2022 Tesla Model 3

The Tesla Model 3 is now 5 years old, but it’s still at the top of the electric vehicle pack in many ways. All three versions offer more range and better performance than their recently arrived challengers, and Tesla’s Supercharger network remains a major advantage in the real world. This unconventional car is not for everyone and is not as affordable as it used to be (prices have risen from $2,000 for the base model to $7,000 for the Long Range this year), but the 3 still offers an excellent value proposition. 

Tesla doesn’t release cars by model year, but 2022 sees the base-model 3 renamed from Standard Range Plus to Rear-Wheel Drive (RWD) and fitted with a new battery pack. It uses different chemistry from the old one, with less cobalt. It’s less energy-dense, but can be charged to 100% (the other models can only charge to 90% to prevent battery degradation) and adds 9 more miles of range. The Model 3 Long Range adds about 5 miles, but other than that, the 3 is largely as it was in 2021.

When new in 2017, the 3 really stood alone as by far the longest-range “affordable” EV, though it has always been a premium car. Many more challengers have since emerged, like the Polestar 2 and Jaguar I-Pace. For 2022 there’s even stronger competition from the BMW i4 and Kia EV6. While the I-Pace and EV6 are called crossovers, they’re actually closer to tall hatchbacks. The 3 still bests these cars in many categories, but most of them offer more conventional interiors and ownership experiences, which some people prefer.

There are, appropriately, three versions of the 3, and all are excellent performers. Even the base model RWD will hit 50 mph in under 6 seconds and go 272 miles on a charge. The Long Range offers 4.1 seconds and 358 miles, while the ultra-hot Performance can show a BMW M3 Competition its taillights and still return 315 miles. They can charge overnight like other EVs, but in the field, the automaker’s Supercharger network provides reliable fast charging that’s often superior to commercial networks.

In other metrics, like cargo volume and features, the 3 is also a star. But accessing anything in this car means going through the 15-inch touchscreen, and way too many functions are routed through it. As minimal as a modern luxury car interior can be, the 3’s screen-dominated, airy but austere cabin looks cool but isn’t to everyone’s tastes. You do acclimate to it, but a few buttons, knobs and a head-up display would make it a better experience. The back seat is also tight, though no worse than most competitors.

Highly rated by IIHS and NHTSA, the 3 gets good marks for safety and comes with a host of highly-effective active-safety features, but the much-hyped “Full Self-Driving” option remains a pricey mirage. Tesla has no conventional dealerships and in some parts of the country service centers are thin on ground. In the past, quality has also been uneven. This car is still an all-star as both an EV and a compact luxury sedan, but it’s a different experience from more conventional products.

Performance: 15/15

There are three versions of the Model 3, but all are fun to drive. Like many modern EVs and the other Teslas, the Model 3’s “skateboard style” platform places the heaviest component, the battery pack under the floor and between the axles for a low center of gravity. The suspension and steering are supple and accurate, and the 3 is as confident a handler as that other famous 3 from BMW.

The base-model Model 3 Rear-Wheel Drive uses a single 192 kW electric motor driving (as the name suggests) the rear wheels. Tesla does not publish horsepower and torque figures, but 192 kW converts to 258 horsepower, and like all EVs the rush of torque is instantaneous. This least-expensive 3 will rocket to 60 mph in just under 6 seconds, which is appreciably faster than the single-motor versions of the Polestar 2, the Chevy Bolt and Kia EV6.

The Long Range AWD ups the ante quite a bit, using a 98 kW electric motor up front and a 195-kW unit behind, roughly equivalent to 393 system horsepower. It’ll sprint to 60 in a 4.2 seconds, which is about equal to speedy gas-powered machines like the BMW M340i. It’s also faster than the dual-motor EV6 and Polestar 2, though it bests the latter by only fractions of a second.

At the top of the heap is the Model 3 Performance, with 131 kW and 190 kW motors front and rear, which equates to 430 horsepower. The Performance rushes along to 60 mph in a horizon-blurring 3.5 seconds, faster than a BMW M3 Competition or Cadillac CT4-V Blackwing and cheaper too. BMW’s i4 M50 is a little faster at a similar price, and Kia’s upcoming EV6 GT promises similar performance.

Range, Energy Use & Charging: 15/15

The Model 3 offers more range than any of its direct competitors, and even the base-model RWD is EPA rated for up to 272 miles on a charge. That’s more than any of the entry-level electric alternatives, and a smidge more than the Polestar 2. The Long Range will do 358 miles and the Performance, 315. Versions of the i4 and Hyundai Ioniq 5 offer more than 300 miles, but the 3 still rules on range. It’s also very energy efficient, with the RWD and Long Range offering 132 and 131 MPGe ratings, on par with the Lucid Air.

Heavy highway use does seem to reduce range, but Teslas have another key advantage on the road. When the Model S first came out in 2012, EV charging networks were primitive, so Tesla built its own. While Teslas can use some commercial networks like EVgo and use Level 2 home chargers for slow (typically overnight) charging the same way other EVs do, the Supercharger network generally offers very reliable fast charging. 

All versions of the 3 are capable of charging from 10% to 80% in less than 40 minutes at these stations, even on the older, less-powerful V2 superchargers. 

Safety & Driver Assistance Tech: 15/15

The Model 3 earns a five-star overall rating from the National Highway Traffic Safety Administration (NHTSA) and a Top Safety Pick+ rating from the Insurance Institute for Highway Safety (IIHS). 

On the active-safety front, automatic emergency braking, forward collision warnings, side collision warnings, blind spot monitoring, lane departure warnings with lane keep assist and a very smooth and sophisticated adaptive cruise control system are all standard as part of Tesla’s Autopilot suite. Standard Autopilot is exceptionally good, but similar systems are found on many other cars now, including millions of Kias, Hondas and Subarus.

While these features add up to Level 2 autonomy, Tesla offers two additional packages on top of them. Enhanced Autopilot ($6,000) adds Navigate on Autopilot, which functions a bit like GM’s Super Cruise or Hyundai’s Highway Driving Assist, adding the ability for the vehicle to guide itself on highways from on-ramp to off-ramp. It also includes auto lane change, Autopark, Summon and Smart Summon, similar to some features found at Lexus, Genesis and others.

The second package is the $12,000 “Full Self-Driving” (FSD) option, which includes traffic light recognition and limited off-highway autonomy. We must emphatically stress that “Full Self-Driving” and “Autopilot” ARE NOT fully autonomous systems and should not be treated as such. Since FSD is still not fully cooked, costs a fortune and isn’t actually what it says it is, we can’t recommend that option.

Comfort & Room: 10/15

With its flat floor, minimalist design and glassy roof, the Model 3’s cabin is an open, airy environment. But it’s one that’s optimized for front passenger comfort. There’s more leg and headroom for forward passengers (42.7 and 40.3 inches, respectively) than almost any other competitor, but things are appreciably tighter in the back. Six-footers can fit comfortably, but legroom is tight, with just 35.2 inches, and headroom (37.7 inches) only so-so. Tall people will find their hair brushing up on the glass roof.

Still, this compares to the even tighter back seats in the Polestar 2 and BMW i4, with 33.9 and 34.2 inches of rear legroom, though the front seatbacks are better contoured for comfort in the BMW. The Jaguar I-Pace offers a more open back seat, and the Kia EV6 is almost limousine-like in space by comparison.

Infotainment: 10/15

Virtually every function in the Model 3 is routed through its central 15-inch touchscreen. The graphics look great, and there are a wild array of extras for entertainment while charging, audio and vehicle customization. But using many of the functions involves taking your eyes off the road for basic things, the menu items can be small or a stretch from the drivers’ seat and there are some surprising omissions—it has Spotify and Netflix integration but can’t get AM radio or Sirius XM. Nor does it support Apple CarPlay or Android Auto, probably because those infotainment systems aren’t meant to handle vehicle functions.

There is no gauge cluster, so even monitoring vehicle speed means looking away from the road, although a digital display of the traffic around the vehicle does partially compensate here. Maybe not enough though, since there’s a thriving cottage industry of aftermarket head-up displays for Teslas. 

The single-screen setup lowers Tesla’s production costs and you do acclimate to it, but from a usability perspective when hurtling down the road at 70 mph, buttons and knobs for basic functions would be much better. A gauge cluster or head-up display would also really help.

Cargo Space & Storage: 15/15

While the 3’s slick fastback shape suggests a hatchback like its big brother, the Model S, but it’s actually a regular sedan. A regular sedan with a really huge trunk. The rear trunk has 19.8 cubic-feet of space, almost 20% more than the Honda Accord or Dodge Charger and nearly as large as a disco-era Buick Electra. The Polestar 2’s hatchback setup is very versatile and the EV6 and Ioniq 5 crossovers have more room overall, but among small sedans the 3 is king.

Nor does the storage stop with the trunk. There’s a hidden compartment in the trunk floor, a 3.1-cubic foot frunk (front trunk) and myriad large, convenient storage cubbies in the cabin itself. 

Style & Design: 7/10

On the outside, the Model 3’s fastback shape is minimal, spare and quite striking from most angles. It’s helped, too, by bold (and functional) wheel designs. It wouldn’t be bad if it came in a wider variety of colors, though, because with so many 3s on the road, you can easily get lost in the parking lot. Only five hues are available, and anything other than white or black adds a minimum of $1,000 to the price.

Inside, the 3 is unlike most other cars. It is minimal in the extreme. It’s a nice environment and the glassed-in roof helps the open, airy atmosphere. But the lack of interior details means any flaw really stands out, and it doesn’t necessarily feel “luxurious.” The screen graphics are great, but the materials don’t seem quite in line with the price tag on the higher trims, especially compared to brands like Genesis, Volvo or BMW. 

Is the 2022 Tesla Model 3 Worth it? Which Model 3 is the Best Value? 

Each version of the Model 3 has its merits. The $48,190 (including a $1,200 destination fee*) base-model Rear-Wheel Drive is the one that will be accessible to the largest number of buyers. Even without any options, this is an excellent entry-level EV with more range than most of the competition and a very healthy suite of features.

The $64,190 Performance is lightning quick, and from a speed-to-dollars perspective, it easily undercuts most of its gas-powered super-sedan competitors. BMW’s i4 M50 is a little pricier but also fractionally faster. If you prefer a conventional interior it’s worth checking out, but it also has 70 miles less range and comes with far fewer standard driver-assist features.

With strong performance, standard all-wheel drive and range that no other EV in the class can match, the $59,190 Long Range is the best value overall. 

How these cars will hold up in the long term is still an open question, as the oldest 3 is only five years old now. Tesla doesn’t have the best record when it comes to ease of service or collision repairs, and assembly quality can be uneven. Also, Teslas no longer qualify for any Federal tax credits, so the price is the price.

*Prices as of the time of this writing.

How Much Does it Cost to Insure the Tesla Model 3?

Tesla insurance costs are notoriously high, but the Model 3 is the least expensive of its products to insure and not out of line with its competitors. According to our data, the average 30-year-old female driver with a good record can expect an average annual premium of $2,384. A Polestar 2 would run to $2,500, the BMW i4 at $2,200, a Kia EV6 $1,800, a Jaguar I-Pace $2,761 and the Mustang Mach-E $2,304. To get a more accurate picture of your potential insurance expenses, see our car insurance calculator.