Tesla Model 3 review

From £39,9808

The most affordable Tesla yet is tempting on the face of it, so should you yield or resist?

Say what you like about Elon Musk and his wireless brain chips, but when future historians chart the development of personal transport, the Tesla Model 3 will rank alongside the Ford Model T and Volkswagen Beetle in its significance.

Admittedly, when this entry-level Tesla arrived in 2017, electric cars already weren’t too unusual a sight, with BMW, Nissan and Tesla itself all having footholds in the market. However, many years later, they're simply everywhere you look. And Musk and Tesla can take credit for this not only directly (after all, so many of those EVs we see are Model 3s) but also indirectly, because this car was a brutal wake-up call for 'legacy' manufacturers. The bug-eyed American EV with a cabin of near-monastic restraint has been a catalyst for change.

In recent years, the Model 3 has been joined by the Polestar 2, Hyundai Ioniq 6, BMW i4, BYD Seal and Mercedes CLA EQ, and these are merely what you might consider the most direct rivals in terms of size and capability. So although Tesla now prices the Model 3 more keenly than ever, its excellent range, charmingly uncluttered interior and access to the Tesla Supercharger network no longer guarantee success. Comfort and perceived quality now matter more.

So, following a facelift in 2024, an extensive update in 2025 looked to address these qualities, adding new interior technology, an indicator stalk and upgraded battery packs. This means the Model 3 is now capable of 466 miles of range in its rangiest specification.

And now, for 2026, some important changes have been made to the cheapest variant, the Rear-Wheel Drive. Priced far below £40,000, it represents fine value for money.

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DESIGN & STYLING

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2. Tesla Model 3 side

In 2024, the Model 3 received a substantial facelift, dubbed 'Highland'. Tesla removed the slightly bulbous headlights, replacing them with a sharper, more piercing units similar to those seen on its much-delayed Roadster supercar. 

These sit above a resculpted bumper now devoid of intakes or lighting. Exterior changes were otherwise limited to the new tail-lights, and overall the Model 3 remains striking more for its expansive glasshouse than creases in the metalwork.

Slimmer, more predatory headlights are the easiest way to identify a Model 3 with the ‘Highland’ update. They're inspired by those of the rebooted Tesla Roadster and perch atop a minimalistic bumper.
Richard Lane
Deputy road test editor

At launch in 2017, we commented on the car’s unusual height, but today the Tesla is about as tall as the i4 and lower than the Ioniq 6. It's also shorter than either, but it splits those rivals in terms of its impressive wheelbase, which still isn’t quite as expansive as that of the Korean car.

The Model 3 originally came exclusively from Tesla’s Fremont plant in California, but these days many are made in Shanghai too.

The construction is largely unchanged from before, with a steel body-in-white, passively suspended via double wishbones at the front and five links at the back.

In between sits a slim battery pack consisting of comparatively short cylindrical cells, as opposed to pouches.

The specifics of the battery pack have often depended on the derivative and the market in question. At launch, the nickel-cobalt-aluminium (NCA) chemistry from the Tesla Model S was used. In time, different NCA batteries were introduced, as well as batteries of other compositions, such as nickel-manganese-cobalt (NMC) and lithium-iron-phosphate (LFP).

In 2026, Tesla revised the Model 3 line-up, with a new Rear-Wheel Drive variant sitting below the Premium Long Range Rear-Wheel Drive, the Premium Long Range All-Wheel Drive and the Performance All-Wheel Drive. 

The entry-level Rear-Wheel Drive has an LFP battery with a usable capacity of 57.5kWh, whereas the pricier variants get an NMC bettery of around 75.0kWh (Tesla is notriously secretive about capacities).

There are practical implications to this. The Rear-Wheel Drive can be rapid-charged at up to 170kW with no recommended limit on charging, whereas the pricier variants can take 250kW but have a recommended limit of 90%. 

Higher-density cells were added to the Model 3's battery structure in 2025, improving efficiency and range. As a result, drivers can expect a range of 466 miles from the Long Range Rear-Wheel Drive, an improvement of 36 miles on before.

The Rear-Wheel Drive variant now offers 332 miles of range (down from 344 miles); the Long Range Rear-Wheel Drive offers 466 miles; the Long-Range All-Wheel Drive offers 410 miles; and the Performance offers 354 miles. 

Downstream of the battery, the Rear-Wheel Drive gets around 283bhp permanent magnet synchronous motor on the rear axle.

For All-Wheel Drive models, Tesla adds an asynchronous motor at the front, allowing free-wheeling and taking the total to an estimated 491bhp in the Performance.

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INTERIOR

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Tesla Model 3 Dual Moter 2025 jb15

The Model 3’s cabin was always a love-or-hate proposition. 

This is an extraordinarily pared-back environment, and so extreme are the lengths to which Tesla’s designers have gone to remove as much switchgear as possible that you can count the number of physical controls on one hand.

In 2025, Tesla reintroduced the indicator stalk, which it had previously removed and replaced with a touchpad on the steering wheel.

As of 2026, the entry-level Rear-Wheel Drive model receives some interior changes to help reduce cost.

For instance, it gets a blend of cloth and 'vegan leather' instead of the full 'vegan leather' upholstery found in pricier cars.

It also loses ambient lighting, the sound system sheds a subwoofer and the steering wheel is manually adjustable, rather than electrically.

In the back, the rear passenger touchscreen is gone too, as is heating for the rear seats.

While the old indicator touchpads would, in fairness, become more natural to use with familiarity, the return of the indicator stalk does make for a far more user-friendly experience. 

We deemed the touchscreen wiper controls, however, to be a serious usability flaw, so we're glad that Tesla has also reconsidered those and added a button back on the steering wheel. 

More unequivocally successful is perceived quality. Material quality and finish in the Model 3 is now commendable and can even be considered as pleasant as its upmarket combatants.

Furthermore, you can now personalise the top panel of the dashboard with inserts in a different colour or material, such as a grey textured fabric.

The cupholders have gained a sliding lid, while an almost endlessly customisable strip of ambient lighting runs along the upper section of the doors and continues along the top of the dashboard.

Crucially, it all feels more solidly screwed together, with almost none of the creaks that could afflict the old Model 3.

Oddment storage is plentiful, and a combined luggage space of 682 litres (split between a small compartment at the front, the ‘frunk’, and a traditional rear boot) is certainly usable enough and more than the 480 litres you get from an ICE BMW 3 Series.

Two adults will fit in the second row in reasonable comfort and the panoramic roof and huge glasshouse make this the least claustrophobic-feeling car in its class. Mind you, the Volkswagen ID 7 offers more outright space. 

Multimedia system

As you’d expect from a Tesla, the Model 3's infotainment system feels as though it has been lifted straight out of Silicon Valley.

The 15.4in touchscreen might seem almost comically large, but credit where it’s due: it’s difficult not to be impressed by the quality of its graphics and the slick manner in which it operates.

Unlike with rival systems, you rarely need to tap twice to access a function or menu, while on the whole the layout is logical and easy to follow – which is a good thing when you consider it’s used to operate virtually everything.

Even so, a few physical controls for the most frequently used functions wouldn't go amiss.

At least it isn’t short on toys – not in the literal sense, at least. In addition to sat-nav, Bluetooth and DAB radio (the sort of things you’d expect from a circa-£40,000 compact saloon), there are features including a digital whoopee cushion and a full suite of arcade-style games.

The genuinely useful Apple CarPlay and Android Auto remain absent, however.

For the latest version of the Model 3 (excepting the Rear-Wheel Drive), rear passengers can get in on the infotainment action thanks to the addition of an 8.0in touchscreen mounted between the front seats. From here occupants can adjust the air-con as well as access various multimedia functions.

Moreover, there's also a pair of 65W USB-C ports that allow rapid charging of devices such as smartphones and laptops.

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ENGINES & PERFORMANCE

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10. Tesla Model 3 front efficiency

Few cars offer up performance as easily as the Model 3, and the car’s almost toy-like demeanour belies the magnitude of its abilities.

Entry-level cars have lost a sliver of performance lately. With 283bhp, the Rear-Wheel Drive will hit 0-60mph in 6.2sec, compared with 5.8sec before, and top speed has dropped from 125mph to 110mph. 

Many of the Model 3’s body panels (many of which are aluminium) are as before, but the front wings have been subtly tweaked. The wheel design is also new.
Matt Saunders
Road test editor

Tesla says the power drop allows this variant to sit in a lower insurance group (32) than the others, in turn reducing overall running costs.

It still feels brisk and is more than enough power for everyday use, the punchy powertrain delivering smooth, progressive acceleration. 

The 0-62mph time drops to 4.9sec in the Long Range Rear-Wheel Drive and to 4.2sec in the Long Range All-Wheel Drive. The frankly ludicrous Performance will do it in a staggering 2.9sec, which is faster than most supercars. 

Our Long Range Rear-Wheel Drvie test car recorded a 0-60mph time of 4.4sec, putting it just 0.3sec behind the much pricier BMW i4 M50 that we tested in 2022. It's a comparative bargain when it comes to straight-line pace.

As for overtaking proficiency, it generally gets the better of its German rival, needing only 1.7sec to surge from 40-60mph, compared with 2.3sec for the i4 M50 (the BMW did have to contend with a slightly damp surface, in fairness).

What’s refreshing about the Model 3 is that even if you slam the accelerator pedal to the floor, it doesn’t shunt itself forward in an agitated flurry of wheelspin and panicking traction-control intervention. The ramp-up of acceleration is smooth and traction is generally excellent.

This is an intuitive car in which to accelerate out of bends, the efforts of both motors making short work of our Long Range All-Wheel Drive car’s tested weight of 1846kg (it's a positive flyweight next to the 2284kg i4 M50).

Braking is another matter. Stopping distances are nothing special, but an ambiguous pedal feel is the main bugbear, failing to instil quite enough confidence in such a fast car. This is probably specific to the all-wheel-drive Model 3, mind. Pedal progression in the Rear-Wheel Drive version is better.

A sophisticated method of cycling the car’s regenerative braking calibrations is the only thing really conspicuous by its absence in the driving experience. When other EVs offer one, making it possible both to better engage with the car when driving quickly and to eke out better energy efficiency when driving gently, the Model 3 plainly should as well.

Even so, the one-pedal mode is nicely tuned, allowing you to complete most journeys without ever having to use the friction brakes.

RIDE & HANDLING

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13. Tesla Model 3 front

It has been observed that Teslas in some ways steer like mid-engined supercars. Perhaps that’s in some way to be expected, given the company’s first-ever production car, the Roadster of 2008, was built on Lotus Elise architecture.

Quick steering and short, firm springing give the Model 3 a directional sensitivity you won’t find even in the i4, and although it can take a moment for the driver to acclimatise to this, it helps to make the car feel fun and engaging, even at low speeds.

The 'Highland' facelift reduced the drag coefficient a touch, from 0.23 to 0.22. Impressively slippery, but leading the way are the EQS and EQE, Mercedes' greased mechanical eels managing 0.20.
Richard Lane
Deputy road test editor

Of course, the Model 3 doesn’t weigh what a Ferrari or Lamborghini weighs, and wherever it hides away the majority of that mass, you can feel its influence in almost every move that the car makes. 

So, although the front axle bites into a bend almost the instant you move the wheel off dead-centre and the firmly set suspension resists body roll very effectively, it takes an instant or two for the car to settle into a cornering stance and feel stable enough to allow you to begin driving it out.

The quick steering is surprisingly sensitive (to sneeze on the motorway is to change lanes – various driver aids permitting, of course) and there’s very little in the way of feedback, regardless of whether you select Comfort or Sport mode.

It means the Model 3 turns in keenly, with strong front-end bite, while the pendulous effect of its hefty mechanical components helps mid-corner rotation if you have a small lift of the throttle.

This effect is more pronounced in the Rear-Wheel Drive model, although both derivatives will trim their line with a well-timed, mid-corner lift of the accelerator – again, very supercar.

It’s just a shame that the stability-control tuning is quite intrusive and non-switchable: the car is naturally well balanced enough for more leniency to be permitted by the system.

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There’s not enough feel from the controls or ultimate body control to make this a truly sparkling sports saloon, while the electronic safety net kills any throttle-adjustability as soon as slip is detected.

The i4 eDrive40 is a more balanced and biddable electric saloon.

Comfort and Isolation

Improving refinement and comfort was, by Tesla’s admission, one of the main aims of the 'Highland' facelift. The official literature talks of 30% less wind noise, 20% less road noise and a 30% increase in ambient noise isolation.

Ride comfort has long been a sticking point for the Model 3, and while it’s still below par compared to sophisticated (and far more expensive) rivals like the CLA EQ, it’s mostly comfortable and well-damped.  

At higher speeds, it can struggle to keep up with constant, changing road undulations on more scarred roads, but ride quality is still considerably improved compared with Model 3s of the past.

However, the 'Highland' changes, including acoustic glass, less aerodynamic drag, retuned rubber suspension bushes and quieter tyres, certainly improved things.

Our 2024 All-Wheel Drive test car proved notably quieter across a range of speeds than the Rear-Wheel Drive example we tested back in 2019.

In fact, the readings were an exact match for the i4, save for the one taken at 70mph, at which speed the Tesla was one decibel louder.

The updated bushings are joined by subtly revised geometry and new wheels and tyres in a bid to smooth out the car’s previously stiff-legged ride. Unlike noise isolation, this hasn’t made much of a difference.

In general, ride comfort is still below par for suppleness and bump absorption on less than smooth roads. The firm suspension springing that makes the Model 3 enjoyably taut on a good B-road also makes the body busy and fidgety.

What's more, the Rear-Wheel Drive variant is noticeably firmer and fidgetier than the pricier models, because it gets fully passive dampers rather than frequency-dependent ones.

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MPG & RUNNING COSTS

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1. Tesla Model 3 RWD front

Back in 2017, having only recently made its debut, the Model 3 Standard Range offered 254 miles, while the Long Range variant punted that up to 348 miles.

These figures have increased incrementally over the years, such that the baseline figure, offered by the entry-level Rear-Wheel Drive variant, is now 332 miles.

The Long Range All-Wheel Drive gets 445 miles and the Performance gets 355 miles. The headline figure is 466 miles, offered by the Long Range Rear-Wheel Drive. 

And in the real world? Our 2026 Rear-Wheel Drive test car recorded 4.4mpkWh – 0.4mpkWh less than promised but still impressively efficient.

An earlier All-Wheel Drive test car averaged 4.0mpkWh in motorway driving, for a touring range of 312 miles, and 4.4mpkWh in mixed use, for a day-to-day range of 343 miles.

The Model 3 also has a massive advantage up its sleeve: access to a network of reliable and accessible public rapid chargers in addition to all the third-party rapid chargers. Tesla’s Supercharger network remains the car’s default choice and is what the sat-nav will automatically guide you to if you don’t have enough range to complete your journey. 

The updated Model 3’s starting price of £37,990 makes every vaguely comparable rival look expensive, but there are a few catches. Don’t want white paint? That will be at least £1300 for blue or black. Want the nice 19in wheels? That will be £1500. The white interior? £1100.

The reduced specification of the entry-level model for 2026 is also something to consider. Still, the cheapest Model 3 is still very well equipped, and as value goes, you will struggle to get a better deal.

Front heated seats, indicator stalks and Tesla’s Autopilot system are included as standard, as is the brand’s staple 15.4in touchscreen infotainment system and its associated wacky features, including Dog mode.

Grok AI (Musk’s answer to ChatGPT) is also available in the Model 3 as of 2026. It’s quite comprehensive and effective and can assist with navigation and display points of interest. 

A panoramic sunroof also means the entire cabin is airy and bright and generally a pleasant place to sit. 

So-called Full Self-Driving capability is available on every Model 3, but buyers should exercise the utmost caution when considering the system. It costs £6800 and, in our experience, performs inconsistently, even within the somewhat limited scope permitted by UK regulators. 

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VERDICT

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Tesla Rear Weel Drive 2026 jb20260220 0640

The Model 3 is one of the more compelling cars of its era, and on the basis of this test and some undeniably attractive pricing, its broad appeal looks set to persist.

Even in its cheapest, lowliest form, this Tesla blends competitive saloon practicality, striking performance and reasonable handling dynamism in a manner that makes it a fine all-rounder, irrespective of its powertrain type.

It’s going to be fascinating to see how BMW’s much-anticipated Neue Klasse 3 Series EV fares against its American foe.

This Tesla isn’t perfect, mind. It’s still no dynamic high-water mark, despite the near-super-saloon straight-line pace of All-Wheel Drive versions, and its ergonomic eccentricities continue to grate. Neither is it the most relaxed tourer, which is a shame, because the Long Range models have impressively long legs.

Yet the fact remains that the Model 3 is simply an enjoyable thing to rub along with on a daily basis, and recent quality improvements mean it now feels like the premium offering that Tesla has always claimed it to be. 

Ultimately, the cheapest Model 3 looks like an absolute bargain and is the pick of the line-up, unless you require maximum range.

Richard Lane

Richard Lane
Title: Deputy road test editor

Richard is Autocar's deputy road test editor. He previously worked at Evo magazine. His role involves travelling far and wide to be among the first to drive new cars. That or heading up to Nuneaton, to fix telemetry gear to test cars at MIRA proving ground and see how faithfully they meet their makers' claims. 

He's also a feature-writer for the magazine, a columnist, and can be often found on Autocar's YouTube channel. 

Highlights at Autocar include a class win while driving a Bowler Defender in the British Cross Country Championship, riding shotgun with a flat-out Walter Röhrl, and setting the magazine's fastest road-test lap-time to date at the wheel of a Ferrari 296 GTB. Nursing a stricken Jeep up 2950ft to the top of a deserted Grossglockner Pass is also in the mix.