2019 Tesla Model 3 - Review & Road Test

Is it possible to

review

the Tesla Model 3 without getting pulled into the company's gravitational vortex? I don't know. We'll try to forget about flamethrower rockets and Joe Rogan. In this video we focus solely on the Model 3 and its performance as a car. Let's set the level first. The Model 3 is the smallest and most affordable car in Tesla's all-electric lineup. It offers seating, has a maximum range of 310 miles and a theoretical starting price of $36,000, including destination charges. We will delve into that later. Before that let's talk about the car. Point one: It's fantastic to drive in every way.

The acceleration is instant, relentless and intoxicating. Need to pass another Camry? Sure thing. Do you want to merge with authority into highway traffic? Made. Want to dazzle your three-year-old with the majesty of electric torque? Can do. I'll do it again. As automotive parlor tricks go, the Model 3's quiet propulsive intensity is one of the best. Press the accelerator and there will be no downshifts or engine-related lag. Just leave. Add side Gs and the Model 3 shines even brighter. The steering feels stable in a straight line, but off-center it has a quick, sporty ratio. Small adjustments generate big changes in your trajectory.

The Model 3 is the kind of car that rewards precision and a willingness to

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the limits. There is a stop sign. There is no self, no evidence at this time. Really mature Mike. With its well-tuned multi-link suspension and its heavy battery placed low in the chassis, Tesla's smallest is a tough guy in the corners. If you've written off electric cars as joy-crushing gloom goblins, you've clearly never driven a Model 3. Yes, there's no emotional engine noise, but consider this, without a dramatic internal combustion soundtrack, the Model 3 can still create reactions like this. Meanwhile, interior noise is fairly muted, although the lack of engine highlights tire noise.

The brakes feel completely natural, which is a stellar achievement for an electric car, and if you don't like the acceleration and intensity of the regenerative braking, the vehicle's sliding behavior, or the steering efforts, just change them. As for the steering adjustments, with such a quick ratio, the slight efforts of the comfort mode make it difficult to turn precisely. So don't use them. One last observation behind the wheel: there is a blind spot over my right shoulder. Surely technology has a solution for that. Well yes, Micah does it in front of the camera. With the $5,000 Enhanced Autopilot package, Model 3 can automatically steer, accelerate, brake, and change lanes for you.

Once activated with the drive selector, it shows a real-time reading of the vehicles around you and the

road

ahead, including curves. At this point, it's incredibly cool technology that works more precisely than some dumb controllers, but the system requires constant attention. This is not autonomous driving, although Tesla promises that will come later. If constant vigilance is required when personally using autopilot, I prefer to simply drive. You may feel different. It got really dark there for a second. I have it. That said, the real-time display makes autopilot much more attractive than other semi-autonomous systems. My big complaint is the effort required to master autonomy.

You can't just add a little steering or braking when good human judgment suggests it's a good idea. Instead, you have to force autonomy, which then abruptly disables the system. In critical moments that can be disconcerting. Autonomy aside, Model 3 is a source of unexpected but logical conclusions. It's like talking to a three-year-old: it's the kind of car where you have to leave your expectations at the door, literally. To unlock the door, you can use your phone as a key or tap the valet card on the B-pillar. Modern life, right? The door handles don't extend like those on the Model S, but they do open GTR-style.

Inside, if you're not using your phone, place the key card behind the cupholders to enable driving mode. You'll notice there's no start button, just pull the gear selector down and off you go. In fact, look around you and you'll see a noticeable lack of physical controls. These guys adjust the seat and these scroll wheels do almost everything else. They move the mirrors. They adjust the position of the steering wheel. They change the audio volume and also alter the extent to which the vehicle's head is followed by dynamic cruise control. Yes, almost anything a normal car would do with a button or knob these guys do.

They really sound like robot noises. Very, very well done Tesla. You sound really futuristic. In contrast to the lack of buttons there is a large amount of screen. Bringing together all of the vehicle's setup infotainment controls and traditional gauge cluster readout on a 15-inch center touchscreen sounds like a one-way ticket to failure city, but no, it works just fine. Tesla has done a brilliant job of creating a clear, attractive and instantly navigable interface. The tabs at the bottom helpfully guide you to the right submenu. The options are displayed unambiguously, and you can even visit your favorite website, you know the one that pays you to

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cars, oh shit, that's the runtime?

We don't have time for all this. There is too much to talk about. Lightning round, okay, here's a quick rundown of the Model 3's abilities and quirks. Over-the-air software updates expand its capabilities over time; For example, Tesla updated the anti-lock brake setting, resulting in a noticeable reduction in stopping distances. The 15 cubic foot trunk is complemented by a large underfloor compartment and a spacious front trunk. The rear seats fold down, but the release mechanisms are inside the cabin, requiring a trip inside to release them. A low hood and large windows provide a clear view out, while a glass roof provides a clear view upward.

I see green clouds. The front seats are comfortably shaped, supportive and include adjustable lumbar support. The armrests are well placed and soft. Hello, happy squirrel. Rear passenger space is fine for my average five-foot-ten frame, but the seat backs could recline more. It's like it has good posture, and the low seat cushions place occupants with their knees higher than we prefer; The middle seat offers plenty of room for flat feet, but shoulder room is very tight with three in a row. Yes, we've heard of complaints about build quality from some customers, but as expected, our

test

car was well sorted, apart from little things like.

Scuff marks near the electronic door opener, this bulging door seal, and chrome exterior door trim that was not quite aligned. Curiously, any color besides black will cost between $1,500 and $2,500. Tesla's screen-based ventilation controls are much better than those in Porsches and the Tesla app offers useful information about your vehicle. Plus the ability to control various functions, including the summon function that allows you to remotely drive the vehicle in and out of tight spots, or you can simply ignore the legal department and ride the whip like a ghost. Is that something kids still do or is it just Tide Pods now?

Charging your Model 3 with a standard household outlet is possible but silly, as you only gain about one to two miles of range per hour. A full charge would literally require this 240 volt charger to speed things up by adding about 14 miles per hour. Charging for an overnight stay is fine, but while traveling, one of Tesla's nearly 1,400 supercharging stations is the best option. During our testing we went from 65 to over 270 miles of range in about an hour. Just keep in mind that crowded stations mean extra wait time, and unlike Model S and Model X owners, Model 3 owners have to pay an extra surcharge.

In our case, 200 miles of range costs a modest $14.04. A base Model 3 includes eight airbags, automatic emergency braking, Wi-Fi, LTE Internet connectivity, dual-zone climate control, rear-wheel drive, and 220 miles of electric range, all for a base price of about $36,000. . Except when we recorded this video, Tesla isn't building any of those versions, the ones you can get are the mid-range rear-wheel drive. Long-range dual-motor all-wheel drive and performance all-wheel drive

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like our test

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that adds a lowered suspension, higher top speed, 20-inch wheels, high-performance brakes and carbon fiber parts to the equation. All of those prices include destination charges, but exclude the federal government's $7,500 tax credit.

A tax credit that may not exist or will likely be greatly reduced when your Model 3 is actually built. Some people might compare the Model 3 to the more spacious Jaguar I-Pace, but starting at $70,000 it's much more expensive. Cheaper alternatives include the Chevrolet Bolt, Hyundai Kona EV and Nissan Leaf, but none of them matched the Tesla's numbing technical points. The BMW i3 occupies a vaguely similar price spectrum, but it's no match for the range and speed of the Model 3. Truth be told, the Model 3 is in a class of its own. It's stupidly fast, aggressively innovative, comfortable for its size, and, assuming they ever build one cheap, overpriced.

For my part, I welcome our new overlords of electric cars. So, about that flamethrower thing...