Tesla Model 3 review

The Model 3 is the car that turned Tesla from a niche electric manufacturer into a mainstream global brand.

It is roughly the size of a BMW 3 Series, but its electric platform gives it a short bonnet, long wheelbase and more cabin space than a conventional petrol saloon of similar dimensions.

The original Model 3 had several major strengths. It was fast, exceptionally efficient and easy to charge, but its firm ride, inconsistent interior quality and touchscreen-heavy controls attracted criticism.

Tesla addressed many of those weaknesses with a substantial update for 2024.

The revised Model 3 gained sleeker styling, redesigned suspension, additional sound insulation, improved seats and a noticeably higher-quality cabin.

The result is a far more polished car. It rides better, makes less road and wind noise and feels more appropriate for its price.

The current range starts with a £37,990 Rear-Wheel Drive model. Above it sit longer-range rear-wheel-drive and dual-motor all-wheel-drive versions, with Performance at the top.

The strongest reason to choose the Model 3 remains efficiency. It extracts an impressive amount of range from its batteries and can travel further per kWh than many competing EVs.

Charging is similarly easy. Tesla’s navigation system plans Supercharger stops automatically, monitors battery usage and preconditions the battery before arrival.

There are compromises.

The Model 3 is a saloon rather than a hatchback, so although the boot itself is large, its opening is relatively restrictive.

Tesla also remains committed to using the central touchscreen for almost every function. There is no conventional instrument display and no Apple CarPlay or Android Auto.

Even so, the latest Model 3 is considerably easier to recommend than the car that originally arrived in the UK.

The Rear-Wheel Drive is the best choice for value.

It starts at £37,990, offers more than enough performance for everyday driving and has an official range well beyond what most drivers need for routine use.

Its lower performance also helps bring insurance costs down compared with earlier Model 3 versions.

For frequent motorway users, the Long Range Rear-Wheel Drive is the more compelling option.

Tesla quotes up to 466 miles of official WLTP range, giving it one of the longest ranges of any electric car at this price.

It also retains strong acceleration, so there is little sense that efficiency has come at the expense of performance.

The Long Range All-Wheel Drive adds a second motor and substantially stronger acceleration. The additional traction can be useful in poor weather, but the rear-wheel-drive Long Range goes further between charges and is the more rational choice.

Performance is aimed at a very different buyer.

With 460PS and a 2.9-second 0 to 60mph time, it accelerates like a serious sports car. Adaptive suspension, upgraded brakes, sports seats and larger wheels distinguish it from the regular versions.

It is impressive, but the additional cost, higher insurance and reduced range make it harder to recommend as the everyday Model 3.

The Tesla Model 3 currently starts at £37,990 for the Rear-Wheel Drive.

That makes it highly competitive against premium electric saloons and brings it into contention with several smaller EVs.

The more expensive versions add battery capacity, range, performance and, in dual-motor form, four-wheel drive rather than radically different equipment.

Standard specification is generous. The Model 3 includes the large central display, navigation, heated seats, electric front-seat adjustment, a panoramic glass roof and Tesla’s integrated charging and driver-assistance technology.

Options are relatively limited compared with premium German rivals. Buyers mainly choose between paint colours, wheels, interior finishes and additional driver-assistance software.

Larger wheels can reduce the official range, so the standard wheels make sense if efficiency matters.

Tesla changes prices and finance offers more often than many manufacturers, so the live configurator should always be checked before ordering.

The BMW i4 is the obvious premium alternative. Its cabin feels more conventional and luxurious, and keen drivers will prefer its steering and chassis, but equivalent versions are generally more expensive.

The BYD Seal is a very direct rival. It has a high-quality cabin, plenty of equipment and strong performance, although Tesla still has the advantage for charging integration and efficiency.

The Hyundai Ioniq 6 is exceptionally aerodynamic and efficient, while its 800-volt electrical system enables very rapid charging.

The Polestar 2 has a more conventional driver interface and strong perceived quality, while its hatchback boot is more practical than the Tesla’s saloon opening.

The Volkswagen ID.7 is larger and more comfortable but sits closer to the executive-car class.

The Model Y is the obvious alternative if you want the Tesla experience with a larger hatchback boot and more family-friendly cabin.

Front-seat space is generous.

The dashboard sits low, the windscreen is large and the panoramic glass roof contributes to a bright, open feel.

There is plenty of adjustment in the front seats, while the redesigned chairs are noticeably more supportive than those in earlier cars.

Rear passenger space is adequate rather than exceptional.

Legroom is good, but the battery raises the floor, leaving taller adults with their knees sitting relatively high. There is also limited space for larger feet beneath the front seats.

Headroom is reasonable and the glass roof stops the rear feeling particularly enclosed.

The rear boot has a quoted 594-litre capacity, which is excellent on paper.

Its limitation is access. Because the Model 3 is a saloon, the rear window remains fixed when the boot opens, creating a relatively shallow aperture.

Suitcases and shopping are easy enough to accommodate, but loading bulky items is more awkward than it would be in a Model Y or Polestar 2.

There is useful storage beneath the boot floor as well as an 88-litre front boot.

Together, the two luggage areas provide plenty of carrying capacity for a five-seat electric saloon.

The current Model 3 measures around 4,720mm long, 1,933mm wide with its mirrors folded and 1,440mm high.

It is therefore similar in footprint to a conventional compact executive saloon.

The low bonnet gives a good view ahead, although rear visibility is more restricted.

Tesla’s extensive camera system helps when parking, but the absence of traditional parking controls and the amount of visual information presented on the screen can take some familiarisation.

The 15.4-inch central touchscreen dominates the interior.

There is no separate instrument cluster, so speed and driving information appear on the central display.

The screen itself is excellent. It responds quickly, has sharp graphics and runs one of the most capable built-in navigation systems available.

Long journeys are particularly easy because the navigation automatically adds charging stops, checks charger availability and preconditions the battery before arrival.

Tesla’s phone app is similarly strong, providing remote charging, climate, security and vehicle-access functions.

The issue is usability.

Mirror adjustment, climate settings and numerous other functions are screen-based, and there are fewer physical controls than in almost any rival.

Tesla controversially removed the traditional indicator stalk with the facelift, replacing it with buttons on the steering wheel. This arrangement takes time to become intuitive and can be particularly awkward on roundabouts.

Gear selection is also handled through the central display.

Apple CarPlay and Android Auto remain unavailable. Tesla instead provides its own apps and Bluetooth integration.

An 8-inch rear display allows passengers to control climate and entertainment functions.

Interior quality is significantly better than before.

The facelift introduced softer plastics, additional textile finishes and more convincing aluminium detailing.

The redesigned centre console also looks and feels more expensive than the gloss-black unit fitted to earlier cars.

Seat upholstery feels smooth and durable, while front-seat ventilation is available on higher versions alongside standard heating.

A BMW i4 still feels more conventionally luxurious, but the Model 3 no longer gives away as much in perceived quality.

Tesla usually quotes 0 to 60mph rather than the European 0 to 62mph benchmark, so direct comparisons with manufacturers using 0 to 62mph should be made carefully.

Even the standard Rear-Wheel Drive feels brisk because power arrives immediately.

The Long Range Rear-Wheel Drive is particularly impressive because it combines strong performance with the greatest touring range.

Dual-motor versions provide substantially more traction and acceleration.

Performance is spectacularly quick. Its 2.9-second 0 to 60mph figure is faster than many dedicated sports cars, although that sort of acceleration is unnecessary in normal driving.

Ride quality is one of the latest Model 3’s biggest improvements.

The previous car could feel stiff and restless over broken roads. The revised suspension absorbs impacts more effectively and works more quietly.

It remains controlled rather than soft, but no longer feels needlessly harsh.

The steering has also improved. It is still quick, but feels calmer and requires fewer small corrections on faster roads.

The Model 3 changes direction easily and feels lighter on its feet than many electric cars.

Rear-wheel-drive models are particularly well balanced, while dual-motor versions generate huge traction.

Performance gains adaptive suspension and more focused chassis tuning. It is extremely capable, although a BMW i4 still provides more steering feedback and involvement.

Refinement is strong. Improved acoustic glass, seals and sound deadening reduce tyre and wind noise, making the latest car much more relaxing on long journeys.

Euro NCAP awarded the current Tesla Model 3 five stars in 2025.

It scored 90 per cent for adult occupant protection, 93 per cent for child occupants, 89 per cent for vulnerable road users and 87 per cent for safety assistance.

Euro NCAP subsequently named the Model 3 its Best in Class Large Family Car for 2025.

The rating applies to right-hand-drive Rear-Wheel Drive, Long Range Rear-Wheel Drive, Long Range All-Wheel Drive and Performance versions.

Standard safety technology includes automatic emergency braking, lane assistance, blind-spot monitoring and driver monitoring.

Tesla’s Autopilot and Full Self-Driving terminology should not be interpreted as meaning the car is autonomous. The driver remains responsible at all times.

The Rear-Wheel Drive can rapid-charge at around 175kW, while the longer-range and Performance versions can accept up to 250kW.

Under suitable conditions, around 170 miles of range can be added in approximately 15 minutes.

More important than the headline charging speed is the integration with Tesla’s Supercharger network.

The car plans charging stops automatically, monitors charger availability and preconditions the battery before arrival.

Supercharger prices vary according to location and time.

Home charging remains the cheapest option for most owners, particularly when paired with an off-peak electricity tariff.

Tesla provides a four-year or 60,000-mile basic vehicle warranty.

Rear-Wheel Drive battery and drive-unit cover lasts eight years or 100,000 miles, while Long Range and Performance cars increase that limit to 120,000 miles.

There is no traditional annual servicing schedule. Maintenance is focused on individual items such as tyres, brake fluid and cabin filters.

Insurance varies considerably according to version.

The current Rear-Wheel Drive is cheaper to insure than many earlier Model 3 derivatives, while the more powerful dual-motor cars sit much higher up the insurance scale.

Performance is the most expensive version to cover.

Always get a quote for the exact derivative before buying.

Electric cars registered from 1 April 2025 pay £10 Vehicle Excise Duty in their first year and the standard £200 annual rate thereafter.

From 1 April 2026, the Expensive Car Supplement applies to zero-emission cars with an original list price of more than £50,000.

The supplement is currently £440 a year and is charged for five years from the second vehicle licence.

That means the £37,990 Rear-Wheel Drive sits comfortably below the threshold. More expensive versions should be checked against their original list price, including factory-fitted options.