2024 Tesla Model 3 Highland Review: A Refined EV Classic Clashes with Interface Quirks

Analysis: The latest 2024 Tesla Model 3 Highland revitalizes the foundational electric vehicle for exceptional performance

Competing car manufacturers might feel some comfort knowing that CEO Elon Musk's actions have seemingly curbed Tesla's expansion in the market, according to certain industry experts.

This is due to the fact that the Model 3 Highland is an exceptional vehicle, hitting it out of the park with a product that retains all the energy-saving and simple charging features of the earlier model, yet it's more user-friendly.

Despite the similarities between the vehicle and Tesla's leading figure, it suits you only if you're willing to overlook some frustrating aspects of the interface that could be absolute deal-breakers.

I had a great time behind the wheel of the entry-level Model 3. It's now quieter inside compared to other electric vehicles. The ride is livelier than its predecessors, enhancing its allure as a pioneering electric vehicle, and it's a testament to the smart design and engineering that the company has consistently executed effectively.

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In the earlier months of this year, the model known colloquially as Highland made its debut, and it might be easy to mistake it for just a minor update. However, after spending a full day putting one through its paces—courtesy of a Turo rental—I can attest that it offers significantly more.

To be completely transparent, my time behind the wheel of the Model 3 was spent in Southern California. The conditions were ideal with well-maintained roads, temperate climate, and a seemingly endless supply of Superchargers that could rival the number of traditional fueling stations.

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Taking a step back to observe, the latest iteration of the Tesla Model 3, known as the Highland, maintains the familiar silhouette we've seen since its initial release in 2017. This includes the unchanged doors and contours on the sides and back. However, when viewed from the front or back, the vehicle presents a noticeably different aesthetic. After spending some time with it, I was still uncertain about the redesigned rear, especially in contrast to the original Model 3's more streamlined tail lights now integrated into the trunk lid. Despite this, I did appreciate how the sharper line across the front end seemed to enhance the roofline, giving it a sleeker, more coupe-like appearance from the front perspective.

I had the opportunity to test drive the standard version of the Tesla Model 3 that featured an eye-catching Ultra Red coating, which adds $2,000 to its cost, and it was equipped with 19-inch Nova wheels at an additional $1,000, wrapped in Continental ProContact tires. These upgrades reduce its EPA-rated range down to 248 miles, compared to its maximum of 272 miles when equipped with the 18-inch aero wheels. The total cost, inclusive of the required $1,390 for destination and $250 for order fees, came to $43,630.

The entry-level version of the Model 3 is equipped with an impressive array of features that are typically reserved for luxury vehicles. These include a panoramic sunroof, an automatic rear trunk, temperature-controlled seating in the front, a warmable steering wheel, rear passenger seat heaters, built-in GPS, and an exclusive backseat display that until now, was only found in premium cars.

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The standout technological aspect within the standard Model 3 is its inclusion of a 60.9 kwh gross battery pack, as stated by the Department of Energy, of which 57.5 kwh is usable capacity. This power source comprises prismatic-shaped lithium iron phosphate (LFP) cells. Current information suggests Tesla is considering transferring parts of its production line to the United States under the guidance of China's CATL, though currently, these components are sourced from China.

Due to the type of battery it uses, this version of the car doesn't qualify for the $7,500 electric vehicle tax incentive available to other Model 3s that boast a higher proportion of American-made components. Currently, if you're able to purchase and apply the tax credit, the Model 3 Long Range RWD is actually $4,000 cheaper, though the standard Model 3 still offers more value for those looking to lease. However, the LFP battery variant does offer some benefits, such as Tesla's recommendation to fully charge it to 100% weekly.

However, when considering the worth, even without the tax incentive, it's important to note that a similarly outfitted Model 3 in a more vibrant color and with the standard 18-inch wheels would only set you back $40,630.

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Upon a superficial inspection, Highland presents a more polished appearance. A thorough examination revealed that the components were well-aligned, with precise and snug fittings at the joints. Having observed numerous Model 3s at close quarters, I can attest that prior to Highland's introduction, a common issue was the noticeable inconsistency of the seams, often being irregular or excessively gapped. This was also evident in the last Model 3 I drove, which was a 2019 model provided by Tesla for press purposes.

When it comes to seating, the Model 3 has upgraded to include both heating and cooling options for the front seats, which can be activated in advance through the mobile application. However, when assessing their comfort and ergonomic support, there's room for improvement. They are slightly more comfortable than the seats in the original Model 3, yet they still come across as too stiff and not sufficiently cushioned. What they really need is enhanced contouring for the lower back and buttocks to keep passengers securely in place during sharp turns. The car's low seating position is a plus, yet it's the lack of form-fitting seats that prevents one from fully appreciating the Model 3 as a sporty sedan that you settle into rather than perch on top of, with the current seats creating the latter sensation.

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Although the seating hasn't seen significant enhancements, there's a stark contrast in the smoothness of the ride compared to before. Previously, we characterized the ride as rigid and overly active, with a persistent hum of road noise even on the smoothest streets. Initially, the quietness and comfort felt akin to entering a high-end relative of the Model 3, and this was evident even on the roughly textured back roads of Santa Monica where my journey began.

Is this the top budget-friendly electric vehicle for driving enthusiasts?

Upon taking the basic version of the Tesla Model 3 through a series of beloved winding routes, it became clear that even with its lower-priced LFP battery, it delivers an uncompromised driving experience. If money were no concern, this entry-level Model 3 would definitely be one of my top picks for electric vehicles to take on a spirited drive along twisty roads.

The Model 3 in question, equipped with a less robust single permanent-magnet motor that drives the rear wheels and delivers 257 horsepower along with 266 pound-feet of torque, seemed to outpace its published acceleration stats in city driving and on the winding roads that were part of my route. However, when I attempted to switch from the right to the left lane on a smooth stretch of US 101, it became apparent that, similar to other EVs with a single motor, its power limitations are more noticeable when reaching the higher spectrum of lawful speeds.

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Additionally, the vehicle boasts agility and stability. With a curb weight under 4,000 pounds and a design that emphasizes a lightweight feel, it seems perfectly suited for a racetrack that could have served as a standard for testing many sports cars, or specifically for the Model 3 Performance. During my test, I noticed that the steering was exceptionally well-balanced in both Standard and Heavy settings (with a Light option available), and the Heavy setting maintained a natural feel in its centering, unlike the often synthetic sensation found in similar modes.

The standard version of the Model 3 isn't configured for high performance, yet it shares a similar driving feel to the fundamental BMW 3-Series that has been consistent over many years. If you increase the pace, it won't maintain a highly precise handling, but it will incline and squirm in a manageable manner.

Tesla typically nails the regeneration process, and their newest cars don't offer any alternatives. When you ease off the gas in the Model 3, it decelerates rapidly, converting kinetic energy into stored electrical energy, and the brake pedal is strictly for engaging the physical brakes. This was the initial Tesla I operated that lacked a setting for gentle or reduced regeneration—there's also no gradual movement after releasing the brake.

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Every aspect, from handling to speed control, stopping power, and the dynamics of the vehicle's movement, contribute to a level of control and responsiveness that numerous electric vehicles lack. It seems to reflect the harmonious collaboration of a design team that's fully aligned on what's important.

Certainly, an updated design for the front suspension enhances the precision and agility. The previous Model 3's tendency for a noisy and jarring ride on winding roads has been replaced with a new setup that effortlessly absorbs abrupt shocks or road surface variations without causing disruption. In the Highland version, Tesla has revamped the rear subframe, which has been a crucial component in the Model 3's smooth performance. Additionally, they've refreshed the bushings and incorporated frequency-selective dampers for an improved experience.

Putting the technology features to the side, the Model 3 still feels quite Spartan

The thrill of its sporty performance, combined with the exceptional smoothness of the ride and the quiet interior, eventually gave way to the mundanity of daily commuting. Caught in traffic, the discomfort in my seat became apparent, prompting me to scrutinize the interior materials and design. There's a noticeable improvement, and Tesla's decision to opt for fabric materials over the previous wood finishes was wise. However, I'm ambivalent about the multi-colored ambient lighting that seems to be a standard trend in every new budget-friendly vehicle now.

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Upon closer inspection and physical contact, it's clear that the quality of materials has been enhanced, and the overall assembly is noticeably superior. However, it must be noted that when compared to other vehicles in the $40,000 range, it simply meets the standard without exceeding it. In fact, there are numerous cars at this price point that boast more attractive upholstery, finishes, and textures.

The central feature of the Model 3, its touchscreen, remains largely unchanged, and it still outperforms the interfaces in many competitive electric vehicles, assuming you're comfortable using a segment of the single screen for reading your speed and relying on it for virtually all functions. The screen's left side continuously displays your speed, the status of safety features, and graphics of nearby cars (with sound settings underneath). However, the straightforward menu design ensures that locating any function is a breeze. Additionally, a fixed bar at the screen's base provides easy access to the climate settings, GPS, and other essentials.

The vehicle lacks integration with Apple CarPlay and Android Auto, which users must accept. However, the built-in GPS system is top-notch. Tesla provides complimentary navigation data and updates for a period of eight years. For additional features like audio and video streaming, live camera security functions, and other services, there is a fee of either $99 annually or a monthly charge of $9.99.

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Similar to the earlier version of the Model 3, the latest iteration lacks physical controls for adjusting mirrors or the steering wheel. Instead, adjustments are made through a combination of touchscreen commands and toggles on the steering wheel, a process that can be somewhat awkward. Additionally, the ventilation system retains its quirky feature that allows users to manipulate the air vents virtually to direct airflow. In what seems to be a move aligned with Tesla's push towards fully autonomous driving, the new Highland model takes a minimalist approach by completely removing the turn-signal stalk and gear shift, streamlining the driving interface even further.

Passion for the vehicle, frustration with the controls

Mastering the turn signal operation proves to be a challenge. The task is assigned to a pair of buttons on the steering wheel, with the one for turning right positioned above and the one for left turns placed below. Even if one tries to rationalize the layout by visualizing a traditional turn-signal lever moving in those directions, the arrangement still caused confusion during moments of stress, such as making rapid lane changes on the freeway. In my experience, there's also no quick blink option for the signal; it requires a press to activate and another to deactivate. While I didn't have the chance to drive extensively at night, I anticipate a similar learning curve with the high-beam controls, which are also operated via a steering wheel button.

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The latest version of the Model 3 for 2024 has done away with the traditional shift stalk, and after spending a day with it, it seems surprisingly intuitive. The shift function is now on the touchscreen, located in the top left corner with a distinct texture. Upon applying the brakes, you slide your finger up to engage Drive, down for Reverse, and a simple tap sets it to Park. There are also additional touch-buttons located near the rearview mirror for backup, but I found no need to use them, quickly adapting to the new screen-based system after a couple of parking attempts. The car also offers an optional predictive shifting mode that employs the built-in cameras and sensors, along with your current driving patterns, to guess whether you're looking to enter Drive or Reverse, though my time with the Model 3 wasn't sufficient to evaluate this feature.

Several aspects of the interface have seen significant improvements. Tesla has updated the entry technology for the Model 3, and its ability to detect my phone as a key worked perfectly. In contrast to the occasional anxiety I've experienced with other cars, wondering if they've locked when I leave, I could see the Tesla shut off as I walked away. Moreover, when I came back with my phone in my pocket, the vehicle would automatically unlock whichever part I tried to access, be it the rear door on the passenger side or the trunk, all without any extra button presses or unlocking actions.

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Passengers in the rear now have access to their own touch-sensitive display, and it certainly lives up to expectations. It offers a responsive interface and almost matches the front screen in terms of functionality, including temperature adjustments (with directional touch-controlled vents), sound system settings, entertainment choices like games and videos, among others. The external seats come with built-in heating, which is regulated directly by the passengers seated there.

Passengers in the rear seat will find ample room to sit comfortably, although the amount of head space available might be their only concern. The vehicle also features ingeniously designed storage areas, including sizable compartments in the doors, several large enclosed spaces in the center console, and a console top with a soft finish that can provide elbow comfort for a range of occupants. The car boasts significant luggage capacity both in the trunk and the 'frunk' – the front trunk – with measurements of 21.0 and 3.1 cubic feet respectively. This particular frunk is notably spacious, allowing it to hold items securely. It's an ideal spot for delicate groceries like a carton of eggs or for tucking away a few small backpacks, ensuring they stay put during transit.

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Tesla has revamped the audio setup, yet the nine-speaker system in the Highland left something to be desired. It was adequate for podcasts and a majority of music streamed online, but it failed to deliver the deep mid-range tones that I had appreciated in earlier encounters with the Long Range Model 3 and Model Y. However, other versions of the Model 3 continue to boast a more impressive sound system.

Every Model 3 variant is equipped with the standard Autopilot cameras and detection hardware; however, the particular Model 3 I had the chance to review was not equipped with the activated Full Self-Driving option (priced at $8,000 or available through subscription). This gave me the opportunity to evaluate the fundamental features, and while they're decent, they don't top the charts. The vehicle maintains its course within well-marked lanes and navigates with relative smoothness, but it struggled with lane recognition on sections of LA's US 101 where the road markings were faded and the surface consisted of differing materials.

Tesla's Model 3 Highland impresses with its performance and power: A clear winner

The Highland proves to be an attractive electric vehicle choice. It met all the anticipated efficiency and charging standards during my practical driving test.

The vehicle's onboard system indicated an average efficiency exceeding 4.1 miles per kilowatt-hour across a 158-mile journey, which didn't prioritize fuel economy. The route encompassed a variety of driving conditions including city streets, a bit of seaside driving, challenging mountainous terrains, as well as a combination of open highways and congested traffic, particularly on Interstate 405. The car's temperature was generally maintained at 74 degrees Fahrenheit, although it was temporarily reduced when the sun's intense rays penetrated through the panoramic sunroof, posing a possible concern.

Tesla continues to set the standard in navigation for electric vehicles, and it's evident in their performance. During my drive, the Model 3 efficiently guided me to the nearest Supercharger after presenting several options, displaying both the number of available charging points and the count of Teslas en route to the same location. At the Santa Monica Supercharger, I found the facilities to be in excellent condition, complete with accessible restrooms and a solar panel canopy offering protection from the sun.

2024 version of the Tesla Model 3 spotted at the Supercharger facility in Santa Monica

Tesla's specifications mention that the LFP model can charge at a peak of 170 kilowatts, and during my experience, it momentarily reached 168 kilowatts when I began charging at 15% battery. It only required 23 minutes to reach an 80% charge at the crowded Santa Monica charging station I used. Once at 80%, the car displayed a potential distance of 189 miles, which translates to almost 240 miles on a complete charge, even with the more elaborate wheel design.

Tesla is renowned for its proficiency in energy usage and its charging capabilities, which is why I focused initially on other aspects. Despite some frustrating choices in the user interface and unnecessary tumult from the leadership, Tesla has crafted an electric vehicle that is notably tranquil and enjoyable to drive. It's a car I'd prefer to actively drive rather than passively ride in, and it justifies its value with attributes that extend beyond its energy efficiency, Supercharging network, and Autopilot feature.

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What's the point of Tesla engineering vehicles that deliver such an enjoyable driving experience if the ultimate goal is to have us hand over control and let the cars operate as autonomous taxis? This doesn't seem to align with the previously discarded Master Plan, does it?

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