What is it: 

This is the biggest update to the Tesla Model 3 electric car since it launched in the US seven years ago – in 2017 – and in Australia in 2019.

The battery pack and electric motor in the Standard Range – the cheapest model in the line-up – are the same as before.

But the bodywork now has sleeker headlights and tail-lights, and the cabin has had a lift with ambient lighting, new materials, and a screen for back seat passengers to control infotainment and air-conditioning.

Tesla has also removed the indicator stalk and gear selector wand on the steering column.

The indicators are activated via two tabs on the left spoke of the steering wheel, and PRND (park, reverse, neutral, drive) are activated by swiping the edge of the touch screen.

Conspicuous by its absence: there is still no Apple CarPlay or Android Auto – or AM radio, even though it is an official emergency warning system in large parts of Australia.

Price:

Rarely is a new car better and cheaper than the model it replaces. But that’s the case with the new Tesla Model 3.

As this article was published, the RRP was listed at $54,900 plus on-road costs, which equates to $59,792 drive-away in NSW, $60,127 drive-away in Victoria, and $58,594 drive-away in Queensland.

Prices vary according to stamp duty and registration fees in each state, so be sure to check.

If the above prices seem cheap, that’s because they are.

In late May, Tesla Australia slashed prices by up to $5000, making the Tesla Model 3 sedan and Tesla Model Y SUV the cheapest they have ever been in Australia.

Translation: in relative terms, the new Tesla Model 3 is a bargain at the current price – providing you’re comfortable with some of its idiosyncrasies.

Find out more about the latest price cuts – and pricing history – by clicking here.

Engine:

The Tesla Model 3 Standard Range has one electric motor which powers the rear wheels.

Tesla doesn’t quote power outputs, but estimates driving range is up to 513km in ideal conditions.

Transmission:

As with almost all electric cars, there is just one ratio, which is why they accelerate so smoothly and so briskly off the line, before having an asthma attack as the speed climbs.

As mentioned earlier, there is no gear selector wand, lever or dial. The top-right edge of the touchscreen displays PRND so you can switch between forward and reverse with the swipe of the screen.

The system is so clever, once your seatbelt is fastened, simply tap the brake pedal to wake the car, and away you go.

0 to 100km/h (as tested):

When we tested the pre-facelift Tesla Model 3 a couple of years ago we got a 0 to 100kmh acceleration time of 6.4 seconds, which would have put it in hot-hatch territory once upon a time.

With the new car we got a string of 6.3-second 0 to 100kmh times using the same VBox timing equipment – and the same test area.

We put the slightly quicker performance down to conditions on the day.

This test was done in the cool of winter, the previous test years ago was done in the heat of summer.

Importantly, the Tesla Model 3 even in its most basic guise is significantly quicker than other similarly priced electric cars – and some dearer ones.

If you’re a real Tesla nerd you will also know Tesla has switched from really sticky performance tyres, to a low-friction Michelin eco tyre for the new model.

More on that in the next item.

Emergency braking from 100km/h (as tested): 

Despite switching to low-friction Michelin e-Primacy tyres (235/45/18) developed for electric vehicles, the updated Tesla Model 3 Standard Range pulled up from 100kmh in an emergency stop in 37.7 metres.

This is a respectable distance, especially for an eco tyre.

Fortunately, the Tesla Model 3 tested was still equipped with the four-piston Brembo front brakes which are superb.

However, the company has started to switch the Tesla Model Y over to a single piston floating caliper, which is not as durable as a four-piston caliper.

This is a small detail, but it’s another sign Tesla is starting to behave like other car companies, by cutting costs along the way in areas (it hopes) the customer won’t notice.

Good points:

Massive improvement to suspension comfort. This was long overdue but the Tesla Model 3 has a real polish to it now.

Please don’t be tempted to go for the optional larger wheels and lower profile tyres.

The standard 18-inch wheel and tyre combination is the sweet spot.

It delivers a brilliant blend of comfort and handling. Dare I say it: as good as (or better than) the BMW 3 Series used to be.

Other highlights: Incredible energy efficiency. In our testing we averaged between 12 and 14kWh/100km.

This is the benchmark for electric-car efficiency. Nothing else comes close.

Most other electric cars are typically in the 15 to 17kWh/100km bracket. For now, Tesla has everyone else snookered.

The updates to the interior are a nice touch (ambient lighting across the dash, new materials, and a small touchscreen for back seat passengers).

The front seats are more comfortable and now have cooling as well as heating.

Wireless charging pads work well. Awesome audio system (and this isn’t even the premium audio set-up).

Large centre console. Massive boot. Large storage area in the ‘frunk’ (front trunk).

And – wait for it – I’ve gone from being skeptical about the absence of the indicator stalk and gear selector wand, and am now a fan of the new set-up.

It took me a few days, and I suspect customers have gone through the same journey of discovery.

Bad points:

No Apple CarPlay or Android Auto means no access to Waze unless you mount your phone in a holder stuck to the windscreen.

No AM radio means you’re not getting emergency alerts in remote areas – or on the fringes of our capital cities.

I wish Tesla would create a ‘dark mode’ or ‘speedo mode’ for the infotainment screen that made everything blank except the speedometer (like old-school Saabs).

Better still, ‘dark mode’ or ‘speedo mode’ would wipe everything else off the screen and allow the driver to choose between three different sizes of speed display in the top right corner.

As it stands, the other information on the screen can be a distraction.

Tesla has deleted ultrasonic parking sensors and now relies on cameras to estimate how close you are to other objects. It’s hit and miss. Please bring back the ultrasonic sensors.

The speed sign recognition technology is not as accurate as, say, a Toyota or a Hyundai.

Given Tesla touts itself as a leader in technology, you would think it could get this right.

The headlights are ok but you do see a noticeable horizontal line splitting the low and high beams.

Other cars have better lights and without the obvious split.

I wish there was a blind for the glass roof. It has built-in UV protection, but sometimes you just don’t want the glare.

No spare tyre (so you’re calling a tow truck if you get a flat) though this is common for electric cars.

What the haters say:

Teslas are everywhere.

What the haters don’t understand:

Teslas are everywhere for a reason. Tesla’s electric-car technology is world leading and the company has a vast charger network – in addition to third-party chargers – so you’re a lot less likely to be stranded.

Should you buy one?

The absence of Apple CarPlay, Android Auto and AM radio could be deal breakers for some buyers.

Sure, you can stream AM via your phone and connect it to Bluetooth. But what happens when you’re out of phone range?

We can understand why some buyers might have reservations about the indicators moving to the steering wheel – and the drive selector moving to the touchscreen.

But you can’t beat the price, the real-world driving range, the comfort, and the charging network.

The updated Tesla Model 3 is arguably the best Tesla to date.

So if you’re prepared to relearn some aspects of the car’s basic functions, it’s a no-brainer.

Also consider:

Tesla Model Y, Toyota BZ4X, Subaru Solterra.