A friend recently sought my advice on selecting a company car. With a decent budget and a preference for a family SUV, he initially dismissed electric vehicles due to concerns about long-distance driving capabilities. This common misconception highlights a significant point: many drivers are unaware of the advancements in EV technology, particularly regarding range and charging infrastructure. Modern EVs can often exceed 300 miles on a single charge and can be rapidly recharged in about 30 minutes at fast-charging stations.
I suggested a couple of compelling EV options, but when the Tesla Model Y came up, despite its many merits, a cautionary thought arose. “Owning a Tesla,” I mentioned, “might inadvertently signal that you’re not deeply invested in cars as machines, perhaps lacking traditional driving enthusiasm. It might even suggest, rightly or wrongly, a certain naivety about automotive culture.”
His response was immediate, “Oh, so are Tesla drivers the new stereotype, like BMW and Audi drivers?”
Reflecting on this, I recalled a recent encounter with a Tesla driver who pulled out abruptly in front of me, requiring me to brake sharply, followed by a complete disregard for turn signals when making a left turn.
“You could see it that way,” I conceded.
This isn’t to detract from Tesla’s remarkable achievements. The company’s rapid ascent and transformative impact on the automotive industry are undeniable. Tesla is the quintessential disruptor. However, its perception as a technology firm first and a car company second shapes its customer base, often attracting those more drawn to tech innovations than traditional automotive values.
The updated Tesla Model 3 is poised to excite these tech-savvy consumers even further, pushing the boundaries of conventional car design. The previous Model 3 already boasted a strikingly minimalist interior, eliminating the traditional instrument cluster in front of the driver and consolidating all essential information onto a central touchscreen.
However, it still retained an indicator stalk. This has now been removed in the updated model – turn signals are now activated by buttons on the steering wheel.
This steering wheel button control isn’t entirely novel; Ferrari has employed this system for years. Unfortunately, Tesla hasn’t addressed the inherent ergonomic issue: when navigating a roundabout and needing to indicate left for your exit while the steering wheel is turned right, activating the turn signal becomes unnecessarily cumbersome. This design choice might shed light on the behavior of the Tesla driver I previously mentioned.
Wiper controls have also migrated to the steering wheel, operated by a single button: a quick press for a single wipe, a long press for screenwash, and a menu on the central touchscreen for adjusting wiper speed. This touchscreen reliance is particularly relevant because the automatic wipers in Teslas have been known for their oversensitivity. During my test drive, manual adjustment proved far more effective, prompting me to question the necessity of controlling wiper speed via a central touchscreen menu. One can’t help but wonder if a more conventional, physical control might be more intuitive.
Similarly, adjusting the mirrors also requires navigating through the touchscreen interface, another step away from traditional physical controls.
Despite these criticisms regarding control interfaces, I personally don’t find the absence of a traditional instrument binnacle problematic. While some automotive journalists express concerns, I found it easy to monitor my speed peripherally on the central screen. However, I concur with the calls for a head-up display. For a vehicle positioned as premium, the lack of an option, at least, for projecting driver information onto the windscreen is perplexing. It would seamlessly resolve many of the interface concerns.
Another point of contention is the lack of native Android Auto and Apple CarPlay support. While Bluetooth connectivity is available for calls and integrated apps like Spotify, Apple Music, and Tidal are present, Tesla prioritizes its in-house media and navigation ecosystem. Workarounds exist, as documented in owner forums, but they are not ideal solutions for users deeply integrated into these platforms.
Furthermore, the Model 3 emits a horn sound upon locking and unlocking, a feature that feels somewhat out of sync with its “premium” and “futuristic” aspirations. One can appreciate that it isn’t a less refined sound, considering the inclusion of the “Emissions” app, which features various simulated fart noises. Amusingly, this app can even be configured to play a fart sound for turn signals, much to the delight of my eight-year-old son (though perhaps less so for others).
Speaking of less desirable features, “Autopilot” proves to be more frustrating than helpful. My test car wasn’t equipped with “Full Self-Driving,” which, realistically, is still far from achieving true autonomy and legal road use in many regions. However, even the basic Autopilot iteration is underwhelming. While it maintains lane position on motorways and keeps a set distance from the vehicle ahead, it falters when attempting lane changes for overtaking. Instead of assisting, it often fails to recognize the intended gap and disengages when the driver initiates the maneuver. Consequently, I opted to simply not use it.
Despite these criticisms, it’s important to clarify: I didn’t dislike the Model 3. In fact, in several crucial aspects, it excels, and the updated version improves upon its predecessor in meaningful ways.
The styling enhancements are immediately noticeable and significantly more appealing. The previous Model 3’s front end had a somewhat blunt appearance, but the refresh has refined it with cleaner lines, streamlined features, and sleeker headlights. The rear lights are now seamlessly integrated into the boot lid, resulting in a more cohesive and attractive aesthetic overall.
The redesigned hatch also addresses a practical issue: water ingress into the boot after rain. A new gully channels water around the sides, preventing it from entering the boot space when opened. This seemingly basic oversight in the original design underscores Tesla’s relative youth as an automotive manufacturer.
The wheels might appear slightly undersized, visually lost within the wheel arches. However, this design choice likely contributes to improved ride quality, which I’ll elaborate on shortly. Aerodynamic refinements across the vehicle have resulted in an exceptionally slippery profile, achieving Tesla’s lowest drag coefficient yet (0.219Cd). This enhanced aerodynamics directly contributes to improved energy efficiency and, consequently, extended driving 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 mid-1990s BMW M3s. The dual-motor Long Range variant slashes this to 4.2 seconds, matching the pace of a Porsche 911 Carrera 4. It’s highly probable that a Performance version, capable of sub-four-second 0-60mph times, will emerge in the future.
Beyond sheer acceleration, the Model 3 excels in ride quality and handling. The car feels responsive, and the suspension is remarkably well-tuned, providing a comfortable ride for cruising while maintaining body control through corners thanks to firm dampers. The steering is nicely weighted, contributing to a sporty yet approachable driving experience, even in the base model.
While enjoyable on winding roads, the Model 3 also performs admirably on motorways. Road noise is generally low, reportedly up to 30 percent quieter than the previous model, although tire roar from the wheel arches is still noticeable in wet conditions.
Tesla’s expansive Supercharger network, boasting over 12,000 locations across Europe, is a major advantage. The Model 3 can gain up to 172 miles of range in as little as 15 minutes at these Superchargers, 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 for the entry-level rear-wheel-drive version, and an impressive 390 miles for the all-wheel-drive Long Range model I tested—though the latter comes with a significant £10,000 price premium, starting at £49,990.
The real-world accuracy of these range claims depends on driving style and environmental factors like temperature. However, the Model 3’s comprehensive data menus and range prediction gauges are remarkably accurate and useful. My test car indicated 300 miles of range at the start, and after a 91-mile journey primarily at motorway speeds, it projected 198 miles remaining. This suggests not only a realistic gauge but also exceptional energy efficiency.
Another 54-mile trip 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 some electric rivals might not quite match this efficiency, they are now competitive in terms of official range and price. The upcoming Polestar 4, for example, closely mirrors the Model 3 Long Range in both aspects. Beyond Polestar, Tesla also faces increasing competition from Chinese manufacturers entering the market. The BYD Seal, for instance, starts at £45,695 and offers a claimed range of 354 miles.
However, a word of caution is warranted. Tesla’s practice of price adjustments without prior notice, driven by competition from lower-cost Chinese EVs, can be unsettling. Some buyers have found their newly purchased vehicles suddenly reduced in price by thousands just days later, and existing owners experience rapid depreciation in resale value.
And for every price reduction Tesla implements, Chinese manufacturers can likely match it. Recent reports highlight the aggressive pricing strategies of Chinese EVs, with models like the BYD Dolphin potentially costing significantly less in the UK than their Chinese market equivalents, suggesting a price war that may disadvantage Western automakers. This also underscores the substantial subsidies provided to domestic EV manufacturers in China, potentially exceeding the subsidies Tesla has reportedly benefited from.
Returning to the positive aspects, despite minor reservations about the infotainment system’s limitations (and its more whimsical features), it generally functions effectively—responsive and logically organized. The inclusion of onboard games, such as a steering wheel-controlled off-road buggy racer, adds entertainment value, particularly for families during charging stops. Apps like Sketchpad and Tracks also cater to creative users.
Rear passengers are also well-catered for. A new rear screen between the front seats provides entertainment on longer journeys, allowing adjustment of climate control and access to streaming services like Netflix, Disney+, Twitch, and YouTube. Bluetooth headphone connectivity further enhances the rear passenger experience, promoting a quieter cabin environment.
Other notable features include a highly responsive mobile app, a minimalist cabin with customizable LED strips and interchangeable fascia panels, and a conveniently angled phone holder with high-speed wireless charging.
The Model 3 also offers comfortable seats, a good driving position (albeit slightly high for a saloon), a surprisingly spacious boot with additional underfloor storage (and front trunk), heated rear seats, and ample USB-C ports. The primary drawback for rear passengers is the low seat base, which may result in a knees-up seating position for taller individuals.
In conclusion, while the updated Model 3 represents a significant improvement on an already strong foundation, its positive attributes alone might not sway those fundamentally opposed to joining the “Teslerati.” For dedicated Tesla enthusiasts, it remains the benchmark EV. However, for many, alternatives like the BMW i4, Polestar 2, or Kia EV6 offer compelling alternatives.
As for my friend’s company car decision? He has scheduled a test drive at a Kia dealership to explore the new EV9.
