2024 Tesla Model 3 Long Range review

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2024 Tesla Model 3 Long Range

The Tesla Model 3 first appeared on the public's radar at its global launch back in 2017. But Australians had to wait until 2019 before they too could buy in to the phenom that Tesla had become in the world of electric cars. And buy it, Australians did, the Tesla Model 3 easily one of the two most popular electric cars on the market, eclipsed only by another Tesla, the Model Y mid-size SUV.

Fast-forward to 2024 and the Model 3 has undergone the biggest update of its seven-year-long life, and while it might not look like it, according to the US car maker, 50 per cent of the car is new.

Certainly, it's a comprehensive update, even if it outwardly the changes are minimal. Tesla-spotters, of course, will note the new headlights, new bonnet, restyled bumper, new front doors, tweaked rear bumper, new boot lid and redesigned tail-lights.

Underneath, there are new alloy wheels (and new tyres), a revised suspension set-up, while inside the dash has undergone a redesign, as has the centre console. The seats are new too, while the infotainment screen is, not that you'd notice, fractionally larger.

And Tesla has taken minimalism to new levels by deleting both the indicator and gear selector stalks, and replacing them with, respectively, buttons on the steering wheel and a slider located on the infotainment screen.

The updated range started arriving in Australia earlier this year, and we've previously tested the entry-level rear-wheel-drive model as well as the gung-ho Performance variant and its slightly bonkers 3.1-second 0–100km/h claim.

Now, though, it's the turn of the mid-spec 2024 Tesla Model 3 Long Range AWD, the variant with the longest driving range in the model's Australian line-up.

How much is a Tesla Model 3?

Like the rest of the Model 3 line-up, the Long Range AWD has benefitted from aggressive price cuts in recent months.

Tesla has slashed almost 10 per cent from the Model 3's list price since this update launched in September 2023. Then, it landed with a price tag of $71,900 before on-road costs. Just 12 months later, and after three rounds of the accountant's razor, the Model 3 Long Range AWD is now priced at $64,900 before on road costs.

But, adding a few options will see that price balloon and quickly. Our test car was finished in that striking shade of Ultra Red, a $2600 option, while the stark white and black interior adds a further $1500. And those 19-inch 'Nova' alloys? Another $1800.

All up, our test car rolled out of the Tesla warehouse priced at $70,800 before on-road costs or around $76,453 drive-away in NSW.

At that price, the Model 3 undercuts most of its rivals, with only the BYD Seal offering any resistance.

The new-kid-on-the-block BYD Seal gets under way at $49,888 before on-road costs for the rear-wheel-drive Dynamic variant. Comparing like-for-like, the top-spec BYD Seal Performance AWD is priced from $68,748. That brings, as the name suggests, twin electric motors and 520km of driving range (WLTP tested).

The Polestar 2 in Long Range Dual Motor trim is priced from $71,400 before on-road costs and comes with an 82kWh battery and a driving range of 596km.

You need to spend around $83,000 to land a comparable Hyundai Ioniq 6, the twin-motor all-wheel-drive Dynamiq and its 614km of driving range.

Tesla has refreshed some of the Model 3's standard equipment with this update. New for 2024 are redesigned front seats with heating, and now also with ventilation. The touchscreen is larger (15.4 inches against the older model's 15-inch), while second-row passengers score a new 8.0-inch touchscreen.

There’s also ambient interior lighting, new 18-inch alloy wheels with aero covers, while the Model 3's blind-spot monitoring system has been updated to include warning lights on the door mirrors.

Carryover features from the previous model include satellite navigation, Bluetooth connectivity, synthetic leather seat trim, a heated steering wheel, heated rear seats, twin wireless smartphone charging pads, a powered boot lid and a tinted glass roof. There's also Tesla's suite of advanced safety technologies detailed later in this review.

How big is a Tesla Model 3?

The changes in the cabin are subtle with some restyled elements such as the dashboard, centre console and steering wheel. But largely, the cabin remains a familiar – and pleasantly minimalist – place to be.

The new front seats are supportive and comfortable, sitting nice and low in the cabin. Our test car's optional stark white interior looks, to my eye, terrific and adds a lightness to the cabin that's hard not to like.

The seats are power-adjustable in myriad ways, heated, and for this update are cooled as well. The steering wheel has also been redesigned, but is still notable for its thickness and its fiddly adjustability. To move, the steering wheel requires finding the appropriate setting in the central touchscreen and then using the scroller located on each spoke of the wheel to adjust for tilt and reach. It's not the only function accessed via the central screen.

Storage amenities up front include a pair of cupholders and generous door pockets in addition to a decent central storage bin and another deep compartment in the centre console ahead of the cupholders. There's also a glovebox, but it can only be opened via the touchscreen or voice command.

The second row is comfortable with supportive outboard seats and plenty of room in all key areas. Second-row passengers are treated to a new 8.0-inch touchscreen used to switch on (or off) seat heating, move the direction of the air vents, and run streaming services such as Netflix.

Convenience items in the second row include a fold-down armrest with a pair of cupholders, door pockets, a pair of USB-C outlets for keeping devices topped up, ISOFIX child seat mounts on the outboard seats, as well as three top-tether anchors.

Boot space has increased with this update too, Tesla now quoting 594L, up from the pre-updated model's 561L. That 594L includes a decently sized underfloor compartment capable of taking an overnight bag or a carry-on luggage-sized suitcase. There's additional storage under the bonnet, Tesla quoting 88 litres of available space, easily enough for a carry-on suitcase.

Don't look for a spare tyre or even a tyre inflation kit, Tesla Australia stinging owners an extra $125 for the latter. Ouch.

Does the Tesla Model 3 have Apple CarPlay and Android Auto?

A new central touchscreen, now measuring 15.4 inches (up from the 15 inches of the pre-facelifted Model 3) is, literally, the nerve centre of the Model 3.

It controls almost all of the car's vital functions – from adjusting the steering wheel, the side mirrors, A/C temperature, fan speed, opening the glovebox, opening the boot and the bonnet, and for this update, selecting gears – the touchscreen controls the Model 3's beating heart.

It's a confusing and occasionally frustrating experience at first, but with ongoing use comes familiarity, and with it initial frustrations melt away and the system starts to make sense.

Certainly the clarity of the graphics, the neat if complicated menu structure soon starts making sense and becomes second nature.

Where Tesla's system loses some shine is in the brand's continued omission of Apple CarPlay and Android Auto smartphone integration, the brand preferring to keep the user experience in-house.

And once you become accustomed to it, it's a mostly excellent native operating system, Tesla's mastery in tech coming to the fore.

With no access to Apple or Android connectivity, Tesla's inbuilt satellite navigation needs to be good. And, it is. Powered by Google Maps, the interface is easy to use, with super-clear graphics and route guidance, including the location of Tesla's extensive Supercharger network. If you have to go native with your satellite navigation, then Tesla's system stands tall.

But, it's not all wine and roses. We lament the lack of any digital instrumentation, other than a small speed read-out in the top-right corner of the screen. It's not in an intuitive position and means you take your eyes off the screen to check your speed and can be a little more distracting than if it were, say, just below the driver's line of sight in the innate position. But, like all things, you do become accustomed to it.

Adding some decent functionality is Tesla's excellent smartphone app, which offers a variety of remote functions including preconditioning the climate controls, checking the state of charge, and the location of your Model 3 (in case you've misplaced it, presumably), as well as the Summon feature that allows the car to be moved forward and backwards without the driver inside.

Is the Tesla Model 3 a safe car?

The pre-updated Tesla Model 3 earned a five-star safety rating from ANCAP based on testing in 2019 conducted by its sister organisation, Euro NCAP.

However, that ANCAP score applies only to 2019–23 models, leaving this 2024 updated and face-lifted car 'unrated', the changes both on and under the skin significant enough for ANCAP to deem it different enough to not carry over the incumbent's safety score.

For context, the older model achieved 96 per cent for adult occupant protection, 87 per cent for child occupant protection, 74 per cent for vulnerable road user protection (pedestrians and cyclists), and 94 per cent for safety assist technology.

It's worth noting that Tesla has made some structural changes to the Model 3, including strengthening the doors, and designed to meet increasingly stringent US side-impact protection protocols.

And new in this update is a centre airbag that deploys between the driver and passenger seats in the event of an accident and mitigates against head clashes between occupants.

What safety technology does the Tesla Model 3 have?

Tesla's list of advanced safety systems is long. Tesla calls its suite of safety technologies 'Autopilot'. It bundles in adaptive cruise control, lane-keep assist, and lane-centring assist, autonomous emergency braking, blind-spot cameras, blind-spot monitoring lights, traffic sign recognition, a driver attention warning, and individual tyre pressure monitors.

One key safety technology conspicuous by its absence is rear cross-traffic alert, not available in the Model 3, not even as an option. It's a strange omission for a car maker that makes much ado about the self-driving capabilities of its range.

Buyers can option the $5100 Enhanced Autopilot pack that brings automatic lane changing, the ability for the Model 3 to park itself, a feature called 'Summon' which will, via the Tesla app on your smartphone, extricate the Model 3 from a parking spot or garage remotely.

Our time with the Model 3 was, for the most part, event-free in terms of safety technologies, although we had one slightly worrying moment when the autonomous emergency braking intervened unnecessarily, reacting to a car entering from a side street into the lane adjacent to the one I was travelling in.

My human brain had no issues with the turning car, but Tesla's brain thought otherwise and automatically slammed on the brakes while travelling at the sign-posted 80km/h. The sight of LandCruiser 70 Series grille filling my rear-view mirror is one I won't forget in a hurry.

A complement of seven airbags – dual front, front-side, full-length curtain and new front-centre – covers both rows of occupants.

How much does the Tesla Model 3 cost to run?

Tesla covers the Model 3 with a meagre four-year/80,000km warranty which is, let's face it, below par in today's landscape where five years and unlimited-kilometre coverage is increasingly the norm.

Further, and more in line with the electric vehicle segment, and slightly better than most of its rivals in terms of distance, Tesla warrants the battery pack will retain 70 per cent of its capacity for eight years/192,000km.

Tesla doesn't quote servicing intervals. Instead, servicing is 'condition-based' meaning the car will notify owners when it detects a fault or when it's time to visit the Tesla workshop.

A year of comprehensive insurance coverage from a leading insurer costs $2549, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

This compares favourably against the similarly priced BYD Seal Premium ($2803), but falls well short of both the Hyundai Ioniq 6 Dynamic AWD ($2172) and Cupra Born ($2294).

What is the range of a Tesla Model 3?

Tesla claims the Long Range Model 3 and its 79kWh battery are good for 629km of driving range based on European WLTP testing.

Tesla also claims an energy consumption figure of 14.0kWh per 100 kilometres, and while we didn’t quite match that claim, we came desperately close over our time with the Model 3, seeing an indicated 14.8kWh/100km.

This was achieved over a variety of driving conditions, including the usual day-to-day commute in traffic, long loping highway runs, and even some more spirited driving over one of our favourite stretches of rural back road.

It's a decent return against Tesla's claim and one that points to, in our case, a real-world driving range of 534km, well shy of the quoted range of 629km. But, in mitigation, spending less time in traffic somewhat negates the Model 3's ability to recuperate energy from braking and coasting, something that would quickly see us get closer to the claimed range.

The Model 3 Long Range's 79kWh battery differs from the entry-level rear-wheel-drive single-motor variant, which is fitted with a lithium ferrophosphate (LFP) battery that doesn't hold as much energy, but does have the benefit of a longer lifespan.

Here, though, in the Long Range, Tesla has fitted a nickel manganese cobalt (NMC) battery pack with larger capacity (79kWh against the RWD's 60kWh) and which can take a maximum charge rate of 250kW (against the LFP's 170kW).

That means faster charging times, although it's worth noting NMC batteries don’t love being recharged to 100 per cent, Tesla recommending capping it at 80 per cent to preserve battery longevity, unless you absolutely have to fill her up to the brim.

Tesla claims using a 250kW Supercharger will see the NMC battery replenished from 10–80 per cent in 31 minutes while using a 50kW public charger will take 1h 13min. Using an 11kW home wallbox will see the battery replenished overnight, taking an estimated 7h 58min. Our real-world test using a Tesla 250kW Supercharger didn't quite give us the maximum rate, peaking instead at 221kW for a 10–80 per cent charge time of 33 minutes.

What is the Tesla Model 3 like to drive?

While the Tesla Model 3 Long Range prioritises driving range over performance, that doesn't make it exactly slow. Sure, it can't quite match the neck-snapping 3.1sec 0–100km/h claim of the range-topping Model 3 Performance, but it ain't no slouch.

Tesla says it'll take 4.4 seconds to cover the benchmark 0–100km/h sprint in the Long Range, although our real-world testing didn’t quite match that claim, stopping the clock at 4.6 seconds.

But we're splitting hairs here, because what the Long Range does, and does really well, is behave impeccably no matter the driving scenario.

And we threw everything at it in order to find out. Around town, that 4.4sec claim proves more than adequate to move away briskly from traffic lights, and in a manner that doesn’t push you into the back of your seat.

Instead, it's a measured acceleration, rapid yes, but also well within the boundaries of reasonable.

Tesla has also made much of its revised suspension set-up with this update, which has improved ride quality over the pre-updated model. Frequency selective adaptive dampers do a great job of ironing out the lumps and bumps of everyday driving, while also offering a level of comfort and compliance Tesla hasn't always been known for. It's a big improvement over previous iterations of the Model 3.

Still, there's that 1824kg weight impost to consider and it's hard to disguise. And yet, the Model 3 feels lighter and more agile than its weight would suggest. Certainly, hustling through some corners highlighted that this Model 3 is well sorted when it comes to dynamics; a surprisingly capable and fun car to drive with some intent.

The steering too is nice and meaty, and can be dialled up to offer even more heft, although we found the changes incremental rather than starkly different.

Regenerative braking – which harvests energy and feeds it back into the battery pack – is an all-in affair, i.e. always on and always allowing for single-pedal driving. And while systems like this can sometimes display a telltale transition between regenerative and friction braking via a step, or 'clunk' in pedal feel, that's not the case here, the transition smooth and seamless.

A few bugbears. Tesla has, with this update, done away with a traditional gear selector in favour of a screen-based set-up. It's easy enough to use, but can be a little fiddly in that there are moments when you select 'D' for drive on the screen and nothing happens.

Similarly, when opting for reverse. It's not a deal-breaker, and you do, like everything else, get used to it. But forget about those fast three-point turns for a rapid getaway. Or even a rock star parking manoeuvre. Inputs need to be thoughtful and deliberate.

And the indicator buttons located on the left-hand spoke of the steering wheel also take some getting used. They've replaced, you guessed it, the traditional indicator stalk and are stacked on top of each other, the top for left- and the bottom for right-hand indicating.

Surely a system where a button on the left-hand spoke indicates your intention to make a left turn and one on the right-hand spoke for right turns would have been a little more intuitive. Change for change's sake, we feel.

They are, in the scheme of things, minor grievances that take little away from the driving experience, which is at once smooth, predictable and surprisingly athletic. This is an EV that can transport its occupants in quietude and comfort and yet, should the occasion demand it, can also prove a more than adept sporty car to drive. It's fast, without being ridiculously so, and it's engaging enough to leave you with a smile on your face.

Should I buy a Tesla Model 3?

It's easy to see why the Tesla Model 3 has become the number-one-selling medium sedan in Australia. Effortless emissions-free motoring but with an inherently well-sorted chassis and drivetrain, the Model 3 continues to be the benchmark electric car.

And the recent multiple rounds of price cuts have made what was already an attractive proposition in the EV segment even more compelling.

Better yet, the updates to the Model 3 are more than skin deep and have made what was already the benchmark EV even better.

We'd love to see Apple CarPlay and Android Auto form part of the mix, their omission a notable brickbat in a sea of bouquets. And Tesla's warranty is shorter than what today's buyers expect in the new car landscape. And $125 for an optional tyre repair kit? Gimme a break.

But, there's no arguing that the Tesla Model 3 sits atop the EV world, its blend of performance, technology, efficiency and driving range one that few, if any, electric cars can match.

How do I buy a Tesla Model 3? The next steps.

The Tesla Model 3 remains a popular option amongst EV buyers, meaning you may have to wait a little while before taking delivery. Tesla typically delivers its range of vehicles to Australia in quarterly batches.

Tesla does offer test drives via its retail centres. You can find your nearest Tesla store here.

As Tesla does not operate a traditional dealership network, the only way to place an order is online. To configure and place an order for the updated Model 3, visit Tesla's website.

Other similarly priced electric cars to add to your short list include the BYD Seal Premium, Polestar 2 Long Range and Hyundai Ioniq 6 Dynamiq AWD. And buyers looking for an older Model 3 can search classified listings on Drive Marketplace.

And stay up to date with all the latest Tesla news from Australia and around the world.

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