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Tesla’s starter Model 3 nails the medium luxury brief

Tesla hands over the “keys” to its Model 3 by asking for your email address. After all, the Model 3 does not come with physical keys, only a digital link to your smartphone and a credit card-sized plastic back-up for friends or emergencies. It’s fair to say Tesla does things differently. The minimalist cabin features a small steering wheel and huge 15-inch centre touchscreen that does everything from navigation to video games, opening the glove box or operating climate control. The sole readout does a fine job of replacing driver instruments but it is distracting and inconvenient to tap, swipe or, to move air vents, pinch. There is no AM radio or smartphone mirroring.

There’s plenty of room front and rear and the comfortable, if slightly high, driving position is on flat but accommodating seats.

It’s a light and airy space with cavernous storage to match impressive cargo areas under the boot and bonnet.

Pitched as a medium luxury sedan to rival the BMW 3 Series and Mercedes-Benz C-Class, the Model 3 starts at $66,000 plus on-roads for the Standard Range Plus tested here, running to $91,200 for the top-end Model 3 Performance.

Not as brisk as the rocketing Performance, the standard 225kW sedan still has the quickest acceleration in its class, taking 5.6 seconds in the dash from rest to 100km/h.

The basic version is also sharp to drive, with quick steering responses, well-judged ride — leaning toward poise over plush — and sound body control on tricky roads.

Brake feel isn’t as good as it could be, as Tesla needs to balance mechanical brake discs and calipers with harvesting energy through the rear electric motor to keep the battery topped up.

Keen drivers shouldn’t dismiss the standard Model 3 out of hand. Compared to the Performance, its 240kg weight advantage, more comfortable ride (on 18-inch wheels) and better steering feel compared to the top version make it a delight on winding back roads.

Highway driving is even easier thanks to its Autopilot suite, recently recognised as the highest-scoring driver assistance pack by ANCAP. Tesla says it is “more capable than the regulatory environment allows” and will enable “full self-driving” when legal — but full selfdriving costs $8500 and may never be approved for road use.

For now, the car will steer itself for about 20 seconds on highways, or much longer if you leave a lazy hand on the wheel. It works well in traffic jams, able to go, stop and steer within its own lane — though it requires a firm hand when confused by roadwork or intersections.

Drivers covering long distances are well served by Tesla’s Supercharger network, which includes more than 30 fast-charging sites around Australia.

The Model 3’s claimed 460km range can get a 270km boost in 30 minutes at Supercharger stations, with charging rates slowing as the 50kWh battery nears capacity. Our test example took on more than 150km in about 20 minutes for $8.82, or $0.42 per kWh.

Charging at home outside peak hours could cost half as much but take much longer.

Without a wall box installed (which owners get free) and using a household power point, the Model 3 needed more than 17 hours to go from a 45 per cent charge to a full battery.

Our example initially showed 380km of range, used 10km more than anticipated on a 20km urban run and 42km more on a 120km test loop.

Importantly, the Model 3 is cheaper to run than rivals. To cover 150km, for example, BMW’s $70,900 330i sedan uses about $14 of fuel, or about $5 more than the Tesla, and its service plans are likely to be dearer.

Fans of conventional luxury vehicles might take issue with the Tesla’s plain cabin and subpar fit and finish.