Tesla has fundamentally revised the successful Model 3 after six years of construction. The model version, known internally as Highland, received a new, improved chassis and a significantly higher quality interior, but lost all steering column levers. And the US company also follows the dubious principle of “less is more”. “Krone” engine editor Stephan Schätzl was on the road with the new Model 3 – his impressions here in the video driving report!
The Model 3 has changed in two ways: On the one hand, it has matured and become a better car, on the other hand, CEO Elon Musk seems to have implemented some quirks that make life as a driver more difficult and do a disservice to road safety. The Model 3 is different in this respect matured when changes to the body and new wheels resulted in an air resistance coefficient of just 0.219 and new headlights and taillights gave it a more modern appearance. However, you still have to do without LED matrix headlights; instead, there is a poorly functioning high beam assistant that simply switches the high beam on and off. This often means blinding oncoming traffic on the highway and just low beams where you would like it to be brighter. The big operating annoyance This brings us straight to one of the biggest nonsense of the new version of the Tesla Model 3: All steering column levers have been abolished and either through Buttons on the steering wheel replaced or (in the case of the drive selector) moved to the left edge of the touchscreen. There’s little wrong with the fact that you can now select forward, reverse, park and neutral by wiping the glass surface (if you remember that you have to hold your finger on it longer for N). But the buttons for high beam, windshield wiper and above all Turn signals are a source of constant annoyance. Although you can get used to it (in the sense of no longer reaching into space to signal), there are many situations – such as roundabouts – in which it is difficult to signal. If in doubt, you will often avoid it. In addition, the automatic turn signal switch off does not work properly. The high beam or flasher and windshield wipers would also be easier to operate using the steering column lever. Apart from the fact that the operating concept of the wipers is fundamentally unsuccessful. You can only wipe the steering wheel once and activate the wipe/wash function (with water from the wiper arm!). You then have to select the windshield wiper levels on the display. Tesla assumes that you always use the automatic function anyway and therefore have nothing to worry about – but it’s far from the truth: the automatic wiper system is probably one of the worst on the market. Most of the time you either wipe unnecessarily hecticly for a few drops, or you drive for ages with the window covered in opaque rain without the Tesla reacting. Class leap in the interior Tesla justifies the omission of the steering column levers with a tidier interior. This was successful – and what’s more: Above all, it appears to be of higher quality, with significantly better materials. And there is now also multi-colored ambient lighting. The display still measures 15.4 inches in diameter, but now has a larger usable area due to a narrower bezel. The display (especially the camera images) is razor-sharp and the menu navigation is more intuitive than you might initially think. However, most of the buttons are too small. The seats are also new, very comfortable and now always heated and ventilated. It all almost feels like a step up in class. Two cell phones can be charged wirelessly, and there is also one USB-C port at the front and two at the back, each with 65 watts. The passengers in the second row now have their own eight-inch screen for climate control, ventilation and entertainment. The lower noise level in the new Model 3 is particularly noticeable at higher speeds: acoustic glass is now standard. There is a lack of assistants or rather they QualityA quirk that can cost money is the lack of infrared and radar sensors. This affects, among other things, the autopilot, which is particularly annoying because of other things: you always have to turn the steering wheel slightly so that it remains active. If you don’t do this for too long, it switches off and can only be activated again if you stop and put the car in P. The automatic lane change is slow and can only be deactivated when stationary. If you overrule it while driving, the cruise control switches off permanently and you have to reactivate it. The speed you get when you activate it is sometimes impossible to predict. However, the lack of sensors also affects the parking assistance. The distance measurement is carried out exclusively via the cameras – and is therefore more than incorrect or prone to errors. Although the measured distance to a parked vehicle is displayed in centimeters, in the test the Tesla license plate was already touching that of the vehicle in front when a distance of 30 cm was shown on the display. Parking damage is almost inevitable here. You not only have to ask the question why Tesla doesn’t use sensors, but also why there is no front camera if you rely purely on optical recording of the surroundings. In any case, the camera behind the windshield is not enough. A cross-traffic assistant that supports the driver when reversing out of a driveway onto the road would also not be a mistake and has long been common practice with other manufacturers. A ray of hope: the chassis and driving overall are consistently positive evaluate the changes to the chassis. It is noticeably more comfortable than before, but also offers a conciseness and precision that supports sporty driving. The steering is direct and lets you whiz through the corners almost like in a video game. A big step towards a more mature car has been taken here. The drive is also a lot of fun. With 366 kW/498 hp and 575 Nm from two engines, the all-wheel drive vehicle (the test car is the Long Range version) accelerates the 1838 kg car to 100 km/h in 4.4 seconds, with extreme ease and also very quietly. The top speed is stated to be 201 km/h. The battery has a gross capacity of 75 kilowatt hours, and net it should be 69 kWh. In the test at single-digit temperatures, this was enough for a range of 330 kilometers from 100 to zero percent. If you charge to the recommended 80 percent and want to hook up the car again at 10 percent, it’s just 230 kilometers. Officially, the WLTP range with 18-inch standard wheels is 678 kilometers, with the 19-inch wheels in the test car 629 kilometers. The average consumption according to the on-board computer was around 21 kilowatt hours per 100 kilometers, plus the charging losses at the charging station. Speaking of which: The Tesla can create a navigation route including charging stops, but only takes into account the in-house superchargers. You have to look for other providers individually if you want or have to go to them. Prices The Model 3 with one motor and rear-wheel drive can be ordered from 44,970 euros, the two-motor all-wheel drive with the more powerful battery (test car) can be ordered from 52,970 euros. The test car costs 55,970 euros. It’s a shame. The Tesla Model 3 could have been a really good car that really offers a lot for the money. But the quirky handling of assistance systems and vehicle operation makes everyday life with the Tesla quite difficult. If you’re willing to accept that, you’ll have fun driving. Not just with the built-in karaoke function. A highlight that you will hardly get anywhere else.Why?Sophisticated chassisVery quietFunctions that others don’t offerWhy not?Incredibly quirky operationUnreliable or missing assistance systemsOr maybe …… BYD Seal, BMW i4, Hyundai Ioniq6, Polestar 2
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