A friend recently reached out, seeking advice on selecting a new company car. His career was progressing nicely, affording him a decent budget. He was leaning towards a family SUV, but expressed reservations about electric vehicles, citing occasional long-distance drives as a potential hurdle. This immediately triggered a thought – perhaps he wasn’t fully aware of the advancements in EV technology. Many modern electric cars now boast ranges exceeding 300 miles on a single charge and can rapidly replenish their batteries at fast charging stations in approximately 30 minutes.
I suggested a couple of compelling EV options, initially considering the Tesla Model Y, a vehicle with numerous merits. However, I hesitated, adding a cautionary note: “Owning a Tesla can sometimes project an image that you might not be deeply invested in cars, or even particularly skilled at driving. It might, rightly or wrongly, suggest a certain lack of automotive enthusiasm.”
My friend paused, then inquired, “Oh, so are Tesla drivers becoming the new stereotype, like BMW and Audi drivers?”
I reflected for a moment, recalling a recent encounter with a Tesla driver who had pulled out abruptly in front of me, forcing me to brake sharply, followed by a complete disregard for indicator signals when making a left turn.
“You could certainly see it that way,” I conceded.
This observation isn’t intended to diminish Tesla’s remarkable achievements. The American company’s rapid ascent and transformative impact on the automotive landscape are undeniable. Tesla is truly a disruptive force. Yet, because it’s often perceived as a tech company first and a car company second, its customer base tends to lean towards tech enthusiasts rather than traditional car aficionados.
The updated Tesla Model 3 is poised to ignite excitement among these tech-oriented consumers. It elevates the “we’re not like other carmakers” ethos to a new level. The previous Model 3 was notable for its strikingly minimalist interior, devoid of a traditional instrument cluster in front of the driver. Instead, all vital information, including speed, was displayed on the central touchscreen.
However, it still retained an indicator stalk. That’s no longer the case. Turn signals, or indicators as they are known in the UK, are now activated via buttons located on the steering wheel.
While this isn’t entirely novel – Ferrari has employed steering wheel-mounted indicator controls for years – Tesla unfortunately hasn’t addressed the inherent usability issue with this system. When navigating a roundabout and needing to indicate left for your exit while turning right, the crossed-up steering wheel makes accessing the indicator buttons unnecessarily cumbersome. This design choice might shed light on the behavior of the Tesla driver I encountered earlier.
Wiper controls have also migrated to the steering wheel, accessed via a single button: a quick press for a single wipe, a long press for screenwash, and a menu appearing on the central screen to adjust wiper speed. This manual control is a welcome addition, as the automatic wipers exhibited a hyperactivity rivaling Elon Musk’s infamous 3 AM Saturday energy levels. During my test drive, manual adjustment proved far more effective, leading me to question the wisdom of relegating wiper speed control to a touchscreen menu. Imagine the possibilities of a dedicated, physical control!
Similarly, adjusting the mirrors now necessitates navigating through the touchscreen interface. While I personally don’t find the absence of an instrument binnacle problematic – many automotive journalists lament its omission, but I adapted quickly to glancing at the central screen for speed – I do concur with the calls for a head-up display. Why a vehicle positioned as premium lacks the option to project driver information onto the windscreen is perplexing. A head-up display would seamlessly resolve the information visibility concern.
Continuing the critique, it’s worth noting the absence of Android Auto and Apple CarPlay support. While Bluetooth connectivity facilitates phone calls and native apps like Spotify, Apple Music, and Tidal are integrated, Tesla insists on users relying on its proprietary media players and navigation system. Owner forums reveal workarounds, but they are less than ideal.
Furthermore, the Model 3 emits a horn chirp upon locking and unlocking, a feature that feels incongruous with a “premium” and “futuristic” vehicle. Perhaps we should be grateful it’s not a fart noise, considering the touchscreen’s “Emissions” app, which offers a repertoire of flatulence sounds. This app even allows for indicator farts, much to the amusement of my eight-year-old son (and likely no one else).
Speaking of less-than-refined features, “Autopilot” proves to be more of a hindrance than a help. Our test car wasn’t equipped with “Full Self Driving,” which remains a misnomer – truly autonomous vehicles are still a distant prospect on UK roads. Even the basic Autopilot iteration is underwhelming. It maintains lane discipline on motorways and keeps a set distance from the car ahead. However, when indicating to overtake, instead of proactively assisting with the lane change, it often fails to recognize the intended gap and disengages Autopilot as you initiate the maneuver. Ultimately, I found myself disabling it entirely.
At this point, you might assume I disliked the Model 3. However, that’s not the case. It excels in several crucial areas, and the updated version refines the previous model in meaningful ways.
The styling, for example, is significantly more appealing. The previous Model 3’s front end resembled a somewhat awkward beetle. The refresh streamlines the design by eliminating fussy elements, straightening lines, and incorporating new, sleeker headlights. At the rear, the taillights are now integrated into the boot lid, resulting in a more cohesive and attractive aesthetic.
Opening the hatchback after rain no longer results in water cascading into the boot, thanks to a redesigned gully that channels water around the sides. This seemingly basic oversight in the original design underscores Tesla’s relative youth as an automotive manufacturer.
The wheels might appear slightly undersized, seemingly lost within the wheel arches. However, the taller tires likely contribute to the improved ride quality, which we’ll discuss further. Aerodynamic enhancements contribute to an even more slippery profile, granting it the lowest drag coefficient of any Tesla model – a noteworthy 0.219Cd. This improved aerodynamics enhances efficiency and, consequently, range.
Performance is currently offered in two tiers: quick and very quick. The rear-wheel-drive Model 3 achieves 0-60mph in 5.8 seconds, a figure comparable to 1990s BMW M3s. The dual-motor Long Range variant slashes that sprint time to a mere 4.2 seconds, entering Porsche 911 Carrera 4 territory. A Performance version, capable of sub-four-second 0-60mph times, seems inevitable.
Beyond sheer speed, the Model 3 excels in ride quality and cornering composure. The car feels responsive, and the suspension is genuinely impressive. It strikes a balance between comfortable cruising and controlled body movements when tackling winding roads, thanks to firm dampers. The steering is nicely weighted, contributing to a sporty yet approachable driving experience.
While enjoyable on back roads, it’s also well-suited for motorway journeys. Road noise levels are generally low, reportedly up to 30 percent quieter than the previous model, although tire roar from the wheel arches remains noticeable in wet conditions.
Tesla’s extensive Supercharger network, boasting over 12,000 locations across Europe, is a significant advantage. The Model 3 can gain up to 172 miles of range in as little as 15 minutes at these chargers, and rumors suggest even faster charging speeds are on the horizon with upcoming Supercharger upgrades.
The new Model 3 boasts an official range of 318 miles per charge in the entry-level rear-wheel-drive configuration, and a substantial 390 miles in the all-wheel-drive Long Range version I tested – albeit at a £10,000 premium, bringing the price to £49,990.
The accuracy of range claims depends on driving style and external factors like temperature. However, the Model 3’s comprehensive data menus and range gauges are remarkably accurate and helpful. My test car indicated 300 miles of range at the start, and after a 91-mile drive primarily at motorway speeds, it displayed 198 miles remaining. This suggests not only a realistic and precise gauge but also exceptional efficiency.
Another 54-mile journey yielded an average consumption of 181 watt-hours per mile, equating to 5.5 miles per kWh. For a vehicle of this size, exceeding 4 miles per kWh is commendable; surpassing 5 miles per kWh is exceptional.
While electric competitors may not yet match this efficiency, they are closing the gap in terms of official range and price. The new Polestar 4, launching later this year, closely rivals the Model 3 Long Range in both aspects. Beyond Polestar, Tesla faces increasing competition from Chinese manufacturers entering the market. The new BYD Seal, for example, starts at £45,695 and offers a range of 354 miles.
A word of caution: Tesla frequently adjusts prices without prior notice, often in response to the influx of affordable Chinese EVs. This can leave recent buyers feeling shortchanged, as their new car might depreciate significantly overnight.
And for every price reduction Tesla implements, Chinese manufacturers can likely match it. The Times recently reported that the BYD Dolphin, potentially priced at £25,000 in the UK, costs the equivalent of £13,000 in China, hinting at a price war that Western automakers may struggle to win. This price disparity highlights the substantial subsidies provided by China to its domestic car industry, exceeding even the reported subsidies that have benefited Tesla.
Returning to the positives, despite my reservations about certain aspects of the infotainment system (and its more whimsical features), it generally functions effectively – responsive and logically organized. Children and adults alike appreciate the integrated games, including an off-road buggy racer controllable with the steering wheel and pedals, providing entertainment during charging stops. My children are particularly fond of the sketchpad app, while musically inclined individuals might enjoy the Tracks app for creating songs.
Rear passengers are also well-catered for. A new screen positioned between the front seats provides entertainment for those in the back on longer journeys. Beyond controlling the air conditioning, they can access streaming services like Netflix, Disney+, Twitch, and YouTube. Connecting to Netflix was remarkably quick and simple, with Team Titans Go! playing in under a minute.
Bluetooth headphone connectivity ensures a peaceful cabin environment on long trips. Perhaps a glass partition between the front and rear would complete the child-silencing experience.
Other commendable features include a highly responsive mobile app and an attractively minimalist cabin with a new LED strip across the dashboard and customizable fascia panels.
The front phone holder is thoughtfully angled towards the passenger and incorporates high-speed wireless charging, offering net battery gain even while using phone navigation. The phone does tend to get a bit warm, however.
The seats are notably comfortable, and the driving position, while slightly elevated for a saloon, is good. The boot is surprisingly spacious, with additional underfloor storage and more space under the bonnet. Heated rear seats and USB-C ports throughout the cabin, including two for rear passengers, are welcome additions. The only minor drawback for rear passengers is the low seat base, potentially causing taller occupants to have their knees higher than their hips.
In conclusion, while the updated Model 3 significantly improves upon an already strong foundation, none of its positive attributes would personally sway me to join the “Teslerati.” For dedicated Tesla enthusiasts, it remains the unrivaled choice. However, many buyers would likely consider alternatives before opting for a Tesla. Personally, I’d find it challenging to choose it over a BMW i4, Polestar 2, or Kia EV6.
As for my friend’s company car decision? He has scheduled a visit to a Kia dealership to explore the new EV9.
Will can now be found on Bluesky: https://bsky.app/profile/wdron.bsky.social
