Tesla Model 3 2019 road test review

Screen time 

The Model 3’s interior is an exercise in minimalist design. Tesla says this is to future-proof the car for autonomous driving. When you open the door – unlocked via the Tesla app or a card swipe against a sensor on the B-pillar – your eyes are drawn to the massive 15-inch central screen – because there’s not much else to look at. There are no controls on the dash or centre stack, in fact the only visible switches are the power window-controls on the doors, two steering-wheel stalks, and a pair of dials on the steering wheel. Even the air vents are hidden in a dark strip along the dash. Many people love the ultra-minimalist look, but it’s almost jarringly sparse.

Virtually everything is controlled through that central screen. There is no instrument cluster in the driver’s direct line of sight – even the speedo is on the screen, which means you must look slightly to your left to see what speed you’re going. 

Want to open the glovebox? That is done through the screen. To adjust the exterior mirrors or steering wheel, you select the relevant action via the screen and use the unmarked toggles on the steering wheel. It takes some getting used to, but there is some comfort in knowing that all the controls are in one place. It also houses one of the best satellite-navigation systems we’ve used. But you’ll need to get used to fingerprints all over the screen.

The Model 3 even has an ‘Arcade’ function: a selection of games including Mario Kart and Pong, that users can play while waiting around to charge their vehicle. If that’s not enough fun, you can engage ‘fart mode’, which changes the sound of the indicator signal to one of several different fart sounds. Seriously! Thankfully Tesla hasn’t added a ‘scent’ element to this function.

Tesla conducts regular over-the-air updates to add new functionality to the car, which avoids regular visits to the service centre.

A few niggles 

The cabin certainly has a modern vibe, but it doesn’t feel particularly premium. The steering-wheel and seat materials look and feel cheap, but the untreated wood panels lift the ambience. We heard a few rattles in the cabin but couldn’t determine where they were coming from. There were a couple of other quirks in the quality – the rubber seals on the rear door frames look hastily fitted, and the lever on the rear seat fold-back mechanism is flimsy.

Also on the downside, visibility is compromised by massive A and C-pillars, and the high-set rear windscreen impedes rear vision. Luckily cameras and sensors are standard to aid parking and other manoeuvres. The Model 3 also has a surprisingly large turning circle for a smallish car.

There’s plenty of leg room and storage in the second row, but anyone over six foot will scrape their head on the roof liner because of the sloping roofline and full-length sunroof.

Prize performance

Much has been said about the performance of Tesla models, and we can happily report that the Model 3 does not disappoint. There are two dual-motor all-wheel-drive variants that are more powerful and offer better acceleration than the Standard Plus we tested, but the entry-level Model 3’s dynamic abilities are seriously impressive.

Acceleration from a standing start is brisk and effortless – as expected of an EV with instant torque – without reaching the ‘ludicrous’ levels of other Tesla variants. The car-maker says it can dash from zero to 100kmh in 5.6 seconds. You can switch between ‘Chill’ or ‘Standard’ modes. We used the latter which offers more than enough performance.

The Model 3 exhibits real dynamic prowess on twisty roads, which we tested on a lovely stretch of winding road in the Yarra Valley. It has serious levels of grip, holding the road flawlessly when pushed into tight bends. It turns in sharply and there is nothing vague about the steering. There is a confidence with the way the car performs that makes it one of the most enjoyable vehicles we have driven in the past year.

The suspension appears to be tuned for performance over comfort as it can be a little crashy over ruts and bumps, without being jarring.

The Model 3’s regenerative braking system is more subtle than the Hyundai Kona Electric and Nissan Leaf systems, and it has a ‘Creep’ mode that lets the car slowly move forward if you take your foot off the brake. This is standard practice in cars with an internal-combustion engine, but a novelty in an EV. An emergency braking manoeuvre proved just how strong the Tesla’s brakes are.

Although the Model 3 is virtually silent on the road from the outside, some road noise penetrates the cabin.

Tesla’s autopilot advanced driver-assistance system has received a lot of attention in recent years, but in practice it is one of the better self-steering systems we have experienced. To engage autopilot you flick the right steering-wheel stalk down twice, and to turn it off, you can give the steering wheel a shake. The car stayed perfectly centred in the lane the whole time the autopilot was engaged, better than similar systems from some premium European manufacturers.

Powering up

One of the main concerns many people have about EVs is driving range. The Model 3 Standard Plus has a WLTP (Worldwide Harmonised Light Vehicle Testing Procedure) range of 409 kilometres – less than the Hyundai Kona Electric (449 kilometres) and Jaguar I-Pace (470 kilometres). Those wanting more from a Model 3 will need to look at one of two dual-motor all-wheel-drive variants –the Long Range (560 kilometres) or Performance (530 kilometres).

Unlike other EV manufacturers, Tesla does not reveal power and torque figures, or battery capacity. However, the federal government’s Green Vehicle Guide says the Standard Plus consumes 18.8kWh/100km of energy – less than the I-Pace’s 21.2kWh/100km.

When we left home for our jaunt to the Yarra Valley, we had 93 per cent battery charge. Travelling almost 100 kilometres from Melbourne’s inner north to the RACV Healesville Country Club via Kinglake, we arrived with 67 per cent charge remaining after some enthusiastic driving. We used the charging station at RACV briefly to increase charge to 71 per cent, which dropped to 53 per cent by the time we arrived back home. We could have easily achieved better results with a more economical driving style. In fact, by the time we returned our test car, we were consuming 18.9kWh/100km – almost bang on the Green Vehicle Guide’s claim. You can check your usage and other helpful info in the energy tab in the central screen.

In terms of charging, Tesla’s Superchargers – found at various locations around the country – provide up to 120kW of power and can add 270 kilometres of range in 30 minutes. Destination charging stations use the same unit as Tesla’s Wall Connector used at home and charge at a rate of 50 kilometres every hour on 32amp or up to 75 kilometres per hour with three-phase. You can use the Tesla app to start and finish charging and can set the vehicle’s cabin temperature through the app as well.

The verdict

The Tesla Model 3 is not perfect. It has some flaws, and there are Tesla-specific quirks that some might not be able to get past. But it is an exceptional car in so many ways. The driving experience is outstanding and the value equation for an EV is also compelling. If you’re ready to make the leap to an EV, the Model 3 is one of the best there is.