 3 Series and there are three versions to choose from: the entry-level Model 3 RWD (for rear-wheel drive), a Long Range version designed to (you guessed it) give you a long range between charges, and an obscenely fast Performance model.

Tesla Model 3 video review

In the ever-expanding world of executive electric cars, the Model 3's closest rivals are the BMW i4, BYD Seal and Polestar 2. You might also find yourself considering the Hyundai Ioniq 6 and VW ID 7.

So do we consider the Tesla Model 3 to be one of the best electric cars you can get or are there better options out there? Read on to find out...

Even the entry-level Tesla Model 3 – the RWD, which has one electric motor – can officially sprint from 0-60mph in a rapid 5.8 seconds. That's much quicker than the equivalent Hyundai Ioniq 6 and on par with an entry-level BMW i4 or BYD Seal.

The other two versions have two electric motors for four-wheel drive and even more rapid performance. It’ll officially accelerate from 0-60mph in 4.2 seconds, making it almost as quick as a Porsche 911 Carrera.

Even that's nothing compared to the range-topping Model 3 Performance – 618bhp monster can slingshot you to 60mph from a standstill in just 2.9 seconds. Experiencing full throttle is enough to rearrange your internal organs.

On standard 18in wheels, the RWD has an official range of 318 miles, rising to 390 miles for the Long Range. Meanwhile, the Performance has an official range of 328 miles.

As with all electric cars you should take those figures with a pinch of salt. In our 2024 winter real range test, a Long Range running on standard 18in aero alloys covered 293 miles before running out of charge. In warmer weather, we'd expected around 340 miles.

The Model 3's ride is firmer than in a VW ID 7 but the upside is that body control is impressive on undulating country roads and the car never thumps or crashes over urban imperfections. The RWD and Long Range offer better ride comfort than the Seal, the Ioniq 6 and the Polestar 2.

If comfort is a priority we'd suggest sticking with the standard 18in wheels rather than stepping up to the optional 19s. Why? Well, the tyres on the smaller wheels have a thicker, spongier sidewall that helps take the sting out of sharp-edged abrasions.

The Model 3 Performance has bespoke suspension and 20in alloys so it's noticeably firmer, but it's far from uncomfortable.

Compared with its rivals, the Model 3 is relatively light and that allows it to stay remarkably upright through turns while also generating plenty of grip.

It feels more keen to change direction than the Seal and ID 7 plus its steering is super-accurate – although some drivers might prefer it to have a bit more heft when turning in to a corner.

The Model 3 isn't the most expressive car in the bends, with a neutral handling balance that inspires confidence but doesn't exactly thrill. If you want something more playful to drive, you might prefer the BMW i4 or BYD Seal. Or, if you're looking for a fun-to-drive executive car and don't need it to be electric, the BMW 3 Series is a strong choice.

The Model 3 – like many electric cars – is whisper-quiet at town speeds, but as speeds increase you start to hear some wind noise from around the double-glazed but pillarless side windows.

You don’t get much road or suspension noise, which makes the Model 3 a relaxing long-distance companion. Our decibel meter showed that at motorway speeds there's nothing in it between a BMW i4, a BYD Seal and a Model 3. Only a VW ID 7 is noticeably quieter.

The brakes are far less grabby than those in many electric cars. Some models' regenerative braking systems make it tricky to slow down smoothly but that's not the case with the Model 3.

“In our real-world tests, the Model 3 has consistently delivered better efficiency than any of its rivals.” – Will Nightingale, Reviews Editor

The Tesla Model 3's dashboard looks as minimalist as a Scandinavian studio apartment. Unfortunately, that means everything from the door mirrors to the height and reach of the steering wheel must be adjusted using a combination of the infotainment touchscreen and scroll buttons on the steering wheel. It’s a frustrating process and not advisable while driving.

It's also a shame that the Model 3 doesn’t have stalks on its steering column. Instead, there are haptic buttons on the steering wheel to control the indicators, windscreen wipers and cruise control. You do eventually get used to the arrangement, but it seems like a solution to a problem that didn't exist.

Aside from the questionable ergonomics, the Model 3's driving position is good. You sit relatively high up by executive saloon standards (although lower than in a Polestar 2), and the seat, steering wheel and pedals line up neatly.

The front windscreen pillars are thick and angled in such a way that they can badly hamper your view out at junctions. How badly will depend on your height and your general driving position, but it's fair to say that the BYD Seal and Polestar 2 are no better in this regard.

More positively, the view out of the back is pretty good and all versions come with front and rear parking sensors, and a surround-view camera.

The standard LED headlights illuminate the road ahead well, although you can't have the matrix headlights available on some executive cars, including the BMW i4 and VW ID 7.

The Model 3 gets a big, bright 15.4in touchscreen that's pretty intuitive to use and quick to respond once you’ve made your selection. There are loads of useful features (navigation, web browsing and so on) plus entertainment apps, including Netflix, Spotify and a driving game controlled using the steering wheel and pedals.

You get two easily accessible wireless phone-charging mats below the infotainment screen and a couple of high-powered USB-C ports for rapid device charging. Overall, it's a better system than you'll find in a Seal or Polestar 2 but not quite as easy to use as the iDrive system in the BMW i4. 

It's a bit disappointing that no Model 3 has Android Auto or Apple CarPlay. You get a free data connection (for watching films, browsing the internet etc) for 30 days but after that you have to sign up to a subscription or use your smartphone's data allowance.

The latest Model 3's build quality is definitely the best we’ve seen from Tesla. Our test cars have been more than a match for the Seal and roughly on a par with the pricier ID 7.

There are soft-touch materials everywhere you look, and while the faux leather on the seats and steering wheel doesn’t feel quite as premium as the leather you can have in a i4, everything else feels tactile and pleasant.

“While the steering wheel-mounted controls in the Tesla Model 3 – which you use for the likes of the indicators and windscreen wipers – look simple enough, I found that they weren't very intuitive to use, especially when I was going around a corner at the same time.” – Steve Huntingford, Editor

No one sitting in the front of a Tesla Model 3 is going to complain about space – no matter how tall they are. There’s also loads of room for odds and ends, with a couple of lidded cubbies between the front seats, as well as front door bins that can each take a big bottle of water.

The front seat area feels remarkably light and airy, thanks to a combination of tall side windows and a standard glass roof.

Not only does the Model 3 have plenty of rear head and leg room, but thanks to tall side windows and that broad glass roof it also feels pleasingly airy – a compliment you can't pay the BMW i4. Middle rear passengers also have plenty of space for their knees and feet, with no central hump in the floor to straddle.

However, if you want a fully electric executive car with limo-like space in the back, we'd point you in the direction of the VW ID 7. In that car, six-footers have even more room to stretch out. The ID 7's rear bench also has the best under-thigh support of any car in the class, making it more comfortable for rear passenger on long journeys.

The Model 3’s rear seatback splits in a 60/40 arrangement and can be folded down when you need to carry long loads. 

Many rivals – including the Hyundai Ioniq 6 and the Polestar 2 – also have 60/40 split-folding rear seats, but the BMW i4 and VW ID 7 offer a more flexible 40/20/40 split as standard.

There are no clever features, such as sliding or reclining rear seats, in the Model 3, but then you don't find them in non-electric executive cars either.

The Model 3 is a saloon, so its boot opening isn’t huge but there’s more space for luggage in the two boots than you’ll find in petrol executive cars (the BMW 3 Series for example), as well as many electric rivals, including the i4, BYD Seal, Ioniq 6, Polestar 2 and VW ID 7.

Two boots? Yes – as well as the 425-litre rear boot with a huge well under floor, there's a "frunk" under the bonnet. We managed to squeeze in an impressive total of nine carry-on suitcases. A buggy or a couple of sets of golf clubs shouldn't prove a problem.

All versions have an electric tailgate that can be opened and closed using the touchscreen, from the Tesla app on your phone or by pressing a button on the boot lid itself.

“The Model 3 is spacious in the rear, but I found the knees-up seating position a little uncomfortable after a while.” – Neil Winn, Deputy Reviews Editor

The Model 3 RWD is the cheapest Tesla car model you can buy and undercuts pretty much every rival, including the BMW i4, the BYD Seal, the Hyundai Ioniq 6, the Polestar 2 and the VW ID 7.

In the UK, the Model 3 – and indeed, any electric car – makes a huge amount of financial sense as a company car because of the big BIK tax savings on offer. Plus, if you can charge your car at home, you’ll spend less on electricity than you would on fuel for a petrol or diesel car.

It also gives you access to the Tesla Supercharger network and impressive maximum charging speeds (up to 170kW for the RWD and 250kW for the Long Range), allowing you to charge the battery (from 10-80%) in less than 30 minutes. You have to pay each time, but the price is reasonable, and the network is more extensive and reliable than any other.

Of course, you can still charge up at any CCS public charging point if you need to, but it will take longer. A full 0-100% charge at home using a 7kW charger takes around 12 hours in a Model 3 Long Range, and roughly nine hours in the entry-level RWD model.

All versions of the Model 3 come with plenty of luxuries, including climate control, adaptive cruise control, faux-leather seats (heated and ventilated in the front and heated in the rear), a heated steering wheel and keyless entry using an app on your smartphone.

Other than an upgraded stereo system with 17 speakers instead of the standard 14, there’s no equipment difference between the Long Range and the entry-level RWD. That's one of the reasons the RWD is our recommended version.

It’s a good thing the Model 3 is so well equipped as standard, because there's not much on the options list. Indeed, apart from metallic paint, a tow bar, different alloy wheel designs and white instead of black seats, the only options are Enhanced Autopilot and Full Self Driving Capability.

Those last two features allow the Model 3 to make lane changes on its own (just hit the indicator), and navigate itself when the Autopilot feature is enabled (you should always have your hands on the steering wheel and be ready to take over).

The Model 3 comes with a four-year/50,000-mile warranty on most components. However, the battery and drive unit are covered separately for eight years and 100,000 miles on the entry-level (RWD) model, or eight years and 120,000 miles on the Long Range version. That covers the electrical bits against faults and guarantees a minimum 70% retention of battery capacity.

Tesla finished in a respectable tenth place (out of 32 car makers) in the 2023 What Car? Reliability Survey overall manufacturer league table. The Model 3 specifically did quite well too, coming eighth out of 20 models in the electric car category.

The Model 3 did very well when it was tested by Euro NCAP – getting high scores for its ability to protect occupants in a collision and help you avoid a crash in the first place. The suite of standard safety aids includes blind-spot monitoring and automatic emergency braking (AEB).

As well as the usual security kit, there's Sentry mode, which uses the car’s external cameras to start recording if someone approaches the car, and saves the footage to a USB drive. If anyone damages your car or tries to break in, you'll have a record of it.

“The Model 3 has a lower starting price than most of its rivals – something that's particularly impressive when you factor in how much equipment it comes with as standard.” – Claire Evans, Consumer Editor

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