There's a lot riding
on the Tesla Model 3.
After all, this is the
electric-car maker's
long-promised more
affordable offering
that will bring Tesla
capability and mystique
to a wider range of people.
Hype has surrounded this
car since Tesla CEO Elon
Musk unveiled it about two years
ago, with hundreds of thousands
of people putting down deposits
on a car that's positioned
against sports sedans like
the Audi A4 and BMW 3 Series,
at a promised starting
price of just $35,000.
And we just bought a
Model 3 of our own.
There is a caveat though.
Being among the first
ones to get a Model 3
required opting for the
$9,000 long-range battery
along with another $5,000
in premium upgrades.
Adding the Enhanced
Autopilot system--
and a couple of other options--
took our car from its $35,000
starting price to $59,000.
And it doesn't even
have all-wheel drive.
Now, we haven't put the car
through our full testing
regimen yet.
But we have spent
some time with it
and can answer a key question.
How does the Model 3 drive?
The answer, really well.
Unlike regular internal
combustion engines,
electric cars give their
full torque instantly.
The Model 3 rushes off
the line with authority.
And since there is no engine,
all of this speed and power
is delivered in near silence.
With that long-range
battery, the Model 3
has an EPA-rated range of 310
miles, which is impressive.
Of course, we'll be
verifying the car's range
as part of our testing.
The standard battery, which
will be available later,
is estimated to have
a 220 mile range.
But it's not the powerful
forward rush that stands out
the most about the Model 3.
Instead, it's the car's
glued-to-the-road handling.
Steering is quick and
responsive to driver input.
The suspension is great
at minimizing body lean
through turns.
Overall, the Model 3
is a willing partner
around out test track,
carving through corners
and gobbling up straightaways.
With almost no
commotion around you,
it feels like the world's most
realistic computer driving
simulator.
That being said, the Model
3 doesn't absorb bumps
that well, which
is something we'd
expect in this luxury segment.
There is also considerable
wind noise at highway speeds.
From its inception,
Tesla has been
a company that thrives on doing
things just a bit differently.
And that holds true even
for the Model 3's key fob
in that there isn't one.
Instead, it uses your
smartphone as a key
if you download the Tesla app.
It can sense you
are approaching,
automatically unlocks the car,
and lets you drive away simply
by putting the car in gear.
It will be a problem if your
cell phone's battery dies,
but there is a credit card-like
key you can use as a backup.
Although, the swiping
method to unlock the car
is a bit finicky.
And it has to be placed
on the center console
to begin driving.
While the smartphone app
is a unique and simple
unlocking and starting solution,
other aspects of the Model 3
seem different just for the
sake of being different.
Take the door handles.
You push on one side
of the chrome lever
and then pull on the
other to open a door.
It feels unnatural and
awkward, the complete opposite
of the way most door
handles operate.
But once you're situated
inside the Model 3,
the driving position
is fantastic.
Even with pretty
thick front pillars,
the expansive
windshield, sloping hood,
and low dashboard-- that's
devoid of an instrument panel--
give a clear and
commanding view ahead,
similar to what it feels
to drive a Porsche Boxster
or Acura NSX.
The small-diameter,
thick-rim steering wheel
gives the car a
sporty feel which
the nimble handling backs up.
The only real visibility
issue is the high rear shelf
which can partially
hide the view of the car
directly behind you.
The front seats are comfortable
with good side bolstering
and well-placed arm rests.
The rear seat is
a different story.
It's positioned extremely
low to the floor,
resulting in an uncomfortable
knee bend for adults
with no thigh support.
Toe space is also cramped
under the front seats.
Our test car is filled with nice
looking materials, including
suede and wood trim.
And the car gives off a
simple, futuristic vibe.
Since we had some fit-and-finish
issues with our last Model S,
we were curious how well an
all new car like the Model 3
would be put together.
But, so far, the
interior feels solid,
and we haven't noticed
any squeaks, rattles,
or misalignments.
The futuristic theme continues
with the Model 3's controls.
Other than two thumb wheels
on the steering wheel
and two stalks on the steering
column, the area in front
of the driver is
completely bare.
Every readout or
instrument-- including
the digital speedometer,
electric driving range,
and even the turn
signal indicators--
are located on the 15-inch
screen perched high
on the dashboard in
the center of the car.
And just about every
function is controlled
via that screen, including
the mirrors, the steering
wheel, and the speed of the
adaptive cruise control.
Some of our engineers
found it to be potentially
distracting and unintuitive.
But we'll know more after
we complete all of our tests
on the Model 3.
One of Tesla's
signature features,
autopilot, is available
on the Model 3.
And we ordered it
in our test car.
This $5,000 option lets
the car follow the road
and adjust speed on its own
for brief periods of time.
It's activated by pulling
down on the shift lever twice.
It's important to keep in
mind that the system isn't
designed to react to all
unexpected situations, which
means it's essential for
drivers to remain attentive,
engaged, and with their
hands on the wheel.
Forward collision warning and
low-speed automatic emergency
braking come standard
on the Model 3.
And Tesla promises that other
advance safety features,
such as high-speed
automatic emergency braking,
will become available
in the future
via over-the-air updates.
We're in the process of cycling
the Model 3 through our staff
as we put on break-in miles
before we begin our testing
regimen.
Be sure to check back to
see our full road test,
including the results of
our electric range test.
For more on electric cars,
check out consumerreports.org.
