2018 Tesla Model 3 Long Range Review

This “Production Hell ” (as Musk himself described it) apparently affected Tesla’s ability to provide us with a verifiable car despite several inquiries, so we turned to other sources-customers who had cars in their possession. For this test we found a local owner in Ann Arbor, Michigan, ready to lend us his deep blue metallic Model 3, built in February 2018.

It is important to note that the Model 3, as it now exists, is not the $36,000 electric sedan for everyone. Tesla’s latest estimate is that zero-option model 3s will not be in production by the end of this year. Each current Model 3 is equipped with two mandatory options. First, a long-range battery for $9000 takes the estimated driving range from 220 miles to 310 miles. Secondly, Premium upgrades for $5,000 include features such as high-performance heated front seats, synthetic leather leather leather leather upholstery, a panoramic glass roof and a high-performance audio system. We already have USD 50 000. Each color other than black costs $1000, and checking the box to select advanced autopilot features adds another $5000. The car you see here has all these options and stickers for $56,000 (Oh and Model 3 drivers pay for juice at Superchargers Network, unlike the owners of S and X models, who receive at least some of their electrons for free).

At this price, the Model 3 is much more BMW 3 series than Honda Accord. And because it is a moderately expensive status symbol, it is no coincidence that the size and price of Tesla fit into the small luxury sedan segment, which dominates the 3-series and the Mercedes-Benz C-Class. Like BMW and Benz, it is a rear-wheel drive in the shape of a base, and its electric motor power is similar to some of the turbocharged four-cylinder versions of these sedges: 221 hp and an estimated torque of 302 hp.

The packaging, though, is pure Tesla, with the only engine mounted on the rear axle (a dual-motor 4WD version is said to be forthcoming) and a massive battery pack under the floor. Made largely of steel, but with aluminum doors and hood, the Model 3 weighs about 300 pounds more than a rear-wheel drive BMW 330i, but the placement of this battery pack puts its focus much closer to the ground, at just 18.5 inches equivalent to the modern Mazda Miata. The distribution of Tesla-3897 pounds is a sports car-like 48.2/51.8 percent front/rear.

Although the Model 3 is somewhat less popular than the best sports sedans on the road, it lacks sophisticated insulation for its equally good rivals. The thick structure stifles hard shocks, but you hear what’s going on down, like the tires stubbornly Thwack and thrum over plaster imperfections. Our sound meter measured 69 decibels at a speed of 70 mph, i.e. louder than A4. There were also some subtle but annoying rattles and creaks in our car, which had less than 2500 miles on the speedometer. The high recommended tyre pressure of 45 psi seems partly to blame for this racket, but letting some air out would result in a decrease in efficiency and driving range.

The latter, although essential for all electric vehicles, is so variable that it is difficult to measure accurately how disappointing the 75 km/h motorway fuel consumption test under real conditions is. Our calculated range of 200 miles is well below the total EPA estimate of 310 miles for combined use and 293 miles for motorway use, but this is certainly due to the 28-stage Fahrenheit ambient temperature. Two similar tests carried out by Chevy Bolt, EV’s closest competitor, model 3, showed a difference in the observed range of more than 25 percent between 56 and 36 degrees (190 miles from 140 miles from the EPA estimated motorway mileage of 217 miles).

The 15.0-inch Model 3 Infotainment Display, mounted in the middle of the dashboard, shows everything from range to charging information to navigation and audio. It’s good that this touch screen responds, clearly arranged and graphically attractive, because the monolithic screen is the contact for almost all car functions. There are hardly any physical secondary controls in the Model 3 except for power window switches, electronic door openers, two multi-function control knobs on the steering wheel and two column-mounted stems (a control signal and certain wiper functions and The others serve as shift levers and the cruise control/autosteer activation switch). Conventional measuring instruments, radio buttons and HVAC buttons are nowhere to be found. It is not even immediately obvious where the ventilation slots are.

This aggressively minimalist approach leads to some strange and unsuccessful attempts to reinvent the automotive interior. The process needed to move the mirrors and manipulate the power-adjustable tilt and telescopic steering wheel includes both a touchscreen menu and the picky scroll keys on the steering wheel. Changing the direction of air flow from the HVAC vent, which extends beyond the full width of the hyphen, is similar to a multi-stage affair in which you pinch and swipe a display within the Climate Control menu, which resembles a not very addictive smartphone game.

However, we have become accustomed to the lack of a gauge cluster, because the only information you really need – the digital speedometer and the battery status graph – is well located in the upper left corner of the screen in the peripheral view of the driver. The empty line also provides for a wonderfully clear view. Despite the intrigue of each piece of glass, the curves, uninterrupted, from the center of the roof to the leading edge of the trunklid, rear view is hampered by the high parcel shelf.

2018 Tesla Model 3 Long Range Review

The flat bottom of the Model 3 gives the passenger compartment an airy impression as in the Model S. The unconventional packaging is also a blessing for storage space, with two large console compartments instead of a transmission tunnel and a small front fuselage to complement the relatively deep rear one. The backseat, however, can prove the contempt of musk for standard issue people-not because of its lack of space, but because its low floor cushion drives passengers knees into their chest. An editor compared the sitting position back there with the compromised third lines found in many of today’s crossovers. The only advantage is a flat and expansive cargo floor with the 60/40 split rear seatbacks folded.

In equilibrium, Tesla may have been smart to design such a simplified interior, as it is probably easier and cheaper to assemble on a large scale and also enough to directly compare to the more complex and special Cabins to avoid being found in some of the aforementioned German luxury cars. But while we did not observe all the garish fit-and-finish problems inside the Model 3, the exterior was a different story. Inconsistent panel gaps around the doors and countless poorly fitting trim pieces were among the worst we’ve seen in the last store.

Although promising flashes of wisdom are emerging in its implementation, the Model 3 in its current form simply feels shy. Moreover, for USD 50 000 or more, it is also failing to fulfil its mission of providing affordable and accessible electric cars for a wide range of people. While Tesla has succeeded in this by creating a well integrated, capable and relatively fun luxury electric vehicle, we are still waiting – together with all the promising dignitaries – for the world to change with the Model 3.

Price from $36,000