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    Tesla Model 3 2024 review

    Tom White
    Tom White
    Senior Journalist
    22 Dec 2023 • 19 min read

    Whether you like it or not, the Tesla Model 3 is the most important car to launch in the last decade.

    Thanks to the way it has made electric motoring so accessible, affordable, and desirable, I think it will go down in history as my generation's version of the Ford Model T or Volkswagen Beetle.

    For this review, we're looking at its first major upgrade. Yes, Tesla has tweaked its core sedan before, but the version we're looking at today is nearly 50 per cent new.

    Has it addressed some of the outgoing model's more glaring flaws? Is it even more appealing this time around? We took a base Rear Wheel Drive for a spin to find out.

    Read more about Tesla Model 3

    Price and features – Does it represent good value for the price? What features does it come with?

    The new Model 3 follows the same range pricing structure as before. The three variants consist of the entry-level Rear-Wheel Drive priced at $61,900, before on-road costs and state-based incentives, and the mid-grade Long Range which is priced $10,000 higher, at $71,900.

    The new Performance grade has yet to be revealed. Expect to see it toward the end of 2024 with Tesla promising something a bit more special this time around.

    Unlike when it first arrived in Australia, this updated version of the Model 3 faces increasingly heated competition.

    For slightly more coin you can get into the Polestar 2 (from $67,400) which has had a similar under-the-skin upgrade recently, while BYD has just entered this space with its Seal sedan at a bargain starting price ($49,888).

    If you're already familiar with the Model 3 range, not much has changed in terms of standard equipment, although there are a handful of notable inclusions.

    The base Rear Wheel Drive still gets LED headlights, 18-inch alloy wheels with aerodynamic hubcaps, that massive central 15.4-inch central control panel, synthetic leather seat trim with power adjust for the front two positions (this time upgraded with a perforated finish and ventilation as well as heating), dual wireless phone chargers, a power tailgate, and surround parking sensors with the signature 'Autopilot' cruise control.

    18-inch alloy wheels are included as standard. (image: Tom White) 18-inch alloy wheels are included as standard. (image: Tom White)

    Upgrades this year include the new seats, but also extended soft-touch materials throughout the cabin, ambient RGB interior lighting, a blind-spot camera which pops up on the screen when indicating on both sides, and a rear touchscreen for climate controls and entertainment for rear passengers.

    The software in the Model 3 is notable for being by far the best on the market. It's sleek, fast, and beautifully laid out.

    It makes the car feel a full generation ahead of anything else on the market and remains the car of the internet age with its always online connectivity and great accompanying phone application.

    In front, underneath the two wireless chargers, there’s a huge storage area which makes the most of this car’s flat platform. (image: Tom White) In front, underneath the two wireless chargers, there’s a huge storage area which makes the most of this car’s flat platform. (image: Tom White)

    It's not all good news, however. Still missing is Apple CarPlay and Android Auto, with the brand forcing you to use built-in versions of apps, and there's no digital instrument cluster or head-up display.

    You also have to delve into the accessories list to get things like a cover for the sunroof and a tyre repair kit, both things which should be standard in Australia.

    The radar camera which occupies about a third of the screen also gives you an insight into this car’s brain. (image: Tom White) The radar camera which occupies about a third of the screen also gives you an insight into this car’s brain. (image: Tom White)

    Design - Is there anything interesting about its design?

    There's more to the Model 3's refresh than just a new face. The updated car is more function than form, with a redesigned bonnet shape and a re-profiled silhouette which act to reduce drag and lower the amount of wind noise.

    While I didn't mind the almost Porsche-like headlights of the outgoing car, these new slim ones really grew on me.

    Around the rear, the boot lid finishes into a nice little spoiler shape, and the redesigned lights and contemporary full Tesla logo really work. There are even updated hubcaps in matte black on the base Rear Wheel Drive.

    • There’s more to the Model 3’s refresh than just a new face. (image: Tom White) There’s more to the Model 3’s refresh than just a new face. (image: Tom White)
    • Around the rear, the boot lid finishes into a nice little spoiler shape, and the redesigned lights and contemporary full Tesla logo really work. (image: Tom White) Around the rear, the boot lid finishes into a nice little spoiler shape, and the redesigned lights and contemporary full Tesla logo really work. (image: Tom White)
    • Both act to reduce drag and lower the amount of wind noise. (image: Tom White) Both act to reduce drag and lower the amount of wind noise. (image: Tom White)
    • The updated car is more function than form, with a redesigned bonnet shape and a re-profiled silhouette. (image: Tom White) The updated car is more function than form, with a redesigned bonnet shape and a re-profiled silhouette. (image: Tom White)
    • Aside from these tweaks, though, the core offering and shape of the Model 3 is the same. (image: Tom White) Aside from these tweaks, though, the core offering and shape of the Model 3 is the same. (image: Tom White)

    Aside from these tweaks, though, the core offering and shape of the Model 3 is the same, so if you weren't a fan before, this update is unlikely to change your mind.

    Inside is where a bunch of more obvious changes have been made. The doors and dash have been re-designed, with a new fabric highlight trim, and the ambiance of the cabin has improved courtesy of the increased amount of soft-touch finishes, and that LED light bar working its way around the dash and into the doors.

    Tesla has doubled down on minimalism, making a few controversial changes which I think nobody was asking for.

    • Inside is where a bunch of more obvious changes have been made. (image: Tom White) Inside is where a bunch of more obvious changes have been made. (image: Tom White)
    • The wheel column is now ‘stalkless’ forgoing the indicator and gear shift controls. (image: Tom White) The wheel column is now ‘stalkless’ forgoing the indicator and gear shift controls. (image: Tom White)
    • These have been moved to steering wheel buttons and the touchscreen respectively. (image: Tom White) These have been moved to steering wheel buttons and the touchscreen respectively. (image: Tom White)

    The wheel column is now 'stalkless' forgoing the indicator and gear shift controls. These have been moved to steering wheel buttons and the touchscreen respectively. The software has also been tweaked slightly, but is the same core offering as before.

    On the whole I like it. The Model 3's cabin feels so open and modern. It's unlike any other car you'll sit in, but the brand can't seem to help itself in making controversial tweaks which could potentially be deal breakers for prospective buyers.

    Practicality – How practical is its space and tech inside?

    Still, for all its minimalism, the Model 3 has a pretty livable cabin, with most storage requirements having been thought of.

    There is a set of large bottle holders in each door with two more under a slide-open cover in the central console.

    In front, underneath the two wireless chargers, there's a huge storage area which makes the most of this car's flat platform, and an extra storage area under the padded armrest.

    The rear seat offers a decent amount of room for myself. (image: Tom White) The rear seat offers a decent amount of room for myself. (image: Tom White)

    There's a glove box, but again, it's a bit silly that it can only be opened via the touchscreen.

    I like the new seats. It was a complaint levelled at the previous car which has well and truly been addressed. They not only breathe better, but the tweaks to the design make them more comfortable, too.

    One little practicality quirk which is quite cool is the way the Model 3 is instantly on when you approach it. You can just get in, shift to Drive and away you go.

    There is a set of large bottle holders in each door with two more under a slide-open cover in the central console. (image: Tom White) There is a set of large bottle holders in each door with two more under a slide-open cover in the central console. (image: Tom White)

    No need to mess around with unlocking or pushing to start, so long as your phone is nearby, the car is ready.

    Also invaluable (especially given there's no sunroof cover) is the ability to pre-set the climate on the app before you even walk out of the house.

    I also found myself often using the nav feature to send the car directions. It feels like every new car should have features like this in the internet era, but Tesla continues to have a huge lead. Even brands which offer connected apps like this can't compete on the level of polish and ease-of-use.

    The rear seat offers a decent amount of room for myself. At 182cm tall I had plenty of airspace for my knees behind my own driving position, and, as always, the flat floor makes the centre position more useful for an adult.

    There is a rear touchscreen for climate controls and entertainment for rear passengers. (image: Tom White) There is a rear touchscreen for climate controls and entertainment for rear passengers. (image: Tom White)

    The upgraded seat trim also continues, keeping it comfortable, with the only tight dimension being height. I fit okay, but if you were any taller than me the top of your head might get close to touching the roof.

    The new rear panel is a nice piece of design, offering rear passengers some entertainment and climate options. I would have preferred a digital dash cluster instead, but your kids will probably love it.

    There are two large bottle holders in each door for rear passengers, and two more in the drop-down armrest, as well as clamshell pockets on the backs of the front seats.

    Boot space measures in at 594 litres, which sounds massive, but in reality because it's a sedan, it's a bit hard to use the full area.

    I could fit the three-piece CarsGuide luggage set, but only just, and I had to place the smallest suitcase in the under floor compartment to get it to work.

    • Boot space measures in at 594 litres, which sounds massive, but in reality because it’s a sedan, it’s a bit hard to use the full area. (image: Tom White) Boot space measures in at 594 litres, which sounds massive, but in reality because it’s a sedan, it’s a bit hard to use the full area. (image: Tom White)
    • I could fit the three-piece CarsGuide luggage set, but only just. (image: Tom White) I could fit the three-piece CarsGuide luggage set, but only just. (image: Tom White)
    • I had to place the smallest suitcase in the under floor compartment to get it to work. (image: Tom White) I had to place the smallest suitcase in the under floor compartment to get it to work. (image: Tom White)
    • The frunk is a fairly large 88 litres. It could fit the smallest CarsGuide luggage case. (image: Tom White) The frunk is a fairly large 88 litres. It could fit the smallest CarsGuide luggage case. (image: Tom White)

    Off to each side of the boot behind the wheel arches, there are large voids, which you could use for storing awkwardly shaped items, or perhaps a Type 2-to-Type 2 charging cable (not included - you might want one to plug into non-Tesla-branded public AC chargers).

    One big improvement to the boot area is that every surface is trimmed in carpet. This helps reduce noise entering the cabin, but it's also nice to know anything you put back there won't scratch up hard plastic trims.

    The frunk is a fairly large 88 litres. It could fit the smallest CarsGuide luggage case. I find I don't use frunks much in the real world because they can be a bit hard to access in a pinch, but the Model 3's can be popped via the app, which is nice.

    Under the bonnet – What are the key stats for its motor?

    Tesla hasn't tweaked the battery or motor for this update, which is fine because it was already excellent. On offer is 208kW/350Nm in the base Rear-Wheel Drive we tested, and with a hot-hatch baiting 6.1-second 0-100km/h sprint time, it's more than enough.

    Meanwhile, the Long Range ups the performance specs with an all-wheel drive powertrain and a combined 366kW of power, trimming the 0-100km/h sprint to just 4.4 seconds, according to the brand.

    Efficiency – What is its driving range? What is its charging time?

    The Model 3 Rear Wheel Drive is equipped with a lithium-iron phosphate (LFP) battery as opposed to the more expensive but higher-performance nickel manganese cobalt (NMC) battery chemistry the long-range gets.

    This battery grants the base version a driving range of 513km according to the WLTP standard. The Long Range boosts that to 629km.

    The Rear Wheel Drive has an official energy consumption of just 13.2kWh/100km which is excellent, although we overshot it a bit on our test, with the car delivering a number of 15.2kWh/100km by the time we shot the video.

    The Model 3 Rear Wheel Drive is equipped with a lithium-iron phosphate (LFP) battery as opposed to the more expensive but higher-performance nickel manganese cobalt (NMC) battery chemistry the long-range gets. (image: Tom White) The Model 3 Rear Wheel Drive is equipped with a lithium-iron phosphate (LFP) battery as opposed to the more expensive but higher-performance nickel manganese cobalt (NMC) battery chemistry the long-range gets. (image: Tom White)

    By the time I returned the car it had dropped to 14.4kWh/100km, so it seems a longer term test would offer a more accurate consumption figure.

    As a result of overshooting the efficiency number, my car was reporting 450km of range on close to a full charge.

    The Rear Wheel Drive also charges more slowly than the long range, with peak speed on a DC unit capped at 170kW as opposed to the Long Range which can go up to 250kW.

    This battery grants the base version a driving range of 513km according to the WLTP standard. The Long Range boosts that to 629km. (image: Tom White) This battery grants the base version a driving range of 513km according to the WLTP standard. The Long Range boosts that to 629km. (image: Tom White)

    I charged up once at a 75kW Evie unit which took me from about 24 per cent to a little over 90 per cent in 35 minutes.

    Regardless of variant, the Model 3 can charge up at 11kW on AC. Even for this update, a vehicle-to-load system which lets you power external devices using the car's battery is still missing.

    Driving – What's it like to drive?

    The previous Model 3 was great to drive. It was fast, agile, its motor was well tuned, and because it was always heavy and low it handled well, too.

    But it was unpolished. The ride was less than perfect, giving the car a crashy feel on every day potholes, and it was also a bit noisy at freeway speed, with plenty of wind and tyre roar entering the cabin.

    This is why the brand has completely re-designed the Model 3's suspension. Even the mounting points where it meets the body have been revised, and the result is finally a much more resolved vehicle.

    It's still a firm ride, but the brittle crashy edge from the outgoing car has been ironed out. There's now a soft touch to the dampers, communicating far less of the road to the cabin and much better control over corrugations, too.

    The core drive experience has not been altered otherwise. Tesla's electric motors have always been slick, and the single pedal drive mode is excellent, with great use of regenerative braking.

    The Model 3 still feels low and agile, with direct steering. There are few turns to lock, so even a small input makes the car respond, which gives it a darty, accurate feel.

    While I didn’t mind the almost Porsche-like headlights of the outgoing car, these new slim ones really grew on me. (image: Tom White) While I didn’t mind the almost Porsche-like headlights of the outgoing car, these new slim ones really grew on me. (image: Tom White)

    The only drawback here is that the steering is artificially weighted in all three modes. The Standard mode is a bit heavy, but I used it for most of my week with the car.

    It's also hilariously rapid, even in this base form. A 6.1 second 0-100km/h sprint time doesn't sound so special in today's EV era, but it certainly feels quick thanks to its instant reaction when you stomp the go pedal.

    The improved aero, ride, and increased sound deadening in the cabin have had a noticeable impact on cabin ambiance.

    The 3 is now very serene at city speeds, however a little tyre roar still enters the cabin at freeway velocities, a downside to firm EV tyre compounds, perhaps.

    The software, again, is excellent, but it will take some getting used to where everything is. Because everything is centrally located and some iconography is a bit small, it has a tendency to be distracting to use if you're looking for a setting or feature.

    The radar camera which occupies about a third of the screen also gives you an insight into this car's brain. It builds a little digital version of the world around you, recognising and categorising objects as you move past them. It's disturbingly accurate at identifying vehicle bodystyles, bins, and road signs.

    I expected the indicators on the steering wheel to be a nightmare, but within 24 hours I had become used to them. They were not as jarring as I was expecting, but the screen-based gear shifting was more troublesome.

    No need to mess around with unlocking or pushing to start, so long as your phone is nearby, the car is ready. (image: Tom White) No need to mess around with unlocking or pushing to start, so long as your phone is nearby, the car is ready. (image: Tom White)

    It looks great, but because you push the little car forward (away from you) to go forward, the opposite direction from how you put most vehicles into drive, there were a handful of occasions where I found myself accidentally shifting to reverse when I wanted drive.

    You'll get used to it, but I don't know what was wrong with the stalk shifter the outgoing vehicle had.

    Our car was equipped witht the 'Enhanced Autopilot' ($5100 and not to be confused with the questionable $10,100 'Full Self Driving Capability').

    Enhanced Autopilot is essentially a very advanced adaptive cruise suite which can currently follow navigation with its autosteer and even auto lane change. The car requires you to hold the wheel the whole time, however. It is one of the best systems on the market for accuracy of lane keeping.

    Other features you're paying for but aren't available include autopark and summon. When will they arrive? Who knows?

    Overall, though, the tweaks Tesla has made for this update are so targeted and they've achieved their objective. The new car maintains the spirited and slick drive experience of the original, now with a much more sophisticated ride and cabin quality.

    Safety – What safety equipment is fitted? What is its safety rating?

    Aside from the aforementioned enhanced autopilot features, the Model 3 gets its own version of all the usual refinements.

    There's auto emergency braking, lane keep aids, and instead of blind-spot monitoring, it gets the surround radar view and blind-spot cameras when you indicate.

    The new Model 3 gets an additional centre airbag for a total of seven, as well as additional bolstering where the doors meet the body in response to higher side-impact requirements in its American home market.

    As this is a facelift, it should be able to carry its maximum five-star ANCAP safety rating which the original version achieved in 2019.

    Ownership – What warranty is offered? What are its service intervals? What are its running costs?

    Tesla is behind the pack here offering a four-year and 80,000km warranty for the whole vehicle except for the high voltage battery and motor unit, which are covered by a more industry standard eight-years and 160,000km.

    Servicing is computer determined, the car will tell you when it's time to visit the shop based on how it's been driven and for how long.

    Costs are thus variable, but given the car seems to only need tyre rotations every so often and the cabin filter or brake fluid replaced, we can't imagine it's expensive.

    You might want to keep those EV tyres, specifically designed for the new Model 3, in good condition, as they will affect everything from safety to range.

    Aside from the aforementioned enhanced autopilot features, the Model 3 gets its own version of all the usual refinements. (image: Tom White) Aside from the aforementioned enhanced autopilot features, the Model 3 gets its own version of all the usual refinements. (image: Tom White)

    Insurance Quote

    The Model 3 was always king of this segment, the first and in some ways only car embracing the internet age, and despite its rivals closing in from all directions this deep update looks set to keep them off its back for the foreseeable future.

    While it still has its odd quirks and issues, with Tesla seemingly unable to stop itself from changing things for the sake of it, this round of updates has addressed some of the core issues with the previous Model 3.

    The only question is if buyers will continue to embrace this new version in the same way they did its predecessor, as more low-cost electric cars flood onto the market.

    $61,900

    Based on new car retail price

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