A friend recently reached out, seeking advice on selecting a new company car. His career was flourishing, affording him a decent budget, and he was leaning towards family SUVs. However, he expressed reservations about electric vehicles, doubting their suitability for occasional long-distance journeys.
“Ah,” I thought, “perhaps you’re unaware of the advancements in EV technology.” Many modern electric cars now boast ranges exceeding 300 miles on a single charge. Furthermore, rapid charging stations can replenish a significant portion of the battery in approximately 30 minutes.
I suggested a couple of compelling EV options, but when the Tesla Model Y was mentioned – a vehicle with considerable merit – I felt compelled to add a caveat. “Owning a Tesla,” I ventured, “might inadvertently signal that you’re not deeply invested in cars, and perhaps not the most skilled driver. In fact, it might suggest, rightly or wrongly, a certain lack of car discernment.”
My friend paused, considering this. “Oh,” he responded, “so are Tesla drivers becoming the new stereotype, like BMW and Audi drivers?”
I reflected for a moment, recalling a recent encounter with a Tesla driver. This driver had pulled out abruptly in front of me, necessitating sharp braking, followed by a complete disregard for turn signals before executing a left turn.
“That’s one way to interpret it,” I conceded.
This observation is not intended to diminish Tesla’s remarkable achievements. The progress this American company has made in a relatively short period is undeniably extraordinary. Tesla has fundamentally reshaped the automotive landscape. As a brand perceived more as a technology firm than a traditional car manufacturer, its customer base often leans towards technology enthusiasts rather than dedicated car aficionados.
The updated 2024 Model 3 is poised to ignite excitement among these tech-savvy consumers. It amplifies Tesla’s distinctive “we’re not like other carmakers” ethos. The previous Model 3 featured a strikingly minimalist interior, devoid of a traditional instrument cluster ahead of the driver. Instead, all essential information, including speed, was displayed on a central touchscreen.
However, it still retained an indicator stalk. This is no longer the case. Turn signals, or indicators as they are known in the UK, are now activated via buttons integrated into the steering wheel.
While steering wheel-mounted controls are not unprecedented – Ferrari has employed this system for years – Tesla, unfortunately, hasn’t addressed the inherent ergonomic challenge. When navigating a roundabout and needing to signal a left turn at a right-hand lock, activating the indicator becomes unnecessarily cumbersome. This design choice might shed light on the behavior of the Tesla driver I encountered earlier.
Wiper controls have also migrated to the steering wheel, accessible via a single button: a quick press for a single wipe, a long press for windscreen wash, and a central touchscreen menu for adjusting wiper speed. This manual override is a welcome addition, as the automatic wipers in my test vehicle exhibited hyperactivity rivaling Elon Musk’s 3 AM Saturday morning tweets. Manual adjustment proved far more effective for the prevailing conditions, prompting me to ponder if a more intuitive method for wiper speed control might exist beyond touchscreen menus. Imagine that.
Similarly, adjusting the mirrors necessitates navigating through the touchscreen interface – another area ripe for potential improvement.
Having voiced these criticisms, I must acknowledge that the absence of an instrument binnacle didn’t particularly bother me. While some automotive journalists lament its omission, I found it relatively easy to monitor my speed peripherally. However, I concur with those advocating for a head-up display. Why a vehicle positioned as a premium offering lacks the option, at least, to project driver information onto the windscreen is perplexing. A head-up display would seamlessly resolve the information visibility issue.
Continuing the critique, the 2024 Model 3 lacks support for Android Auto and Apple CarPlay. While Bluetooth connectivity facilitates phone calls, and native apps cater to services like Spotify, Apple Music, and Tidal, Tesla mandates reliance on its integrated media players and navigation system. Online owner forums suggest workarounds, but these are less than ideal for seamless smartphone integration.
Furthermore, the Model 3 emits a horn chirp upon locking and unlocking – a feature that feels incongruous with a “premium” and “futuristic” vehicle. One might be grateful it’s not a fart noise, considering the inclusion of the “Emissions” app within the touchscreen interface, which offers a repertoire of flatulence sounds. This app can even be configured to trigger a fart sound when indicating, much to the amusement of my eight-year-old son (and likely no one else).
Speaking of questionable features, “Autopilot” proves to be more of an annoyance than an aid, at least in its basic iteration. My test car wasn’t equipped with “Full Self-Driving,” which remains a misnomer (fully autonomous vehicles are still a distant prospect on UK roads). Even the entry-level Tesla driver assistance system falls short of helpfulness. While it maintains lane position on motorways and a set distance from the vehicle ahead, attempting to overtake triggers its shortcomings. Upon indicating to change lanes, instead of facilitating the maneuver, it frequently fails to recognize the intended gap and disengages Autopilot mid-lane change. Ultimately, I opted to deactivate it entirely.
By this point, one might assume I harbored animosity towards the 2024 Model 3. However, this is far from the truth. In fact, it excels in several crucial areas, and the updated model represents a significant improvement over its predecessor in numerous aspects.
The styling, for instance, is considerably more aesthetically pleasing. The previous Model 3’s front end resembled a somewhat ungainly beetle. The redesign has refined this, eliminating fussy details, incorporating straighter lines, and introducing sleeker headlights. At the rear, the taillights are now seamlessly integrated into the boot lid, resulting in a more refined and attractive vehicle overall.
Opening the hatchback after rainfall no longer results in water ingress into the boot, thanks to a redesigned gully that channels water around the sides. The fact that this seemingly basic design flaw was present in the previous model underscores Tesla’s relative youth as a car manufacturer.
The wheels might appear slightly undersized, seemingly lost within the wheel arches. However, the increased tyre sidewall depth likely contributes positively to ride quality, which I will elaborate on shortly. Aerodynamic refinements have resulted in an even more streamlined body, achieving Tesla’s lowest drag coefficient to date (0.219Cd, for those interested in such metrics). This enhanced aerodynamics contributes to improved efficiency and, consequently, extended range.
Performance is currently offered in two tiers: quick and very quick. The rear-wheel-drive 2024 Model 3 achieves 0-60mph in 5.8 seconds, a figure comparable to BMW M3s from the mid-1990s. The dual-motor Long Range variant slashes this sprint time to a mere 4.2 seconds, placing it in Porsche 911 Carrera 4 territory. It’s highly probable that a Performance version will emerge in the future, potentially boasting sub-four-second 0-60mph acceleration.
Beyond outright speed, the ride quality and cornering prowess warrant commendation. The car exhibits impressive responsiveness, and the suspension is genuinely excellent. It strikes a commendable balance, providing a comfortable ride during cruising while maintaining composure through corners thanks to firm dampers. The steering is nicely weighted as well. Collectively, these attributes contribute to a sporty driving experience, yet in its base configuration, the Model 3 remains far from intimidating.
While engaging on winding roads, it also excels on extended motorway journeys. Road noise levels are generally low, reportedly reduced by up to 30 percent compared to the previous model, according to Tesla. However, in wet conditions, tyre roar from the wheel arches remains noticeable.
Tesla’s extensive Supercharger network, encompassing over 12,000 stations across Europe, is a significant selling proposition. With the 2024 Model 3, up to 172 miles of range can be added in as little as 15 minutes. Rumors circulate regarding potential further increases in charging speeds with forthcoming Supercharger upgrades.
Contributing further to its appeal, the new Model 3 boasts an official range of 318 miles per charge in its entry-level rear-wheel-drive guise. The all-wheel-drive Long Range version I tested extends this to a remarkable 390 miles – albeit at a £10,000 premium, priced at £49,990.
Regarding the reliability of these range claims, it’s heavily dependent on driving style and external factors like ambient temperature. However, the Model 3’s comprehensive data menus prove invaluable, and the range gauges accurately predict remaining mileage. My test car indicated 300 miles of range at the outset, and after a 91-mile journey primarily at motorway speeds, it displayed 198 miles remaining. This suggests not only a realistic and precise gauge but also exceptional efficiency.
Another 54-mile journey yielded an average consumption of 181 watt-hours per mile, equating to 5.5 miles per kWh. For a vehicle of this size, achieving over 4m/kWh is commendable; exceeding 5m/kWh is exceptional.
While electric rivals may not yet match this efficiency, they are closing the gap in terms of official range and price parity. The forthcoming Polestar 4, slated for release later this year, closely mirrors the Model 3 Long Range in both aspects. While Polestar is ultimately Chinese-owned, Tesla also faces increasing competition from more overtly Chinese manufacturers entering the market. The new BYD Seal, for instance, starts at £45,695 and offers a range of up to 354 miles on a full charge.
A word of caution is warranted here. Tesla has a history of implementing sudden price reductions without prior notice, often in response to the influx of competitively priced Chinese EVs. This practice has left some recent buyers finding their newly acquired vehicles would have cost thousands less had they waited just a day. Furthermore, existing owners experience a rapid depreciation in their car’s resale value.
And for every price cut Tesla enacts, Chinese manufacturers can readily match it. The Times recently reported that the BYD Dolphin, potentially priced upwards of £25,000 in the UK, is available in China for the equivalent of £13,000. This disparity highlights the intense price competition and the significant subsidies provided to domestic car manufacturers in China, far exceeding the reported subsidies that Tesla has benefited from.
Returning to the positive attributes of the 2024 Model 3, despite my reservations concerning certain aspects of the infotainment system (and its flatulence-themed features), it generally functions exceptionally well – responsive and logically organized. Children, both young and old, are captivated by Teslas, thanks to integrated games, including an off-road buggy racer controllable via the steering wheel and pedals. This allows children to interact with the car while charging. My own children particularly enjoy the sketchpad app, while musically inclined individuals might appreciate the Tracks app for creating songs.
Rear passengers are also well-catered for in terms of entertainment. A new screen positioned between the front seats provides rear occupants with entertainment options on longer journeys. In addition to climate control adjustments, they can stream TV shows and movies via apps for popular streaming services. The system is remarkably quick and intuitive; accessing Netflix, logging in, and streaming Teen Titans Go! took less than a minute. Disney+, Twitch, and YouTube are also pre-installed.
Bluetooth headphone connectivity ensures a peaceful and quiet cabin environment on long drives. The only remaining step for Tesla to achieve complete child-silencing bliss is the addition of a glass partition between the front and rear compartments.
Other noteworthy features include a highly responsive mobile app that establishes communication with the car faster than any other I’ve tested, and an aesthetically pleasing minimalist cabin adorned with a new LED strip spanning its width and customizable fascia panels, allowing for a degree of personalization.
The front phone holder is thoughtfully angled towards the passenger, convenient for using Waze navigation on a phone, and incorporates high-speed wireless charging – ensuring a net battery gain even while using the phone for navigation. However, the phone does tend to get somewhat warm during charging.
The 2024 Model 3 also features very comfortable seats and a generally good driving position, albeit slightly elevated for a saloon. The boot is surprisingly spacious, with additional underfloor storage (and further storage under the bonnet). Heated rear seats and USB-C sockets are conveniently located throughout the cabin, including two for rear passengers. The sole drawback for rear occupants is the low seat base, potentially causing taller passengers to experience their knees being positioned higher than their hips.
In conclusion, while the new 2024 Model 3 represents a substantial improvement upon an already commendable vehicle, none of its positive attributes would personally sway me to join the “Teslerati.” For devoted Tesla enthusiasts, no other alternative comes close. However, numerous individuals would likely consider any other EV before contemplating a Tesla. Personally, I would find it challenging to choose it over a BMW i4, Polestar 2, or Kia EV6.
As for my friend’s ultimate decision? He has scheduled an appointment at a Kia dealership to explore the new EV9.
Will can now be found on Bluesky: https://bsky.app/profile/wdron.bsky.social
