Should I buy a 2023 Tesla Model 3 or a Cupra Born?

Choice in the electric-vehicle market in Australia is growing rapidly, and over the past six months that’s been most evident at the ‘affordable’ (by electric-car standards) end of the spectrum.

Five years ago, there were just four electric vehicles available for less than $60,000 plus on-road costs. Today there are 14; nine in showrooms now and five more available to order ahead of first deliveries later this year.

The catalyst for this comparison is one of the newest contenders in that category, the Cupra Born hatch.

Built by Volkswagen’s sporty Spanish subsidiary Cupra, it is the first electric vehicle from the VW Group in Australia that’s not a six-figure Porsche or Audi – priced from just under $60,000 before on-road costs.

To find out if it’s the circa-$60,000 electric car you should buy, we put it up against Australia’s best-selling circa-$60,000 electric vehicle, and one of the stalwarts of this category: the rear-wheel-drive Tesla Model 3.

About two-thirds of Tesla Model 3 sales are this base-model variant, and those buyers last year helped this electric sedan end the Toyota Camry’s 28-year winning streak in the mid-size sedan category – and remain Australia’s all-time best-selling electric vehicle.

Should you follow the pack and buy Australia’s cheapest Tesla – or take the plunge on the smaller but lesser-known Cupra, which is marketed as a ‘hot hatch’?

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 rear-wheel-drive Tesla Model 3 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.

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).

How much does the Cupra Born cost in Australia?

The Cupra Born is priced from $59,990 plus on-road costs, or between $61,990 and $66,490 drive-away depending on the state and territory in which it is registered.

Our test vehicle is finished in no-cost Rayleigh Red paint, but is optioned with the $2600 Performance Package, which adds larger 20-inch wheels (vs 19s as standard), wider 235mm Michelin Pilot Sport EV performance tyres, and adaptive suspension.

But it also reduces the driving range claim from 511km to 475km – now lower than the Tesla’s 491km – and deletes the middle rear seat, so this vehicle can now only seat four.

The total price is $62,590 plus on-road costs, or $65,090 drive-away in New South Wales – within $600 of the Tesla.

Standard equipment includes LED headlights and tail-lights, a 12-inch infotainment touchscreen, 5.3-inch instrument display, one wireless phone charger, Seaqual fabric sports seats with manual adjustment, a leather-trimmed heated steering wheel, keyless entry and start, dual-zone air-conditioning, and a suite of advanced safety aids.

Compared to the Tesla, the Cupra on test features wired Apple CarPlay and Android Auto, a dedicated instrument screen, a 360-degree camera, auto parking, and adaptive suspension – but lacks a sunroof, any seat heating, leather-look trim, power seat adjustment, a power tailgate, power steering column adjustment, and lane-centring technology.

Key details2023 Tesla Model 3 RWD2023 Cupra BornPrice (MSRP)$57,400 plus on-road costs$59,990 plus on-road costsColour of test carRed Multi-CoatRayleigh RedOptionsPrestige paint – $2400
19-inch Sport wheels – $1800Performance Package – $2600
– 235mm Michelin Pilot Sport EV tyres
– 20-inch alloy wheels
– Adaptive suspensionPrice as tested$61,600 plus on-road costs$62,590 plus on-road costsDrive-away price$64,501 (NSW)$65,090 (NSW)

How much space does the Tesla Model 3 have inside?

Nearly all of the functions in the Tesla Model 3 – 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 many 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 harder 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, but its thick rim may not be to all drivers’ tastes, and adjustment is fiddlier than a mechanical lever, as it requires multiple taps into a touchscreen menu and rotating the steering wheel dials.

At other times, 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 average – my knees do not touch the seats in front, but there could be more room given the dimensions of this car – and 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 – 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.

How much space does the Cupra Born have inside?

The interior of the Cupra Born is markedly more ‘conventional’ than the minimalist Tesla, and it shares a number parts with petrol-powered Cupra models – for better or worse.

The first thing you notice upon stepping in is the high driving position. The floor is high due to the battery underneath, but Cupra hasn’t compromised on the distance between the seats and the floor – so although your legs are comfortable and adequately supported by the seat base, your view over the road is closer to an SUV than a traditional hatchback.

The front seats – trimmed in comfortable ‘Seaqual’ fabric made from recycled materials – are very good, offering good comfort on long journeys, great support from the big bolsters, and a reasonable amount of adjustment from the manual levers and dials.

The steering wheel is trimmed in premium-feeling leather, offers heating and manual adjustment, features handy drive-mode shortcut buttons, and isn’t as thick-rimmed as the Tesla. But its touch-sensitive buttons let the package down, and drove us mad over our week with the car.

While the Born is not alone in the VW Group in adopting touch-sensitive steering wheel buttons – they are in most new Volkswagen models – Cupra has left less space for your fingers between the outer-most controls and the rim of the wheel.

If you drive with your hands at ‘nine and three’ (or ‘quarter to three’) – considered the safest place to hold the steering wheel – it means your thumbs rest on the sliders for the cruise-control speed (on the left) and audio volume (on the right), and regularly trigger them by accident.

On many occasions we inadvertently increased the cruise control speed by 10km/h on a freeway – which is not helpful if you do it on approach to a speed camera – or increased the volume, accompanied by a loud beep from the car acknowledging the change.

If you drive with your hands anywhere else on the wheel, this is not a big issue, and the touch-sensitive buttons are only a mild annoyance – a bit fiddlier than traditional buttons. And if you do drive at nine and three, the problem can be solved by moving your hands.

Petrol Cupra models have physical buttons on their steering wheels, which function without any issues. Here’s hoping that comes to the Born with a future update.

Visibility out of the Born’s cabin is better than the Tesla, thanks to big windows, the tall driving position, and the Cupra’s extra side windows ahead of those in the front doors.

Storage is comparable to the Tesla. The centre console is deep, the cupholders are big (though a bit too big to secure a 600ml bottle), there’s another area ahead of the cupholders, and the door bins are large – but the glovebox is small, and the wireless charger is awkwardly (and precariously) placed at the edge of the centre console compartment.

While perceived quality is good, we had passengers comment on the Cupra’s dark, textured plastics on the dashboard – compared to the airy Tesla’s softer surfaces and leather-look accents – and aside from the suede armrests, most interior surfaces feel hard and scratchy.

The doors do not close with the same reassuring ‘thunk’ as the Tesla, a petrol-powered Cupra, or even the $15,000-cheaper GWM Ora electric car from China that was in the Drive garage at the same time as this car.

There has also been some cost cutting in the driver’s door window switches. Rather than one switch for each window – as is the norm – there are only two, and a touch-sensitive ‘REAR’ button to swap them between controlling the front or rear windows.

The REAR button is not very sensitive, and needs to be pressed in a precise spot to active. This system is needlessly frustrating, and we hope Cupra brings the other two window switches back in a future update.

Like the Tesla, you don’t need to press a button to start the car: just sit down and press the brake pedal (though, oddly, there is still a manual start button on the steering column). The gear shifter – a rocker switch mounted to the side of the instrument display – was odd at first, but we quickly got used to it.

Other amenities include two USB-C ports (but no 12-volt sockets), ambient interior lighting, an auto-dimming rear-view mirror, and dual-zone air-conditioning.

Space in the rear is comparable or slightly better than the Tesla – and very good for a car of this size – with excellent kneeroom behind my driving position at 186cm tall, ample headroom, and similar toe-room under the front seats.

However, optioning the Performance Package – or the $2900 Interior Package – deletes the middle rear seat, which may be a no-go for some buyers who use the back seats regularly.

There is ample storage space in the rear – with map pockets on each front seatback, and smaller door bins than those up front – and other amenities include two USB-C ports, a fold-down centre armrest with cupholders, two top-tether child-seat anchors, two ISOFIX points, but no rear air vents.

There is 385L of boot space, which is enough for a full-sized suitcase and a few smaller soft bags. A charging cable for plugging into a home wall outlet is included with the car – unlike the Tesla – but there’s no front storage area, or any compartment under the boot floor large enough to store it.

The rear seats fold 60:40 for transporting larger goods, and there is a ‘ski port’ available for long, narrow items, while a puncture repair kit is packaged under the floor and there is a 12-volt socket in the boot.

2023 Tesla Model 3 RWD2023 Cupra BornSeatsFiveFour (with Performance Pack)Boot volume561L seats up
88L front storage area385L seats upLength4694mm4324mmWidth1933mm1809mmHeight1443mm1540mmWheelbase2875mm2766mm

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

When we say the Tesla Model 3’s 15-inch screen controls almost every vehicle function, 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 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 basic feature can’t be included in Tesla vehicles.

The infotainment system (which has over-the-air updates) also does not integrate apps such as Waze navigation or PlugShare (for finding non-Tesla charging stations), 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.

Does the Cupra Born have Apple CarPlay and Android Auto?

Unlike the Tesla, the Cupra Born does have Apple CarPlay and Android Auto as part of its 12-inch infotainment touchscreen.

While wireless versions of these functions are available overseas, Australian models miss out and feature wired connectivity only – and there is no embedded satellite navigation. Cupra says these features are grouped to a network connectivity system that could not be developed in time for the Born’s Australian launch, and may arrive later on. There is DAB and FM radio, but again no AM support.

The infotainment software is shared with petrol-powered Cupra models, which means it is generally quick to respond, though it’s not as snappy as the Tesla.

There remain physical controls for moving the steering wheel and mirrors, unlike the Tesla – but like the Model 3 most vehicle functions, including air-conditioning and volume, are bundled into the touchscreen.

Operations such as changing the fan speed while in another app take a moment longer than the Tesla as there is less processing power, and the menus are not laid out as intuitively, requiring an extra tap to reach the desired function.

As with other Cupra cars there are dedicated controls for volume and air temperature, but they are touch-sensitive sliders which, frustratingly, are not illuminated at night, making them hard to locate in the dark, and difficult to use accurately on a bumpy road.

Of the two vehicles, we found the Tesla’s interface easier to use, as the system is quicker to respond, functions tend to be a tap or two closer, and the screen is placed closer to the driver – so the driver’s fingers and eyes don’t have to move as far to perform functions.

However, both vehicles would benefit greatly from physical buttons for key functions, which would be less distracting and allow drivers to keep their eyes on the road.

The quality of the cameras could be improved – and can be grainy in the dark – though the inclusion of a 360-degree parking camera helps avoid scraping the wheels on kerbs.

The Born’s 5.3-inch instrument display is smaller than the 10-inch screen in other Cupra cars, and as a result is limited in how much information it can show, but it’s clear, easy to read, and crucially places the speed in your line of sight.

With only five speakers at its disposal, the sound system in the Cupra Born is below average. In isolation it will suffice for many buyers, but comparing it back-to-back with the Tesla, audio quality is murky and it lacks the Model 3’s punch.

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”.

Is the Cupra Born a safe car?

The Cupra Born is also covered by a five-star ANCAP safety rating, but it was achieved in 2022 under the just-superseded 2020–2022 protocols, which are stricter than those in force when the Tesla was crash-tested.

It was awarded scores of 93 per cent for adult occupant protection, 89 per cent for child occupant protection, 73 per cent for vulnerable road user protection (pedestrians and cyclists), and 80 per cent for safety assist technology.

This score is scheduled to expire on 1 January 2028.

At a glance2023 Tesla Model 3 RWD2023 Cupra BornANCAP rating & year testedFive stars (tested 2019)Five stars (tested 2022)Safety reportANCAP reportANCAP 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 automated 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.

What safety technology does the Cupra Born have?

Standard safety technology in the Cupra Born includes autonomous emergency braking with pedestrian and cyclist detection, adaptive cruise control, lane-keep assist, blind-spot monitoring (with lights in the mirrors, rather than blind-spot cameras), rear cross-traffic alert, driver fatigue detection, door exit warning, front and rear parking sensors, semi-automated parking, and a 360-degree camera.

There are seven airbags – including one between the front seats to prevent occupants’ heads clashing in a severe side-impact collision.

In our testing the lane-keep assist was not intrusive, and there were no false activations of the autonomous emergency braking function. However, we found its tuning to be eager, and trigger a forward collision warning earlier than the Tesla and other vehicles we have tested.

The adaptive cruise control had a tendency to drift under the set speed, even in the right lane, and a large gap to the car in front (or no car in front).

One notable omission for long-distance highway driving is a lane-centring assist function, which is included in the ‘connectivity package’ not available in Australia that also includes embedded satellite navigation and wireless CarPlay and Android Auto.

How much does the Tesla Model 3 cost to run?

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 a Hyundai Ioniq 6 Dynamiq ($1580) and Polestar 2 Standard Range Single Motor ($2207).

How much does the Cupra Born cost to run?

The Cupra Born is covered by a five-year/unlimited-kilometre vehicle warranty, with an eight-year/160,000km warranty on the battery pack.

Routine maintenance is needed every 12 months or 15,000km, whichever comes first.

Cupra Australia has not published prices for each service if purchased individually, but it offers upfront service packs – available before the first scheduled service, 15 months, or 22,500km on the odometer, whichever comes first – priced from $990 for three years or $1590 for five years.

A year of comprehensive insurance coverage from a leading insurer costs $2024, 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.

At a glance2023 Tesla Model 3 RWD2023 Cupra BornWarrantyFour years, 80,000km
Eight years, 160,000km high-voltage batteryFive years, unlimited km
Eight years, 160,000km high-voltage batteryService intervalsCondition-based (see above)12 months or 15,000kmServicing costsNot available$990 (3 years)
$1590 (5 years)Energy cons. (claimed)14.4kWh/100km18.2kWh/100kmEnergy cons. (on test)13.9kWh/100km17.4kWh/100kmBattery size59.7kWh (estimated)77kWhDriving range claim (WLTP)491km475kmCharge time (11kW)6h 15min (estimated)7h 30min (claimed)Charge time (50kW)1h 22min (estimated)1h 45min (estimated)Charge time (max rate)30min 15sec (as-tested 10–80%, 170kW claimed and observed)28min 30sec (as-tested 10–80%, 170kW claimed, 183kW observed)

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 multiplying its voltage (345 volts, as specified in the owner’s manual) by its amperage (173A, as listed in Australian government approval documents filed by Tesla) equates to 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 at lower speeds 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.

Tesla claims this Model 3, with a lithium-iron phosphate (LFP) battery pack, 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 five 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.

Is the Cupra Born energy-efficient?

The Cupra Born with Performance Package claims energy efficiency of 18.2kWh/100km, and 475km of driving range, according to WLTP testing – compared to 17kWh/100km and 511km for models with 19-inch wheels.

Across 700km of city, highway and extra-urban driving we observed 17.4kWh/100km, beating the claim – which translates to about 440km of real-world driving range.

It worth noting that although the Tesla’s driving range is slightly shorter than the Cupra’s in the real world, the LFP battery in the Tesla means it can be charged to 100 per cent regularly without damaging it – unlike the normal lithium-ion unit in the Cupra.

Over the same highway test loop driven in the Tesla – albeit with less traffic, and without the brief section of stop-start traffic – we recorded energy efficiency of 18kWh/100km.

Cupra claims the Born can charge at up to 170kW DC, for a five to 80 per cent recharge in a claimed 30 minutes – or up to 11kW on an AC home wallbox.

Plugged into a 350kW Evie DC fast charger in Sydney’s west we beat this claim by a whisker, recording five to 80 per cent in 29 minutes and 50 seconds – and charged from 10 to 80 per cent in 28 minutes and 30 seconds, nearly two minutes quicker than the Tesla.

Charging peaked at 188kW according to the display on the charger – or about 183kW in the car – and remained above Cupra’s claimed maximum charging rate until between 25 and 30 per cent charge.

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 potholed 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.

What is the Cupra Born like to drive?

Cupra markets the Born as a “hot hatch”, with outputs of 170kW and 310Nm from its rear-mounted electric motor.

But with nearly two tonnes to lug around – 200kg more than the Tesla despite being a smaller car – straight-line performance is more ‘warm’ than ‘hot’.

Performance is brisk, with the quick response associated with electric cars, and an as-tested 0–100km/h acceleration time of 6.8 seconds, compared to Cupra’s claim of 7.0 seconds.

However, the power does not feel as sharp and immediate as the Tesla, and it trails off quicker as the speed builds, so it could not match the Model 3’s 0.4sec-quicker 0–100km/h result.

The Cupra Born is the more comfortable of the pair over bumps, ironing out small imperfections the Tesla would not, and settling quicker – and in more comfort – over big hits and potholes.

In Cupra mode – which dials the adaptive suspension to its stiffest setting – it becomes firmer than the Model 3, but leaving it in Comfort, or setting up Individual mode with softer suspension but a sharper accelerator pedal makes for the most pleasant experience around town.

Drivers will emerge from a twisty road with a bigger smile in the Born. The handling is not as scalpel-sharp as the Tesla – with slower steering – but the Cupra transmits more of what’s happening under it to the driver, and the rear-wheel-drive layout pushing rather than pulling the car out of corners is more noticeable.

The steering is well-weighted and direct in Sport mode, the 235/40 Michelin Pilot Sport EV tyres offer good grip, it’s not disturbed by mid-corner bumps, and what body roll there is the car controls well. The sports seats hold the driver in better than the Tesla’s pews.

The stability-control (ESC) system offers a Sport mode between on and off. In this setting, applying power too quickly out of a sharp corner will overwhelm the rear tyres and break the rear of the car loose, so it might be best left in regular mode on public roads.

Despite drum brakes at the rear – not the discs you’d expect on a car of this performance and price – and 200kg more mass to shift, the Cupra stopped from 100km/h in a hot-hatch-like 35.4 metres in our testing, with confident brake pedal feel.

Drivers can increase the level of regenerative braking by pushing the gear selector from ‘D’ to ‘B’, but there is no one-pedal mode that can bring the car to a complete stop without touching the brake pedal. The transition between regenerative and the regular brakes is smooth.

Tyre and wind noise are similar to the Tesla – not deafening, but not as whisper-quiet as they should be given the silence of the electric motors – and the headlights are bright in low and high beam modes, with a more reliable auto high-beam function than the Model 3.

Key details2023 Tesla Model 3 RWD2023 Cupra BornEngineSingle electric motorSingle electric motorPower208kW170kWTorque420Nm (estimated)310NmDrive typeRear-wheel driveRear-wheel driveTransmissionSingle-speedSingle-speedPower to weight ratio118kW/t87kW/tWeight (tare)1760kg1960kg (four-seat)Spare tyre typeNoneTyre repair kitTurning circle11.6m10.15m

Should I buy a Tesla Model 3 or a Cupra Born?

The Tesla Model 3 and Cupra Born are good electric cars that should be on your consideration list at this $60,000 price point.

The Cupra feels most like a ‘normal’ petrol car – in a good way – with more conventional (but still frustrating) technology, a roomier interior than its exterior dimensions would suggest, a more comfortable yet more enjoyable drive, and better road-trip credentials thanks to a bigger battery and quicker charging.

However, it is the Tesla that takes the win in this comparison.

Buyers spend less than the Cupra but get a larger car with more standard equipment, class-leading energy efficiency, sharper handling, near-hot-hatch levels of straight-line acceleration, and a smarter interior with more passenger space.

If you can live without Apple CarPlay, Android Auto and AM radio – and can get used to the lack of a dedicated speed display – the technology is faster, more capable, easier to use in the long term, and doesn’t grate in the same way as the Born’s screens and touch buttons.

Neither car is perfect, and both would benefit from some running tweaks – putting a spanner to the suspension and adding Apple CarPlay/Android Auto in the Tesla, or replacing all of the touch-sensitive sliders, steering wheel and window controls with physical switches in the Cupra.

But as it stands today, the Tesla Model 3 is our pick of this pair.

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