There it is, the long awaited Tesla Model 3. It's finally on Dutch soil with a Dutch registration plate.
From the end of January, it's available to order, and the first ones are being delivered now.
There were thousands of Dutch people who paid a deposit and reserved one, but now it seems that a lot of people are...
not actually ordering one. That's because they've been scared off by the entry price. It's only available with a 74 kWh-battery pack.
This one doesn't only have that long range battery, but it's a Performance-version as well.
That raises the price as well. Prices start at €69.000, and you haven't selected the options yet.
The color gets it over €70.000, €72.000 to be exact. Also, this doesn't have the Autopilot, which costs an additional €5.500
So prices rise very quickly, and if you thought it only was going to cost €39.000, that's quite a heavy hitter.
The cheaper versions with the 50 kWh-versions will come in time, but today we're testing the most powerful version.
That's the only that Tesla is selling right now. I'm not going to discuss the way it looks, because Jan Lemkes already...
did that in Paris. Look up that video and let Jan fill you in about the details.
But what I did wanted to show you is the key, because it has evolved into a little sleeve with a key card.
A very slim one at that, even slimmer than your credit card. You can open the car with that, but I'd rather connect it to my phone.
That makes everything easier. You just download the Tesla-app... I've already connected to it, but I'm able to control everything.
I'll open up the front, or the boot, and I can even open the plug-in cap.
It's quicker through the phone than through the screen on the inside, and that's pretty quick.
Let's have a look at the space. It's slightly different than the Model S. Let's start at the boot.
The most important difference is that the Model S had a fifth door, but this is a saloon car.
A big square box from IKEA will be difficult, but there's still 425 litres of luggage space to use.
You can hide the plug over here, or in the front. I think it fits better back here.
That means at the front, or the front trunk or even the 'frunk', you still have an additional 125 litres.
That could make the difference when you go on vacation. It's not a lot, but it's all extra. You won't get that in a Kona Electric.
Than, the rear seat. It's logical that there's less space than in the Model S because it's smaller. Anyway, I've got enough space for my knees,
I've got enough room for my head, and I've got a thick coat on. And I'll keep that on, because it's 2 degrees outside.
The space is okay, I'll survive, but I don't like the seating angle. The rear seat is too low so you'll get this...
And it's got a slippery back seat, so if there's an enthusiastic driver, which is possible in this Model 3, you'll scoot about a little.
It's alright, but not spectacular back here...
Then, I'm in the drivers seat. And something quite stands out. There's literally nothing in front of me.
It's incredibly bare here. Except for the screen, there's not a single button on here. Alright, I'll count the window controls.
But that's it. No mirror control-buttons, no buttons to adjust the steering wheel, because it's all in the screen in the middle.
Especially the way you adjust your steering wheel is remarkable, because you select it here, and you adjust the wheel with the volume buttons.
That's entirely new for me, and I really have to get used to it. Again, Jan already told you guys about the new features,
so I'd recommend watching that video as well. I'll focus on the driving.
I do have to say, I like the seating position. The steering wheel is very close to me.
The seat is low, and I'm very comfortable. It stands out that the steering wheel is thicker than in the Model S, smaller and thicker.
It has a very sporty feel. That kind of shows you what Tesla wants with this Model 3.
I'm curious how that screen is going to be in the future. People who've driven Tesla's before really love that.
They want everything to be this clean and with everything in a screen, but I don't think that applies to everybody.
Sure, you've got brands which have all kinds of buttons and such, but they don't just do that because they like that. Their customers want that.
Earlier this year, I spoke with the head of BMW Design Works on the CES-show in Las Vegas.
Design Works is a sister company of BMW, but it was the guy who developed i-Drive and everything after that.
And the ergonomics in BMW's are great. He said to me that touchscreens are very nice and that BMW uses them as well,
if you're travelling at a higher speed, a touchscreen can be difficult, or on a bumpy road. You'll have to keep your eyes off the road for too long.
Luckily, Tesla's touchscreens are incredibly quick, so that's good. But, if you want to adjust your steering wheel,
do you want "click, adjust, and done"? Or do you want to go all the way into a menu to adjust it?
I think there's going to be two groups. People who like that and people who don't. Seeming that Tesla is getting more competition,
I'm curious which way that's going to go.
Than, the specs. I've already told you guys, but it's only available with a 74 kWh-battery pack.
In the Performance-version, you'll get a WLTP-range of 530 km. Of course, you'll never get that, but Tesla's usually aren't far off...
of that indication though, so I'll expect that from the Model 3 as well. With this cold I'm still able to reach 400 km, remarkably enough.
In the summer, I expect it can surpass that. 450 km, maybe even more. I've got to test it for longer.
But the range still looks very good. Charging it then. It can take everything.
Single phase at home, triple phase at home, if you can find it; triple phase with 32 ampere,
so you can charge with 220 kW, you can quickcharge it up to 120 kW. Because it now has a CCS-plug,
you can quickcharge at FastNed, which has 175 charging stations. The Model 3 won't reach that though.
Also, Tesla has its own supercharge-network, which is available for the Model 3 as well.
However, where it was free for the first Model S and Model X-owners, you'll have to pay for charging your Model 3.
It costs about 25 cents per kWh, which isn't a whole lot if you compare it with what you'd pay at home.
Then, the drive. The Model 3 is only available as D-version, so it's a Dual. That means there's four-wheel drive,
with one electric motor at the front and one at the back. In the Performance-version, that means it's got 464 horsepower.
Because you've maximum torque from the get-go, which is a lot, it's incredibly quick.
We already know it from the Model S, with its Ludicrous Mode, or from the Model X, but it'll never get old.
You put your foot down when you're stationary, your blood just flows from your head and 3,5 seconds later,
you'll be doing 100 km/h. That's crazy quick. You do notice the battery capacity decreases if you do it too often,
and usually, you never put your foot all the way down, because it's too much power.
It's addictive though. It makes a Tesla what it is really. It's all part of the Tesla-life.
That acceleration power...
The drive itself then. The Model 3 doesn't have a Performance-version without a reason. I notice that it's more dynamic than the Model S.
That feels solid on the road, steers nicely, it's nice and low, has a low centre of gravity, it's just very good.
But the Model 3 noticeably feels more solid. It's more compact, more sporty, and thus the steering is more communicative.
It's more direct as well, and because there's no weight in the nose, it can corner so incredibly quick... It has really taken me by surprise.
In a certain way, the Model S surprised me as well because that also doesn't have a lot of weight in the nose,
but this Model 3 goes so much further. It's around 2 degrees, it's cold, it has winter tires, it's wet, but it doesn't have understeer.
It's really crazy. You'd expect it to start sliding in followthroughs, but it just doesn't. It just keeps going faster.
I really have to force myself to put my foot further down, just to get the car nearer to the edge. It can corner so incredibly quick.
I really want to take it out on the track. Throw some summer tires under it and go.
I think it's able to really surprise us because of that lack of understeer. Also, you've got lots of power underneath your right foot,
and you've got four-wheel drive, so there's not traction problem... And the combination of those two will make you go faster, and faster...
and harder and you can get out of the corner flat-out. Using every single ounce of that power.
It has really taken me by surprise. It's so incredibly easy to drive fast with this Model 3. Not just in a straight line,
but also around a bendy circuit.
Also, Tesla has incorporated a nice little surprise. You can't call it an easter egg, because it's not a secret,
but I'll have to stop the car and put it in P. Then, I'll go to driving settings and engage Circuit Mode.
It'll say 'Warning, only for circuit driving' and 'Only for experienced driver's'. Well, I think I am one, right?
I'll start the car, and you'll notice the ESP is a tad looser now. That means the back is able to break out,
and you're able to drift in extreme cases. The front wheels will kick in at some point,
so you won't powerslide about like it's an F-Type with rear wheel drive. But it'll let you do more.
Torque vectoring plays a more important role as well, so the power is divided more left and right.
Even with braking, all to make the cornering speed even higher. Also, if I release the throttle...
The engine braking is very intense. Almost as if someones tapping the brake pedal. I'm literally coming out of my seat,
all because of the engine braking. That's pretty nice if you're driving on a track day,
because if you want to brake and you've got this much braking power coming from the engine,
that's incredibly nice. Shifting back to 9.000 RPM in supercars results in big engine braking as well, because you can aim...
the car very precisely. It's very pleasant that you're able to control the braking performance with your throttle.
And with that, Tesla says, the car shouldn't look bad when you take it out for a track day.
That says enough about their idea of how to position the Model 3.
For me, it's a short first impression. A short day out. The dynamic aspect really surprised me,
it's much sportier than I initially thought, and I'm impressed. However, I do ask myself, isn't this the most important rival to the Model S?
Because what's the added value for the S? It's older, the finishing in the Model 3 is better... Sure, we've heard stories...
that the reliability isn't incredible yet, but I can't comment yet.
I do think the finishing is better than in the Model S. It's a little more cramped though, but the drive is better.
It's more dynamic, it's about as comfortable as the Model S, and it's cheaper.
Also, because it's small and compact, it'll get further on the same amount of kWh.
And lastly, with the new additional taxes-rules and stuff, you should ask yourself if you want an electric car for over €100.000.
Especially if you can get a fully loaded Model 3 for €72.000. Sure, this test car doesn't have Autopilot, which is too bad.
I think that's part of the Tesla-experience. I'd never buy a Tesla that doesn't have Autopilot.
Do get it if you're considering a Tesla. It's an additional €5.500, but it's worth it.
But if you do get that, it could be that Tesla's biggest rival is one of their own.
Especially with the Audi e-tron, the Jaguar I-Pace and cheaper versions from Hyundai and Kia,
I'm very curious how the Model 3 will hold up. There's much more competition than there was when the Model S was launched,
So we'll now see who will remain loyal to Tesla, and who is going to switch...