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New Tesla Model 3 Review 2026 | Top Gear

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Everything Tesla has done up to this point has been building towards the Model 3... and it's been worth it. Read the full Top Gear review inside.

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A facelift for the Model 3 comes just in the nick of time to nudge it back ahead of rivals

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A facelift for the Model 3 comes just in the nick of time to nudge it back ahead of rivals

# data.attributes.metatag[].attributes.content
A facelift for the Model 3 comes just in the nick of time to nudge it back ahead of rivals

# data.attributes.metatag[].attributes.content.description
A facelift for the Model 3 comes just in the nick of time to nudge it back ahead of rivals

# data.attributes.metatag[].attributes.content[]
"description":"A facelift for the Model 3 comes just in the nick of time to nudge it back ahead of rivals"

# data.attributes.field_cars_driving.value
Yes, you do have to do this bit yourself. All UK-spec Model 3s come with the company's Autopilot system built in as standard. You’ll have visions of setting the nav for Saint-Tropez, bedding down for the night and waking up on the Riviera. Not yet, by a long stretch.

Autopilot is merely an umbrella term for adaptive cruise control, blind-spot monitoring, lane following assistance and pedestrian avoidance steering. All terribly useful and well integrated, but nothing you can’t find in a petrol powered BMW 3 Series and co. Don't be drawn in by claims of 'Full Self-Driving Capability', much less spend nearly £7k on it.

So what will the car actually do?

UK law currently restricts the extent to which your car can be let loose on the roads (although plans are afoot). You have to keep your hands on the steering wheel and remain in control of the car, but it’ll do all the usual adaptive cruise control stuff plus suggest lane changes based on the satnav route.

Press the indicator button and the car will lurch over automatically provided there’s a suitable gap. Is it worth the money? It is not. Maybe on the wide, homogenous roads of the USA, but not in the UK where the car bongs every 30 seconds to tell you it’s turning Autopilot off and you’re on your own.

The Summon feature is a great party trick but better suited to sprawling American parking lots than your average provincial high street. We’ll bet you end up just taking over and doing it the old-fashioned way, using the old supercomputer between your ears.

What about steering the Model 3 yourself?

With this latest version of the Model 3 you finally get the impression the engineering has met up with the ambitious tech, but it’s still not as good to drive as its main rivals. The steering has a grainy feel to it and there’s little self-correction coming out of corners: it’s like using a force feedback PC wheel from the early Noughties.

The Model 3 is a decent enough tourer: it sits well on the motorway and cruises with ease. Show it a country road and it starts to get a bit wibbly, the front wheels failing to communicate what they’re up to and the skittish ride sending the car about the road. It’s less of an issue around town.

The acceleration is impressive, but then most electric cars are fast now. To be honest, we set the acceleration to ‘Chill’ mode rather than anything too raucous. The automatic regen works better than any other system we've used, adapting seamlessly to the conditions.

Is the range good?

Tesla's range claims (318 up to 436 miles, remember, depending on which model you go for) are reasonably attainable if you can drive sensibly, but the Model 3 is very tough to drive daintily. Which is a mark of how good the electric tech is.

You basically treat it like a petrol car: the range readout on the central screen remains accurate across a journey, and the nav will route you to a reliable charge point when you need to top up. The Model 3 makes going electric as painless as it's possible to be right now.

# data.attributes.field_cars_driving.processed
Yes, you do have to do this bit yourself. All UK-spec Model 3s come with the company's Autopilot system built in as standard. You’ll have visions of setting the nav for Saint-Tropez, bedding down for the night and waking up on the Riviera. Not yet, by a long stretch.

Autopilot is merely an umbrella term for adaptive cruise control, blind-spot monitoring, lane following assistance and pedestrian avoidance steering. All terribly useful and well integrated, but nothing you can’t find in a petrol powered BMW 3 Series and co. Don't be drawn in by claims of 'Full Self-Driving Capability', much less spend nearly £7k on it.

So what will the car actually do?

UK law currently restricts the extent to which your car can be let loose on the roads (although plans are afoot). You have to keep your hands on the steering wheel and remain in control of the car, but it’ll do all the usual adaptive cruise control stuff plus suggest lane changes based on the satnav route.

Press the indicator button and the car will lurch over automatically provided there’s a suitable gap. Is it worth the money? It is not. Maybe on the wide, homogenous roads of the USA, but not in the UK where the car bongs every 30 seconds to tell you it’s turning Autopilot off and you’re on your own.

The Summon feature is a great party trick but better suited to sprawling American parking lots than your average provincial high street. We’ll bet you end up just taking over and doing it the old-fashioned way, using the old supercomputer between your ears.

What about steering the Model 3 yourself?

With this latest version of the Model 3 you finally get the impression the engineering has met up with the ambitious tech, but it’s still not as good to drive as its main rivals. The steering has a grainy feel to it and there’s little self-correction coming out of corners: it’s like using a force feedback PC wheel from the early Noughties.

The Model 3 is a decent enough tourer: it sits well on the motorway and cruises with ease. Show it a country road and it starts to get a bit wibbly, the front wheels failing to communicate what they’re up to and the skittish ride sending the car about the road. It’s less of an issue around town.

The acceleration is impressive, but then most electric cars are fast now. To be honest, we set the acceleration to ‘Chill’ mode rather than anything too raucous. The automatic regen works better than any other system we've used, adapting seamlessly to the conditions.

Is the range good?

Tesla's range claims (318 up to 436 miles, remember, depending on which model you go for) are reasonably attainable if you can drive sensibly, but the Model 3 is very tough to drive daintily. Which is a mark of how good the electric tech is.

You basically treat it like a petrol car: the range readout on the central screen remains accurate across a journey, and the nav will route you to a reliable charge point when you need to top up. The Model 3 makes going electric as painless as it's possible to be right now.

# data.attributes.field_cars_editor_title
Tesla Model 3 review: after eight years, are its rivals finally closing in?

# data.attributes.field_cars_inside.value
The slashed back Tesla interior design makes most rivals look positively chintzy by comparison, with a minimalist vibe that might make you nervous at first. The dashboard in the Model 3 is nothing but a slab of wood, a full-width air vent and a newly portrait oriented 15.4in touchscreen. From the vantage of your slightly narrow (but otherwise comfortable) chair, the screen looks like it's hovering.

Is the Model 3 easy to use?

Aside from the window switches and door release on the door panel (another issue we weren’t keen on – the physical handle has now been disguised as part of the trim) and the hazard switch above the rearview mirror, all the buttons in the cabin are limited to the steering wheel.

Because there are no stalks left in the Model 3 you’ve got indicator buttons on the left side of the wheel, two unmarked scroll wheels on either side of the hub (left blank so they can be used for different jobs) and buttons to flash the lights, wash the windscreen or access the surround camera view.

Driving the Model 3 can be needlessly complicated by having to deal with the touchscreen for even the most basic onboard functions – this isn’t a car you fully understand in the first five minutes. Like a new smartphone, you need to commit some time to learning the shortcuts, locating the settings you might need and ingraining them in your brain.

But where’s the instrument panel?

There isn't one. All your driving information is on the same panel as the radio and aircon controls. The car gets round this by having areas permanently assigned to stuff like speed, but it can’t possibly be safer than what everyone else does. A head-up display would redeem it, we reckon.

Then there's the drive controls: swipe up on the screen for forwards, down for reverse. Makes parking manoeuvres slower and fussier. You can set the car to decide for you when you want to be in drive or reverse, which – like all the other automation features – is mostly fine... while it works.

Is it spacious?

The back seats are fine for anyone up to six foot, a bit cramped beyond that, but you can at least enjoy the endless view out through the full-length sunroof that wraps right around and behind your head. There's space for five, but three in the back won't be comfortable for very long.

It’s because of that infinity roof that the 3 isn’t a hatchback, so you have to make do with a narrow, awkwardly designed saloon lid. Although split-folding rear seats means you can fit longer objects in – you've got 594 litres of space with the seats up and 977 litres with them knocked down. A nice bonus is the 88 litres of storage you'll find in the frunk under the bonnet.

How's the build quality?

This is the biggest weak point of all Teslas, but also an area that has challenged traditional carmakers on what people are willing to tolerate from their cars when they offer something novel.

The quality and materials are a step behind the established premium European players – if slightly improved by the car’s latest facelift – but by keeping things super simple, it’s not a dealbreaker. In fact, acres of plastic switchgear and multiple screens and sockets would have only highlighted Tesla's shortcomings.

Multiple test cars we’ve tried have suffered from bugbears like sticking windows and misaligned trim, so check your new Model 3 carefully before you accept delivery.

What about the Easter eggs?

Those wacky funsters at Tesla have included a number of modes in the infotainment that are there for no reason other than to make you and your passengers laugh. You can play games, mess with the satnav or use the whole car to provide a hilariously obnoxious 'light show' where the windows open and close and the lights flash to the pumping sound of Beethoven's 'Ode to Joy'.

You will either find this stuff fun or excruciatingly annoying. Especially when you discover the racing games, which employ the car’s actual steering wheel and pedals and will do your tyres no good whatsoever as they’re dry steered about in the name of your latest high score. There's a significant portion of a Tesla dedicated simply to showing off to friends: arguably the budget would've been more wisely spent on developing a better car. Still, it's a great way to build a brand.

# data.attributes.field_cars_inside.processed
The slashed back Tesla interior design makes most rivals look positively chintzy by comparison, with a minimalist vibe that might make you nervous at first. The dashboard in the Model 3 is nothing but a slab of wood, a full-width air vent and a newly portrait oriented 15.4in touchscreen. From the vantage of your slightly narrow (but otherwise comfortable) chair, the screen looks like it's hovering.

Is the Model 3 easy to use?

Aside from the window switches and door release on the door panel (another issue we weren’t keen on – the physical handle has now been disguised as part of the trim) and the hazard switch above the rearview mirror, all the buttons in the cabin are limited to the steering wheel.

Because there are no stalks left in the Model 3 you’ve got indicator buttons on the left side of the wheel, two unmarked scroll wheels on either side of the hub (left blank so they can be used for different jobs) and buttons to flash the lights, wash the windscreen or access the surround camera view.

Driving the Model 3 can be needlessly complicated by having to deal with the touchscreen for even the most basic onboard functions – this isn’t a car you fully understand in the first five minutes. Like a new smartphone, you need to commit some time to learning the shortcuts, locating the settings you might need and ingraining them in your brain.

But where’s the instrument panel?

There isn't one. All your driving information is on the same panel as the radio and aircon controls. The car gets round this by having areas permanently assigned to stuff like speed, but it can’t possibly be safer than what everyone else does. A head-up display would redeem it, we reckon.

Then there's the drive controls: swipe up on the screen for forwards, down for reverse. Makes parking manoeuvres slower and fussier. You can set the car to decide for you when you want to be in drive or reverse, which – like all the other automation features – is mostly fine... while it works.

Is it spacious?

The back seats are fine for anyone up to six foot, a bit cramped beyond that, but you can at least enjoy the endless view out through the full-length sunroof that wraps right around and behind your head. There's space for five, but three in the back won't be comfortable for very long.

It’s because of that infinity roof that the 3 isn’t a hatchback, so you have to make do with a narrow, awkwardly designed saloon lid. Although split-folding rear seats means you can fit longer objects in – you've got 594 litres of space with the seats up and 977 litres with them knocked down. A nice bonus is the 88 litres of storage you'll find in the frunk under the bonnet.

How's the build quality?

This is the biggest weak point of all Teslas, but also an area that has challenged traditional carmakers on what people are willing to tolerate from their cars when they offer something novel.

The quality and materials are a step behind the established premium European players – if slightly improved by the car’s latest facelift – but by keeping things super simple, it’s not a dealbreaker. In fact, acres of plastic switchgear and multiple screens and sockets would have only highlighted Tesla's shortcomings.

Multiple test cars we’ve tried have suffered from bugbears like sticking windows and misaligned trim, so check your new Model 3 carefully before you accept delivery.

What about the Easter eggs?

Those wacky funsters at Tesla have included a number of modes in the infotainment that are there for no reason other than to make you and your passengers laugh. You can play games, mess with the satnav or use the whole car to provide a hilariously obnoxious 'light show' where the windows open and close and the lights flash to the pumping sound of Beethoven's 'Ode to Joy'.

You will either find this stuff fun or excruciatingly annoying. Especially when you discover the racing games, which employ the car’s actual steering wheel and pedals and will do your tyres no good whatsoever as they’re dry steered about in the name of your latest high score. There's a significant portion of a Tesla dedicated simply to showing off to friends: arguably the budget would've been more wisely spent on developing a better car. Still, it's a great way to build a brand.

# data.attributes.field_cars_owning.value
The Model 3 will cost you £39,990 for the entry-level RWD version of the car, £44,990 for the Long Range RWD car that offers the furthest range at 436 miles, £49,990 for the Long Range AWD model and £59,990 for the spicier Performance car.

But who pays cash up front these days? At the time of writing Tesla will lease you a base-spec Model 3 for £347 a month for 30,000 miles over three years with a six-month down payment plus a £900 processing fee.

What are the options like?

As standard there’s a plethora of features, from heated/cooled electric seats to built-in karaoke, internet browsing with Netflix and YouTube apps, a tinted glass roof, electric folding and adjustable door mirrors, and wireless phone charging.

The choices when they come are refreshingly simple: white is free, it’s £1,300 for the black, blue or grey paint and £2,000 for perkier red or silver. You can go for bigger 19in wheels (18s are standard) at £1,500, a tow bar (the Model 3 can tow up to 1,000kg) for £1,300, a black and white interior package (£1,100), and the Enhanced Autopilot and Full Self-Driving Capability for £3,400 and £6,800 apiece. Like we said earlier, you can avoid those last two.

Beware upgrading to 19in rims – they’ll pinch range due to added rolling resistance – and we’d shun the white interior scheme. Even if you’re only keeping your Tesla for a handful of years, the upholstery will be looking tired if you have children, pets or wear denim.

What does charging cost?

Whereas Superchargers used to be free with the Model S and Model X, you have to pay as you go with the 3. Although in some cases there's an allowance that'll give you a few top-ups per year for free. You can expect to pay around 69p/kWh on average, though prices vary between locations and depending on whether you charge at peak or off-peak times.

You’ll spot the red and white Supercharger stations at most motorway services now, although the car will automatically guide you to one if you’re using the satnav on a long journey. Tesla has over 1,100 individual Supercharger charging points across nearly 100 separate locations in the UK, with more on the way.

Sweet. How long will charging take?

Plug in at one of these and the fastest will offer up to 250kW of power (though the entry car can only accept 170kW at most), enough to add 172 miles of range in about 15 minutes. You can use other, non-Tesla CCS charging stations too, though some are more expensive than others.

Plug the car into your three-pin wall socket at home and the juice crawls along, adding about five miles of range for every hour. Get a home wall box and you could charge at up to 16.5kW depending on your home connection – that’s 51 miles for every hour plugged in.

More realistic for most UK homes is around 7kW, or 22 miles per hour of charging. More than enough for an overnight refill. Charging your electric car at home will cost less than 10p/kWh if you find the right off peak tariff, well worth it if you have the capability. Topping up a Long Range this way will cost you £25.

What about rivals?

More EV contenders have come on stream, with the likes of the Polestar 2, BMW i4 and Ford Mustang Mach-E barging their way into the frame. The latter is more of a crossover of course, but if you need more space in your Tesla, there’s the higher Model Y. The Hyundai Ioniq 5 is a stylish choice (as is the Ioniq 6 saloon) and we like the Kia Niro EV for range and family practicality.

# data.attributes.field_cars_owning.processed
The Model 3 will cost you £39,990 for the entry-level RWD version of the car, £44,990 for the Long Range RWD car that offers the furthest range at 436 miles, £49,990 for the Long Range AWD model and £59,990 for the spicier Performance car.

But who pays cash up front these days? At the time of writing Tesla will lease you a base-spec Model 3 for £347 a month for 30,000 miles over three years with a six-month down payment plus a £900 processing fee.

What are the options like?

As standard there’s a plethora of features, from heated/cooled electric seats to built-in karaoke, internet browsing with Netflix and YouTube apps, a tinted glass roof, electric folding and adjustable door mirrors, and wireless phone charging.

The choices when they come are refreshingly simple: white is free, it’s £1,300 for the black, blue or grey paint and £2,000 for perkier red or silver. You can go for bigger 19in wheels (18s are standard) at £1,500, a tow bar (the Model 3 can tow up to 1,000kg) for £1,300, a black and white interior package (£1,100), and the Enhanced Autopilot and Full Self-Driving Capability for £3,400 and £6,800 apiece. Like we said earlier, you can avoid those last two.

Beware upgrading to 19in rims – they’ll pinch range due to added rolling resistance – and we’d shun the white interior scheme. Even if you’re only keeping your Tesla for a handful of years, the upholstery will be looking tired if you have children, pets or wear denim.

What does charging cost?

Whereas Superchargers used to be free with the Model S and Model X, you have to pay as you go with the 3. Although in some cases there's an allowance that'll give you a few top-ups per year for free. You can expect to pay around 69p/kWh on average, though prices vary between locations and depending on whether you charge at peak or off-peak times.

You’ll spot the red and white Supercharger stations at most motorway services now, although the car will automatically guide you to one if you’re using the satnav on a long journey. Tesla has over 1,100 individual Supercharger charging points across nearly 100 separate locations in the UK, with more on the way.

Sweet. How long will charging take?

Plug in at one of these and the fastest will offer up to 250kW of power (though the entry car can only accept 170kW at most), enough to add 172 miles of range in about 15 minutes. You can use other, non-Tesla CCS charging stations too, though some are more expensive than others.

Plug the car into your three-pin wall socket at home and the juice crawls along, adding about five miles of range for every hour. Get a home wall box and you could charge at up to 16.5kW depending on your home connection – that’s 51 miles for every hour plugged in.

More realistic for most UK homes is around 7kW, or 22 miles per hour of charging. More than enough for an overnight refill. Charging your electric car at home will cost less than 10p/kWh if you find the right off peak tariff, well worth it if you have the capability. Topping up a Long Range this way will cost you £25.

What about rivals?

More EV contenders have come on stream, with the likes of the Polestar 2, BMW i4 and Ford Mustang Mach-E barging their way into the frame. The latter is more of a crossover of course, but if you need more space in your Tesla, there’s the higher Model Y. The Hyundai Ioniq 5 is a stylish choice (as is the Ioniq 6 saloon) and we like the Kia Niro EV for range and family practicality.

# data.attributes.field_cars_stand_first
Tesla's entry saloon has raised its game, but BMW and Polestar are snapping at its heels

# data.attributes.field_cars_verdict.value
Posed against po-faced competitors, Teslas are invariably the quick ones, the efficient ones, the fun ones with Fart Mode and the lucky ones least dependent on a haphazard charging ecosystem.

While the styling won’t be to all tastes and the driving dynamics aren’t all that memorable, it’s easy to see why the Model 3 has become a global standard setter for the EV experience. And at last the hardware seems to be catching up with the onboard tech.

This is the future we were promised – a car with sentience, a sense of humour, and a fresh take on the old norms. After trying this, your old repmobile will just feel a bit dull. The Model 3 has been in production since mid-2017, but even heading into old age, nothing on the market has yet managed to beat it on all fronts. While not without flaws, it is quite simply one of the most interesting, compelling cars in the world right now. We might even look back on it as the car that changed the way we all drive.

# data.attributes.field_cars_verdict.processed
Posed against po-faced competitors, Teslas are invariably the quick ones, the efficient ones, the fun ones with Fart Mode and the lucky ones least dependent on a haphazard charging ecosystem.

While the styling won’t be to all tastes and the driving dynamics aren’t all that memorable, it’s easy to see why the Model 3 has become a global standard setter for the EV experience. And at last the hardware seems to be catching up with the onboard tech.

This is the future we were promised – a car with sentience, a sense of humour, and a fresh take on the old norms. After trying this, your old repmobile will just feel a bit dull. The Model 3 has been in production since mid-2017, but even heading into old age, nothing on the market has yet managed to beat it on all fronts. While not without flaws, it is quite simply one of the most interesting, compelling cars in the world right now. We might even look back on it as the car that changed the way we all drive.

# data.attributes.field_cars_verdict_against
Not as sophisticated as rivals, too much touchscreen action, borderline dangerous driving setup

# data.attributes.field_cars_verdict_for
Great tech, efficient powertrain, solid performance, dependable infrastructure

# data.attributes.field_cars_verdict_text
While not without flaws, it is quite simply one of the most interesting, compelling cars in the world right now

# data.attributes.field_cars_what_is_it.value
There can’t be anyone who doesn’t know what a Tesla is: it’s incredible how the startup carmaker has managed to hype itself into a position of such prominence. What’s even more impressive is to look at other carmakers like Volkswagen (an old hand) and see how Tesla is the one setting the tone for electric cars. The disruptor has quickly become the establishment benchmark.

Anyway, this is the Model 3, Tesla’s entry saloon that was refreshed with a new look in 2023. A facelift might be something of a surprise for a car that’s been on sale since 2017, but Tesla doesn’t play by the usual rules, even if rivals would have an all new version on the way by now. In fact, the 3 is the only car along with the Model Y (the MPV version of the 3) that Tesla sells in the UK these days.

There are four 3s to choose from: a 279bhp/310lb ft base car with a 57.5kWh battery and rear-wheel drive, Long Range models with RWD and AWD that come with 75kWh batteries and 315bhp/332lb ft single motor and 491bhp/364lb ft dual motor setups respectively, and 351bhp from an all-wheel drive, dual-motor setup. The range topper is the Performance All-Wheel Drive model with 510bhp/547lb ft from its two e-motors.

It looks good, doesn’t it?

It certainly looks more sophisticated than the old one, with a subtle nose job up front and a bit of a tweak at the rear. Nothing drastic, but it makes for a much sleeker looking car. The headlights are much sharper and the whole effect makes it look like a more natural successor from the original Roadster back in 2008.

The tweaks also make for improved aero, which has boosted the Model 3’s range to 318 miles in the entry car and as high as 436 miles of WLTP in the Long Range RWD. The Long Range AWD and Performance cars offer 390 and 328 miles respectively. The 0-62mph performance drops from 6.1 seconds to 3.2 seconds as you climb the price list. Top speed has been pegged back to 125mph in all versions except the Performance, which tops out at 163mph.

Is everything else as we remember?

The Model 3 is as per inside... mostly. There’s a noticeable uptick in material quality, but we’re still not sure of the wisdom behind white seats in a family car. Still, our clothes didn’t leave any marks on the latest ones, so that’s positive.

The facelift changes are all about updating some of the hardware around the Model 3 – of course in these modern times if they want to update any of the software on your fancy electric car then they'll simply arrive over the air.

The recent price drops stick with the updated Model 3 too; £39,990 for entry car, another £5k for the Long Range RWD, £5k more to add the extra motor and topping out at a sniff under £60k for the Performance car.

So what is the refreshed Model 3 like to live with?

There’s a considerable amount of unlearning that needs to be done when you get into a Model 3, because this isn’t like other cars on the market. Most of the investment is up front, messing with the settings like a new mobile phone. It’ll take you at least half an hour just to work out how to adjust the seats, but at least the car will remember everything when you've got it all to your liking.

The latest company gimmick (presumably done for cost saving reasons rather than an earnest desire to innovate) is the indicators that have moved onto the steering wheel. In fact there are no stalks left around the Model 3’s wheel, and it’ll be a few thousand miles before your hand is cured of its Phantom Indicator Syndrome.

[node:field_onward_journey_card-themed]

Mostly the new setup works fine, but as ever with Tesla it’s soon obvious the car hasn’t been tested in an international setting: it’s a nightmare around roundabouts and the tight turns you’ll find in most UK towns. Borderline dangerous, even. And all for something that should be abundantly simple.

Likewise the automatic wipers can’t cope with British mizzle at all, veering between ignoring fine rain completely or manic sweeping like you’re Gwyndaf Evans on the RAC Rally in 1994.

But I can still rely on Tesla's Superchargers, right?

The soothing balm on your Tesla ownership experience is the masterstroke of the company having a ready made charging network available that’s quick, convenient and simple to use. Some of the prime locations are getting very busy these days, but it helps that your car is able to tell you capacity levels. We'd love some of that action in other EVs. No messing around with apps or rubbing your contactless up and down a damp touchscreen, just reverse in, hitch up and you're away.

What about rivals?

The EV tech and infrastructure sets the Model 3 apart, but the likes of the Polestar 2 and BMW i4 are arguably better quality and more pleasant to drive. The Hyundai Ioniq 5, Ford Mustang Mach-E and Kia EV6 are also worth looking at, but the entry Model 3 is particularly well priced in this company.

# data.attributes.field_cars_what_is_it.processed
There can’t be anyone who doesn’t know what a Tesla is: it’s incredible how the startup carmaker has managed to hype itself into a position of such prominence. What’s even more impressive is to look at other carmakers like Volkswagen (an old hand) and see how Tesla is the one setting the tone for electric cars. The disruptor has quickly become the establishment benchmark.

Anyway, this is the Model 3, Tesla’s entry saloon that was refreshed with a new look in 2023. A facelift might be something of a surprise for a car that’s been on sale since 2017, but Tesla doesn’t play by the usual rules, even if rivals would have an all new version on the way by now. In fact, the 3 is the only car along with the Model Y (the MPV version of the 3) that Tesla sells in the UK these days.

There are four 3s to choose from: a 279bhp/310lb ft base car with a 57.5kWh battery and rear-wheel drive, Long Range models with RWD and AWD that come with 75kWh batteries and 315bhp/332lb ft single motor and 491bhp/364lb ft dual motor setups respectively, and 351bhp from an all-wheel drive, dual-motor setup. The range topper is the Performance All-Wheel Drive model with 510bhp/547lb ft from its two e-motors.

It looks good, doesn’t it?

It certainly looks more sophisticated than the old one, with a subtle nose job up front and a bit of a tweak at the rear. Nothing drastic, but it makes for a much sleeker looking car. The headlights are much sharper and the whole effect makes it look like a more natural successor from the original Roadster back in 2008.

The tweaks also make for improved aero, which has boosted the Model 3’s range to 318 miles in the entry car and as high as 436 miles of WLTP in the Long Range RWD. The Long Range AWD and Performance cars offer 390 and 328 miles respectively. The 0-62mph performance drops from 6.1 seconds to 3.2 seconds as you climb the price list. Top speed has been pegged back to 125mph in all versions except the Performance, which tops out at 163mph.

Is everything else as we remember?

The Model 3 is as per inside... mostly. There’s a noticeable uptick in material quality, but we’re still not sure of the wisdom behind white seats in a family car. Still, our clothes didn’t leave any marks on the latest ones, so that’s positive.

The facelift changes are all about updating some of the hardware around the Model 3 – of course in these modern times if they want to update any of the software on your fancy electric car then they'll simply arrive over the air.

The recent price drops stick with the updated Model 3 too; £39,990 for entry car, another £5k for the Long Range RWD, £5k more to add the extra motor and topping out at a sniff under £60k for the Performance car.

So what is the refreshed Model 3 like to live with?

There’s a considerable amount of unlearning that needs to be done when you get into a Model 3, because this isn’t like other cars on the market. Most of the investment is up front, messing with the settings like a new mobile phone. It’ll take you at least half an hour just to work out how to adjust the seats, but at least the car will remember everything when you've got it all to your liking.

The latest company gimmick (presumably done for cost saving reasons rather than an earnest desire to innovate) is the indicators that have moved onto the steering wheel. In fact there are no stalks left around the Model 3’s wheel, and it’ll be a few thousand miles before your hand is cured of its Phantom Indicator Syndrome.

Mostly the new setup works fine, but as ever with Tesla it’s soon obvious the car hasn’t been tested in an international setting: it’s a nightmare around roundabouts and the tight turns you’ll find in most UK towns. Borderline dangerous, even. And all for something that should be abundantly simple.

Likewise the automatic wipers can’t cope with British mizzle at all, veering between ignoring fine rain completely or manic sweeping like you’re Gwyndaf Evans on the RAC Rally in 1994.

But I can still rely on Tesla's Superchargers, right?

The soothing balm on your Tesla ownership experience is the masterstroke of the company having a ready made charging network available that’s quick, convenient and simple to use. Some of the prime locations are getting very busy these days, but it helps that your car is able to tell you capacity levels. We'd love some of that action in other EVs. No messing around with apps or rubbing your contactless up and down a damp touchscreen, just reverse in, hitch up and you're away.

What about rivals?

The EV tech and infrastructure sets the Model 3 apart, but the likes of the Polestar 2 and BMW i4 are arguably better quality and more pleasant to drive. The Hyundai Ioniq 5, Ford Mustang Mach-E and Kia EV6 are also worth looking at, but the entry Model 3 is particularly well priced in this company.

# data.attributes.field_cars_what_we_say
A facelift for the Model 3 comes just in the nick of time to nudge it back ahead of rivals

# data.attributes.field_cars_wildcard_text
Ol' reliable when it comes to family cars, with an electric edge (and lots of screen real estate inside).