2023 Tesla Model 3 RWD review

2023 Tesla Model 3 Rear-Wheel Drive

Tesla was at one point a month from bankruptcy during the global roll-out of the Tesla Model 3 – introduced in the US in 2017, and Australia in 2019 – according to its controversial boss Elon Musk.

But the electric sedan has since become Australia’s best-selling electric vehicle to date, and the world’s best-selling electric vehicle until its reign ended after being overtaken by its Tesla Model Y SUV twin.

Indeed, the Tesla Model 3 even ended the Toyota Camry’s 28-year winning streak in the mid-size sedan category in Australia last year.

In car years, where six or seven years is the typical model-cycle of a vehicle before it is replaced by a new model, the Tesla Model 3 is getting old.

Tesla has tweaked the car since launch – bigger batteries, new electric motors, mild design changes and new software – but it is fundamentally the same vehicle that arrived in overseas showrooms six years ago.

There is a significant update on the way later this year or early next year – known as ‘Project Highland’ to Tesla fans – which promises a new look, refreshed interior, new technology and more advanced driver-assistance cameras.

With more choice than ever in the electric-car market, is the Tesla Model 3 still one of Australia’s best electric cars in 2023 or should you wait for the updated model?

How much does the Tesla Model 3 cost in Australia?

Tesla prices in Australia have long been a moving target, as the electric-car giant chooses to nip and tuck the price – from small increases to big cuts – as demand fluctuates, and production costs and inflation change.

At the time of testing in July 2023 – after a $3900 price cut on 1 July – the entry-level Tesla Model 3 Rear-Wheel Drive was listed at $57,400 plus on-road costs, its lowest-ever price, or just over $60,000 drive-away in New South Wales (according to Tesla’s website).

The vehicle on test is fitted with Red Multi-Coat paint for $2400 more, and larger 19-inch Sport wheels for $1800 extra (standard are 18-inch alloys with ‘Aero’ wheel covers), for a total price of $61,600 plus on-road costs, or $64,501 drive-away in NSW.

Rivals for the rear-drive Tesla Model 3 include the Hyundai Ioniq 6 Dynamiq sedan, Polestar 2 Standard Range Single Motor sedan, and Cupra Born hatchback.

However, all of these competitors are dearer – priced from $74,400 for the Hyundai, $67,400 for the Polestar, and $59,990 for the Cupra (all before on-road costs) – though they offer between 20km and 123km more claimed driving range than the Tesla’s 491km rating.

Standard features in the base Model 3 include synthetic leather-look upholstery, LED headlights, a 15-inch touchscreen, tinted panoramic glass roof, dual wireless phone charging pads, power-adjustable front seats, heated front and rear seats, a heated steering wheel, a power boot lid, and four USB-C ports.

However, there are some omissions: Tesla continues to persist without an instrument display ahead of the driver – instead placing the speed readout in the corner of the large centre touchscreen – and there is no Apple CarPlay or Android Auto (but Bluetooth and in-built navigation are included).

Key details2023 Tesla Model 3 RWD Price$57,400 plus on-road costsColour of test carRed Multi-CoatOptionsRed Multi-Coat paint – $2400
19-inch Sport wheels – $1800Price as tested$61,600 plus on-road costsDrive-away price$64,501 (NSW)RivalsPolestar 2 | Hyundai Ioniq 6 | Cupra Born

How much space does the Tesla Model 3 have inside?

While there have been changes to the Tesla Model 3’s interior since launch six years ago, including a new centre console in 2020, the minimalist layout of the cabin has barely been touched.

Nearly all of the vehicle’s functions – from headlight and wiper controls, to adjusting the steering column, and the speed display – are managed through the 15-inch touchscreen in the centre of the dashboard.

We will go into depth about the touchscreen in the next section, but the ‘Cliff Notes’ are that once you familiarise yourself with the system, it is easy to use – but we would still prefer physical controls for basic functions such as headlights, wipers, mirror adjustment, opening the glovebox, and key air-conditioning and media functions.

The driving position is low, despite the battery pack under the floor. The height of the floor in the driver’s footwell is lower than the rest of the interior – avoiding a compromise seen in other electric cars, where the high floor due to the battery pack underneath means the driver’s legs are perched off the seat base, making it hard to get comfortable.

Forward visibility is excellent – with a large windscreen, low bonnet and short overhangs – while the side windows are large, and the expansive glass roof lets lots of light in, though it can quickly heat up the cabin on hot days.

Rear visibility is poor due to the high boot lid, which when stopped in traffic means you can’t see much below the driver’s head in the car behind you.

The front seats – with power adjustment and heating – offer a reasonable blend of long-distance comfort and support. However, for me there were pain points at the back of the seat base that caused some irritation on a long drive – but you may not have this issue – and we’re not sure how well the synthetic leather-look trim will perform on a hot summer’s day.

The heated steering wheel – trimmed in leather-like material – is small for easier parking. We like the thick rim, but it may not be to all drivers’ tastes, and it is adjusted by activating the left scroll wheel through a menu in the touchscreen, which is fiddly and more time consuming than a mechanical lever.

When they’re not controlling the wheel’s position, the dials on the steering wheel change the volume, current song, and enable the voice assistant. The stalks behind the steering wheel activate the indicators (left stalk), and change gears or turn on cruise control (right stalk).

Tesla has made big steps forward in recent years with perceived build quality. Our Chinese-made test vehicle – which we collected with less than 50km on the odometer – was screwed together well, with no rattles to note at this early stage, or any large panel gaps.

There is plenty of storage space up front: a large centre console, another deep storage area ahead of the two cupholders, and modestly sized door pockets, though the glovebox is on the small side, and again can only be opened through a menu in the touchscreen.

Amenities up front include dual wireless phone charging pads, two USB-C ports in the front-centre storage compartment, and keyless entry and start.

In the rear, I can sit behind my 186cm driving position with ample headroom below the glass roof.

Legroom is reasonable – my knees do not touch the seats in front, but there is more room in the back of a Hyundai Ioniq 6 – while toe-room under the front seats is okay by electric-car standards, though less than a similarly sized petrol car.

Tall passengers can find their legs are lifted off the seat base, as the floor is flat due to the battery underneath, and there is no cut-out like that seen in the driver’s footwell.

There are heated outboard seats, a fold-down centre armrest with cupholders, map pockets on each front seat, rear air vents, two more USB-C ports, three top-tether points for child seats, and two ISOFIX anchor points.

Boot space is rated at 561L behind the rear seats – accessed by a power tailgate, and a modestly sized opening – that includes a large storage area hidden under the boot floor for cables or backpacks. If you’re creative with the space – removing the cover over the under-floor storage – and orientation of items, you can squeeze two full-sized suitcases in the boot.

There’s a further 88L of luggage space for backpacks or shopping bags under the front ‘bonnet’.

The trade-off for the space is a lack of any form of flat-tyre solution, even a puncture repair kit common in most electric cars.

2023 Tesla Model 3 RWDSeatsFiveBoot volume561L seats up (including under-floor storage)
88L front storage areaLength4694mmWidth1933mmHeight1443mmWheelbase2875mm

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

The focal point of the Model 3’s cabin is the giant 15-inch centre touchscreen, which controls almost every vehicle function.

When we say it controls almost everything, we mean it: simple tasks such as adjusting the steering wheel column, turning on automatic headlights or opening the glovebox require at least two taps into the touchscreen.

The myriad menus are daunting at first, and there will be a learning curve for new drivers, but once you get used to the system’s layout it becomes very easy to use, with quick responses and minimal loading times thanks to great computing power.

We would still prefer some physical controls for basic functions: mirrors, steering wheel adjustment and headlight modes, as well as air-conditioning temperature and fan speed.

There is no Apple CarPlay or Android Auto, but popular apps such as Spotify, Zoom and Apple Music are built into the system, and the embedded satellite navigation is easy to use, includes Supercharger locations, and is powered by Google Maps.

Tesla fans will argue the infotainment system is fast and well-equipped enough to not need Apple CarPlay or Android Auto. But if they are standard on a $19,000 Kia Picanto city hatch – Australia’s cheapest new car – there is no reason such a fundamental feature can’t be included in Tesla vehicles.

The infotainment system also does not integrate apps such as Waze navigation or PlugShare (for finding non-Tesla electric-car chargers), which Apple CarPlay and Android Auto can. There is a work-around available by opening the websites for these apps in the car’s in-built web browser, but this is a flawed solution.

There is FM and DAB+ digital radio, but no support for AM radio – which continues to play a potentially life-saving role to distribute emergency alerts in bushfires, floods, and other natural disasters in rural areas without phone service or FM radio coverage.

Tesla continues to persist without any form of dedicated instrument screen or head-up display, and places the vehicle’s speed in the corner of the touchscreen. It is a frustrating omission for Australia where speed cameras are frequent and speeding is so strictly enforced.

The quality of the cameras is good, and the front and rear parking sensors on our April 2023-built vehicle – which retains traditional ultrasonic sensors, rather than the camera-based system now on US-made models – were accurate, but a 360-degree top-down camera would be a handy inclusion. 

The sound system is a highlight. It was developed in-house and lacks any big-name branding – and is not the ‘premium’ system in more expensive Model 3 variants – but still sounds better than many premium-branded stereos we’ve tested in other cars, and will please all but the most hardcore audiophiles.

Is the Tesla Model 3 a safe car?

The Tesla Model 3 earned a five-star ANCAP safety rating in 2019 based on test protocols that are not as strict as those in force today.

It earned scores of 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.

This score is scheduled to expire on 1 January 2026. All vehicles built from this date will be marketed as “unrated”.

2023 Tesla Model 3 RWDANCAP ratingFive stars (tested 2019)Safety reportLink to ANCAP report

What safety technology does the Tesla Model 3 have?

Standard on the Tesla Model 3 is the company’s so-called Autopilot advanced safety suite which, technically, is only semi-autonomous at best. It includes autonomous emergency braking, adaptive cruise control, lane-keep assist, lane-centring assist, blind-spot cameras, front and rear parking sensors, automatic high beams, and a reversing camera.

The optional $5100 Enhanced Autopilot package adds automatic lane-change functionality, hands-free automatic parking, a ‘Summon’ feature that can autonomously drive the car from a parking space in an open car park to the owner, and a more advanced highway driving system that can overtake cars.

The flagship driver-assistance option is Full Self-Driving, which is available to order for $10,100 – but can’t be enabled in Australia yet. It is said to be capable of slowing or stopping for traffic lights and stop signs, and can allow the car to drive semi-autonomously (with human supervision) in urban areas, under the right conditions.

The airbag count runs to six: dual frontal, front-side (torso) and full-length curtain (head) airbags.

We experienced no false activations of the autonomous emergency braking system in our time with the car. 

However, the Autopilot highway driving aids – including adaptive cruise control and lane-keep assist – were not enabled on our test vehicle. 

Tesla says the cameras that power these systems require up to 160km of freeway driving to “calibrate” before they can be used, but despite covering double this distance in our week with the car in the recommended conditions, the calibration was not completed. 

We flagged the issue with Tesla Australia, but the systems could not be turned on before the end of our one-week loan, and we were unable to evaluate their effectiveness. As a result, we have scored this category at 7.0 – a ‘pass mark’, or the category average under our rating criteria.

How much does the Tesla Model 3 cost to maintain?

The Tesla Model 3 is covered by a four-year/80,000km vehicle warranty – whichever comes first – and a battery warranty that guarantees the pack will retain at least 70 per cent of its capacity after eight years or 160,000km.

The vehicle warranty is short compared to competitors, and Tesla is now the only Top 20 new-car brand that offers less than five years of warranty coverage.

Tesla does not quote a routine maintenance schedule for its vehicles like other carmakers, instead servicing is “condition-based”, and is only required when the vehicle detects an issue that needs fixing.

However, Tesla does list “recommended” maintenance intervals for a few aspects of the vehicle: 

Every 10,000km, or if tread depth difference is 1.5mm or greater: Rotate the tyresEvery year or 20,000km, for vehicles in cold-weather regions: Cleaning and lubricatingEvery two years: Check brake fluid health, and replace if neededEvery two years: Replace cabin filter (new filter costs $26)Every four years: Replace the air-conditioning desiccant bag 

Some of these maintenance tasks – such as the cabin filter replacement – do not require the vehicle to be taken into a dealership, and can be completed by ‘mobile service’ technicians that can come to an owner’s home or workplace.

A year of comprehensive insurance coverage from a leading insurer costs $2330, 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 is higher than electric-car competitors such as the Cupra Born with Performance/Interior Packs ($2024), Hyundai Ioniq 6 Dynamiq ($1580) and Polestar 2 Standard Range Single Motor ($2207).

At a glance2023 Tesla Model 3 RWDWarrantyFour years, 80,000km
Eight years, 160,000km (high-voltage battery)Service intervalsCondition-based (see above)Servicing costsNot available

Is the Tesla Model 3 energy-efficient?

Tesla claims energy efficiency – based on European WLTP test procedures – of 14.4kWh per 100 kilometres in mixed (urban and highway) driving, making it Australia’s second-most efficient new electric vehicle behind the Hyundai Ioniq 6 Dynamiq.

Over more than 500km of city, highway and country-road driving, we beat the claim with energy consumption of 13.9kWh/100km – or 139Wh/km, as shown on the car’s trip computer.

Tesla does not specify the capacity of the battery, but based on its voltage (345 volts, as specified in the owner’s manual) and its amperage (173A, as listed in Australian government approval documents filed by Tesla), it is estimated to hold about 59.7kWh.

Compared to the WLTP driving range claim of 491km, we achieved the equivalent of 430km of real-world range.

Electric vehicles are meant to be most efficient in start-stop driving in the city – when their motors can recoup the most energy using regenerative braking – and thirstier at sustained, high speeds on the freeway.

However – unusually – we saw the opposite in our testing, recording energy efficiency of 13.6kWh/100km on a 100km/h to 110km/h highway loop – albeit one with plenty of hills that wasted more energy on the way up, but maximised energy recuperation on the way down.

We also faced a few minutes of stop-start traffic on one downhill section of the loop. Adjusting for this brings the efficiency figure closer to 14kWh/100km – still beating the claim, which is remarkable for a highway cruise.

This Model 3 variant is fitted with a lithium iron phosphate (LFP) battery pack. Unlike lithium-ion or nickel-manganese-cobalt batteries in other electric cars – charging which beyond 80 per cent frequently can speed up battery degradation – LFP batteries can be regularly charged to 100 per cent without causing damage.

Tesla claims this Model 3 can charge at up to 170kW on a DC public fast-charger, or 11kW on a home AC wall-box.

On a 250kW Tesla Supercharger in Sydney’s south, we observed the 170kW peak speed for a few moments after plugging in at nine per cent charge, before dropping to 128kW by 20 per cent, and falling below 100kW by 40 per cent.

A 10 to 80 per cent recharge was completed in 30 minutes and 15 seconds in our testing. The charging speed decreased in a remarkably linear fashion as the battery filled up. We took notes on the charging speed, battery percentage and time in five per cent intervals as the battery charged, and have included them in the table above.

A few caveats: the battery must be ‘pre-conditioned’ (heated) to the optimum temperature to charge at its quickest. 

The car will automatically do this if you set the navigation to a Tesla Supercharger, but not any other DC charging station from Evie, Chargefox, BP Pulse or another provider. We learned the hard way when we connected to a 350kW Evie socket at 5 per cent charge and saw the 170kW peak for a few seconds, before dropping to 121kW by 10 per cent, and holding a flat 110kW rate until we pulled the plug (no pun intended) at 40 per cent.

What is the Tesla Model 3 like to drive?

Powering the Tesla Model 3 is a single electric motor developing 208kW – according to certification documents filed by Tesla with the Australian Government, as the carmaker does not publish power specifications – driving the rear wheels.

Performance is almost hot-hatch quick, with sharp accelerator-pedal tuning that pushes you into the back of the seat, and power that doesn’t start to taper off until the speedometer hits 80km/h or 90km/h.

One of the few performance metrics claimed by Tesla is a 6.1-second 0–100km/h acceleration time, though in our testing we recorded a 6.4-second sprint comparable with a current Volkswagen Golf GTI hot hatch.

The Tesla Model 3 is light by electric-car standards, tipping the scales at 1760kg tare – more than 200kg less than a Hyundai Ioniq 6, and only 40kg heavier than a four-cylinder petrol Mercedes-Benz C-Class (C200) without any batteries to lug around.

It pays dividends in handling, which is sharp thanks to ultra-quick but precise steering, minimal body roll, and great traction out of bends from an effective traction-control system that eliminates any wheel slip, and quality 235/40 R19 Hankook Ventus S1 Evo3 tyres on our test vehicle.

On a twisty road, the Model 3 feels light on its feet and is very easy to drive quickly, though some enthusiast drivers coming from petrol-powered sports sedans may find the poise of the Tesla a touch clinical at times.

There is only one level of regenerative braking, though drivers can choose how the car behaves at low speeds: Creep (akin to a traditional automatic-transmission car), Roll (coasting as if the car was in neutral), and Hold (a ‘one-pedal’ mode that brings the vehicle to a full stop without the need to touch the brakes).

We left the car in Hold mode during our week of testing, and found the system easy to use once you learn how to modulate the accelerator pedal to come to a full stop on the line at the traffic lights.

When more braking force is required, the brake pedal feels confident and easy to modulate, and the low weight (for an electric car) helps the Tesla Model 3 RWD pull up from 100km/h in a respectable 37.4 metres in our testing.

Around town, the Tesla Model 3 is easy to drive thanks to the quick and direct steering –with three modes to vary its weight – and a fleet of cameras and sensors around the car, and auto-dipping side mirrors to assist with parking.

What is less impressive, and has long been a criticism of Tesla vehicles, is ride comfort.

Occupants feel more of our pot-holed city and suburban streets than in other electric cars we’ve tested (such as the Hyundai Ioniq 6 and Cupra Born), and ripples in the road – or the reflectors along lane markings on a country road – can at times transmit jitters into the cabin.

It would not be a deal-breaker for us – and the Model 3 is by no means too stiff or harsh to live with day-to-day – however it is on the firmer side of comfortable compared to its peers, and buyers coming from some petrol-powered cars may expect a more comfortable experience.

A touch more tyre roar can be heard in the cabin than we’d like, and there can be some noise from the suspension at high speeds on a rough country road. Wind noise is well suppressed, though some buyers have complained about wind noise on cars with misaligned panels.

The headlights are bright under low and high beams, but we experienced some glitches with the automatic high-beam function activating full light power in a well-lit suburban area when it wasn’t needed – and not remaining on when it was needed. We also could not manually activate high beam. We suspect a glitch.

Key details2023 Tesla Model 3 RWDEngineSingle electric motorPower208kW Torque420Nm (estimated)Drive typeRear-wheel driveTransmissionSingle-speedPower-to-weight ratio118kW/tWeight (tare)1760kgSpare tyre typeNoneTurning circle11.6m

Should I buy a Tesla Model 3?

If you want an electric car and have about $60,000 to spend, the base-model, rear-wheel-drive Tesla Model 3 should be near the top of your consideration list.

Few other electric cars at this price point offer this much metal for the money, with excellent energy efficiency, a reasonable driving range, well-presented and well-equipped cabin, quick technology, and strong performance in a straight line and around corners.

Despite continual improvements since it came to Australia four years ago, the Model 3 is not perfect. Ride comfort is taut, and there are some notable omissions – including a dedicated instrument display, Apple CarPlay, Android Auto, AM radio, and a tyre repair kit or spare wheel.

The warranty is also shorter than the industry average – in both time and distance – and it can be expensive to insure.

However, overall the Tesla Model 3 is an impressive electric car that, for many buyers, will nail the brief.

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