During my two months’ wait for Oskar, the new Tesla Model 3 Long Range, I focused primarily on the much-lauded driver aids and what they could do for me. They are, I’d convinced myself, a glimpse into the future of self-driving cars. I’m used to electric cars, so that wasn’t it. It was the renowned technology of Tesla that was looking forward to. Yet, I’d overlooked the obvious in failing to consider the Model 3 as a driver’s car.
If you are interested in the experience of owning a battery electric vehicle, read on...
What I hadn’t bargained for was that the driving experience would wholly eclipse the joys of playing with the technology. I didn’t expect to enjoy driving this car so much. The Model 3 is a blast and feels very much like a well-set-up BMW 3-series or a sports version of the Audi A4.
All 2021 Model 3s feature “chrome delete” which means that every bright spot is finished in a matte black. I rather like it, although last year’s chrome was also very attractive. The white seats go well with the blue exterior
This isn’t the Performance model with tweaked suspension and faster acceleration: it’s the middle-of-the-range four-wheel drive, bigger battery version. If my Long Range is this good, I really would like to try the Performance, even though I made the right decision in my choice because I didn’t need the extra acceleration, nor the larger wheels with low-profile tyres.
The second pleasant surprise was that my worries over fit and finish were unfounded, as I explain later. I had been paying too much attention to social media.
The choice
First, though, I should explain why I chose a Tesla and a Model 3. Having decided to sell the (otherwise excellent) Jaguar I-Pace because of the inadequate public charging network in England, I had more or less ruled out anything but Tesla. But I did consider alternatives.
I was strongly drawn to the Porsche Taycan and had a couple of test drives. I am sure I would have loved the Taycan from a driving perspective. However, I was rather disappointed that Porche had throttled back on the regenerative braking, which I believe to be one of the major attractions of an EV. While I was attracted to Porsche because of my long-standing appreciation of the marque and my wonderful experiences with three 911s and a Macan over the years, I decided rather reluctantly that I should resist the temptation and enjoy the 50 per cent saving.
I discounted both Audi and Mercedes based on poor range, even compared with the I-Pace. In general, I believe the I-Pace is a better BEV than either of the German alternatives. But that is a personal opinion. That really just left Tesla, with its Supercharger network being the most important draw.
The Model 3 was not the only option on the list, however. I also considered the Model S and Model X as closer rivals to the I-Pace. But both these cars are considerably larger than the I-Pace and I had no need for the interior space. Most of the time it’s just me behind the wheel. The Model 3, which had just been face-lifted, seemed to be the sensible choice out of the three. As it happened, I had a lucky escape in not ordering an S or an X in early 2021 because, during my waiting period for the Model 3, both the older cars received major updates. To have bought right at the end of the old models’ production run would have been careless, to say the least.
When it comes to choosing a car, however, there is no right or wrong choice. Personal preference is paramount, and there is no denying that many drivers prefer the driving experience and the sound effects of an internal-combustion engine. Many keen drivers, I know, would run a mile at the prospect of Tesla’s minimalistic approach to controlling the car. It’s very much horses for courses, but I am keen to try a new way.
Delivery
Having made my decision, I was waiting anxiously for delivery day. The first thing to remember when buying a Tesla is that there are no dealers, no middlemen. It’s a direct-marketing operation. You can visit Tesla showrooms —there is one near my home— for advice. But that’s all you’ll get. If you wish to order, you are steered to a computer screen and assisted through the straightforward on-line procedure. The options list is short, especially in comparison with that for a similar German car. All I added was the “premium interior” and metallic paint, both £1,000 extra.
All ready for action, but a very quiet, “low contact” delivery experience
Collecting the car is also done at arm’s length. This is because of the pandemic, when “low contact delivery” is de rigueur, but I was left entirely to my own devices when I turned up for the delivery on the first day of March.
I found Oskar sitting among several hundred similar peas from the same pod at the Thorpe Resort, a theme park in Surrey, about 20 miles south-west of London. Tesla had taken over one of the main parks of this large attraction (relying on the absence of visitors) to cope with the flood of new vehicles tagged for registered on March 1, the start of the new “21” year plate.
Astonishingly, despite the number of cars anxiously awaiting their new owners, I appeared to be the only customer on-site. Tesla staff members were few and far between, as well. The reception hall was clearly set up for long queues, but I was in and out in five minutes, clutching my key cards, with directions to search for the car in “Row 3”.
There was Oskar, about halfway down the row. The experience was more akin to collecting a rental car instead of acquiring a £50,000 motor car. However, since I had no dealer to coddle me, it was important to check the fit and finish, especially after all the negative publicity.
Not the usual red-carpet dealer experience: “Here’s the key card, find your car in Row 3 and you’re done…”
Fortunately, my blue Long Range model with white “vegan leather” seats passed muster and didn’t raise any hackles. After a good ferret around, inside and out, I decided it was good to go.
I am no stranger to buying cars. Over the years, I have developed a nose for things that aren’t quite right. Yet despite Tesla’s somewhat tarnished reputation for the quality of finish, I have to say that this car feels well screwed together and is solid, with no rattles or other aspects that would give pause for second thoughts.
The panel gaps (a well-rehearsed internet meme) are regular and unremarkable, and I could find no fault with the metallic blue paint finish except for a scratch at the bottom of the driver’s door, probably caused by a delivery driver catching the kerb. I also noticed a skew-whiff front number plate, but this could happen to anyone.
The standard 18in “Aero” wheels of the Model 3 are odd to say the least. What you see is a plastic cover, designed to reduce wind resistance. Pull them off (if you wish) and you have rather pretty conventional alloys. But you lose a few miles of range in the process…
I am surprised, rather shocked, and I take back everything I thought about potential quality issues. Oskar came from Shanghai, incidentally, rather than Fremont, which could have some bearing on the initial presentation. More than likely, though, it is the result of a general improvement in quality control common to all factories.
Before leaving the delivery park, I took pictures of the door blemish and the angled number plate and logged them into the Tesla iPhone app.
I was offered a slot for the following day, but I delayed it for a week so that I wouldn’t be without the car for the first weekend. Booking via the phone application was an effortless operation and preferable to calling a dealer to be told the next available appointment would be in four or five weeks. That had been my common experience of both Jaguar and Porsche in the past three years. The small issues were rectified efficiently at Tesla’s impressive Park Royal service centre on March 7, exactly a week after delivery.
After security the service appointment, I pressed Oskar’s column gear stalk into Drive and set off for home. The whole experience was novel. I have to say, however, that I missed the theatricals of collecting a new car from a dealer: That moment when the dust cover is swept off to reveal the new beast is worth savouring.
What I did not miss, however, was the compulsory beauty parade of sellers of paint or wheel protection, gap insurance and extended warranties. Tesla does not even mention such temptations and the collection experience is all the better for it. I was relieved to avoid that feeling of being patronised and the reluctance to accept “no” for an answer.
Registered on March 1, Oskar was one of the first recipients of the 2021 licence plate. The green flag is reserved for battery electric vehicles and brings privileges in road usage and, eventually, in parking.
Oskar
Here I am, happy as Larry after three weeks with my new Tesla Model 3 Long Range. But why call it Oskar? There is my Leica affinity, of course, but the name is also my acronym for Operating System Kar. That’s because the constantly evolving operating system is unlike anything else on the market.
It is early days yet, but I am well on the way to being in love with the Tesla. It’s a more entertaining drive than either of my two previous cars, both SUVs, and I’m delighted with the minimalistic approach to operation. It is also remarkably efficient and very cheap to run.
Flying the flag: While the front of the Model 3 is rather bland, the design of the rear end is eye-catching. Note how the enormous glass roof sweeps down to the top of the boot/trunk lid. This isn’t possible with a hatchback, and Tesla has taken advantage of the traditional saloon/sedan configuration
View from the driving seat
Tesla challenges all our notions of what a car should be. On the outside it is unremarkable, with just that huge sweep of a glass roof to add a futuristic touch. The rest is plain and conventional. The inside, however, is anything but conventional. It is unlike any other car on the market.
It is not luxurious in the Rolls or Bentley mould, not even in the Jaguar I-Pace mould. It is more the solidity, clean lines and sense of purpose that impress. This is similar to a modern electronic device, an iPhone perhaps, than to a motor car. I think it is just right in its simplicity, build quality and sheer fitness for purpose. This is the Tesla Model 3. Set aside your prejudices and give it a try.
The initial shock of the spartan interior is reinforced by the pure white seats, which create a futuristic and luxurious impression. While I dislike virtue signalling (and often tend to run in the opposite direction just to make a point), the synthetic material does feel and look like leather, and, frankly, I would be hard-pressed to tell the difference.
As with the exterior, I could find absolutely no fault with the interior of the car.
A fireside chat with the minimalist Tesla Model 3. There are Netflix, Spotify and a host of games to keep you happy while waiting for the car to charge
That massive 15-in tablet sitting in the centre of the dashboard is the essence of Tesla’s Model 3. It dominates the interior. Almost everything to do with managing or driving the car is accomplished on this bright, high-definition screen. Apart from the brace of column stalks and the pair of software-programmable dials on the steering wheel (I think of them as the two blind mice), there are no physical controls. Initially, it is extremely disquieting, and, I suspect, most new owners wonder if they will like it.
I had some preconceived negative notions. While I felt sure I would like the generality of the tablet-style user interface, I did expect to miss a speedometer or head-up display in line of sight. Instead, the speed display sits in the top right-hand corner of the tablet (on my right-hand drive car; the position is reversed for left hookers).
Top row: Minimalism in Tesla’s Model 3. Above: More luxury and lots to fiddle with in the Jaguar I-Pace. Superficially more involving, the I-Pace is a mishmash of electronic and physical controls that offer a less intuitive experience. After trying both, give me the Tesla approach any day. Which do you prefer?
To my surprise, however, I am now thoroughly used to this approach, and I no longer see the lack of an instrument binnacle as a disadvantage. Since the speedo display sits quite high compared with the instrument cluster of a normal car, it is easy to keep it in the corner of the eye. A heads-up display (HUD) might be useful, but Elon Musk is reputed to be dead against such a complication. I am beginning to think he might be right. Keep it simple, is Tesla’s mission.
Despite a lifetime of driving conventional cars, I have not missed physical controls in the slightest. Tesla shows how it is likely to be in the future. The absence of knobs and buttons makes it possible for the car to be constantly updated. Physical controls hinder future updating and render a vehicle obsolete before its time.
The Aussie view
Technology
Tesla is all about technology. Model 3 is an iPad with wheels, whereas most BEVs are primarily traditional vehicles equipped with computer assistance. This purity of purpose doesn’t suit everyone, but it’s what I wanted. I’ve always been an early adopter, and I really cannot imagine why it has taken me so long to get round to owning a Tesla.
Oddly, the new car was delivered with a late 2020 software version (probably because it left the Shanghai factory before the latest update). After collection, however, I woke the following morning to find some new features, including a wider driving display at the expense of a smaller navigator panel. This is to allow for enhanced visualisation of the car’s surroundings in traffic which will come in future upgrades.
This constant updating of the system is a major advantage of owning a Tesla. The car I drive today will be transformed with new features as the months progress. As a fan of technology, I find the prospect of waking up to a new driver interface and exploring all the updated features strangely attractive. Definitely one to look forward to and, I hope, the constant change will keep my interest sharp. Who knows, I might even hold on to this car for more than the usual twelve months.
Rather pretty white seats made from “vegan leather”, also known as vinyl. You’d never think it, but it’s definitely a woklsh touch
The driver assistance features are similar to those offered by other manufacturers; they just work better and go a little further. However, we shouldn’t be too blown away by Tesla’s “full self-driving” capability because it is purely an aspiration, dependent on technical developments and, more to the point, the willingness of national governments to allow functions to be operated without driver intervention. I do not think we will see full self-driving soon, even under the most amenable legislations, and I am not sure I would ever have the confidence to place my trust in a computer.
Now that we are freed from often over-cautious, risk-aversive European Union legislation, I hope that the British transport secretary will take a bolder approach in permitting gradually enhanced autonomy, always remembering that the driver must stay in control at all times. It just needs a change in regulations to allow Tesla to open up existing features, such as automatic lane change without confirmation, available in the USA and some other markets.
On the road
Earlier I compared the Model 3 with the BMW 3-Series. How can Tesla come from nowhere and end up equalling (and in some respects beating) the BMW with all its 100-year experience of “Freude am Fahren” (sheer driving pleasure)?
The Tesla handles as well as the BMW in my experience. It feels planted and responsive, with battery weight and the low centre of gravity aiding this impression. The steering is quick, neutral and precise and provides a good degree of feedback for an electronic system. The small chunky steering wheel emphasises the impression of sportiness. Without an instrument binnacle, the facia appears lower than normal and rapidly establishes a sense of space and light, creating the impression of steering a go-kart through the bends.
My prior driving experience of the Model 3 was confined to two short test drives in less than ideal conditions, but I did at least sense that the handling had potential. It is the main reason I decided on the Model 3 rather than the larger and more cumbersome S or X models. I could have chosen any of them, but the Model 3 seemed to meet my needs better—especially since I don’t need lots of interior space or more than 4½ seats.
Far from missing the thrum of a sporty internal combustion engine, I am addicted to the instant torque and the absence of gears that come with every EV. Maximum power is there at all times. You are never caught in a corner with your gears up. In this respect, too, the Model 3 is even more responsive than other EVs I have driven.
The combination of constant torque and strong regenerative braking makes driving more enjoyable. Maximum torque is always there, whether powering out of sharp bends or overtaking as smartly as possible. And the regenerative braking effect makes spirited cornering even more effortless. Instead of changing down for a tight bend, simply removing the foot from the pedal causes the car to brake progressively and controllably. It is possible to feather the throttle with little prior experience and achieve some remarkably smooth driving on twisty roads.
Regenerative braking also enables one-pedal driving and improves efficiency. I am now on my third EV and am well used to driving without using the brake, but it is difficult to explain the concept to drivers who have only ever driven a normal car.
With the white seats come a white stripe across the fascia to replace the rather ugly mock wood-effect on the standard car. New China-made models also get a white extension on the door panels. I suspect this feature will also find its way to Fremont cars soon.
The brake pedal need be used only in an emergency; for the rest of the time, everything is handled by the accelerator pedal. The Model 3 can do this well because it features a very effective ‘hold’ function. Roll to a stop, and the brake is applied. Feather the throttle and the car takes off again (or, if Autopilot is engaged, it follows the car in front without driver intervention, albeit rather tardily for my taste). Electric cars don’t “creep” as does a normal automatic car, although there is a setting to enable creep if you can’t live without it.
One-pedal driving is addictive. I know some drivers switch off regeneration on fast straight roads in order to permit coasting, for instance, but I prefer to have it engaged at all times so I don’t get caught out.
On the face of things, the Model 3 fits into a class below my previous car, the Jaguar I-Pace. It doesn’t have the same level of luxury and, in particular, foregoes the comfortable air suspension I’ve been used to. The ride is firmer than that of the Jaguar but by no means uncomfortable, and it compares well with its competitors such as the Audi A4 or BMW 3-Series.
Road noise is slightly higher than in the Jaguar, as you might expect, but wind noise is well suppressed, possibly helped by the front-window double glazing that is now standard on 2021 Model 3s. These assessments, of course, are now subjective since I don’t have another car to provide back-to-back comparisons. All in all, the Model 3 is very comfortable on longer journeys and I expect to find it very relaxing.
After the nigh-time top-up. Daily charging limit is set to 80%, providing 258 miles of driving. A full battery is currently offering 325 miles but this hasn’t been verified on a long run
Economy and charging
I will deal with charging and the economy more fully in a separate article since it is the most controversial subject whenever BEVs are discussed. But it is an essential subject if you intend to buy a car other than a Tesla, as I found by hard experience.
Since my new car covers a remarkable four miles on one unit of electricity, it cannot help being cheap to run. But, with the right charging installation, it is almost ridiculously inexpensive. The car adds 120 miles of range every night for £1.50 ($2). If you never stray more than 150 miles from home, all charging can be accomplished on these cheap night rates. This means you can drive, for instance, a thousand miles at a cost of £12.50 ($17.50).
In contrast, with an equally sporty petrol-fuelled car, a thousand-mile journey would set you back up to £180. This isn’t a comparison; it’s a massacre. And that’s before you factor in the low maintenance costs of an EV. Only the depreciation is still an unknown factor, but I am quietly hoping that the average cost will be lower than with a conventional car because of the pent-up demand for used BEVs.
Bear in mind, however, that if you tackle longer trips, public charging will be necessary once the initial 300-plus miles of “cheap” electricity has been used. In the UK, the Tesla supercharger price is 24p per unit, five times the cost of my Octopus night rate of 5p. But it’s still very cheap compared with petrol or diesel.
Conclusion
I can say with complete honesty that I am delighted with the Model 3. I wouldn’t describe it as a luxury car, however. For that cosseted feeling, you need to look at other EV manufacturers, including Audi, Mercedes, Jaguar and Porsche. In fairness, though, M3 is Tesla’s cheapest model and bears comparison with mid-range petrol or diesel cars rather than the high-end stuff.
But the Model 3 is well put together, it is solid, capable and does everything well. The interior is stark in its simplicity and the materials are not plush, but they please in the same way that a good piece of technology such as an iPhone pleases. I am happy to forego the sybaritic touches for a longer range and reliable charging.
Above all, this car is really fun to drive. It’s given my motoring a new lease of life, and I am enjoying it immensely. I also know that a Tesla will not cause me to suffer from range or charger angst, something that no other manufacturer can offer. I would feel fully confident in jumping into the driver’s seat and heading for Austria or Italy without much preparation. This was not the case with my previous I-Pace or any EV other than a Tesla.
This article covers my initial impressions of the Tesla Model 3, so please excuse the hagiography. I’m like a new dad at the moment, but familiarity will no doubt soon set in. I will provide regular updates on owning and running Oskar, covering both the good and bad points of relying on a battery-electric vehicle. I am prepared for a waning of my initial enthusiasm as I get used to the car, but I hope to be wrong.
Update on price and the government grant
The morning after publication of this article (18 March 2021) the British Government arbitrarily removed the £3,000 grant on cars costing more than £35,000. The grant was also reduced to £2,500 for cars up to £35,000. Curious to see how Tesla would handle this, bearing in mind that the Model 3 Long Range, as reviewed here, previously cost a penny or two under £50,000 and was this eligible for the grant, I was surprised to see that the company has reduced the car’s price by £3,000 so it costs exactly the same as it did yesterday. If they can offer £3,000 off today, why was the car £3,000 more expensive yesterday?
Oddly, the Performance model appears to have gone up in price by £3,000. It was not eligible for the grant before. All this teaming and ladling of prices just confirms my conviction that offering discounts on the purchase of an EV is of little benefit to the consumer. Instead, the government should be ploughing the money into the charging infrastructure. Establishing a better charging system would sell more cars than one-off discounts which, apparently, mainly benefit the manufacturer.
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Experiences with the first-generation Nissan Leaf
One-year review of the Jaguar I-Pace
Mike’s love affair with the electric car
Macfilos one-year review of the Jaguar I-Pace
If you want to know what it’s like to charge a non-Tesla in the UK, watch this video…
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Your comments about buying a new car in the old days made me smile, Mike. A whipped-off dust sheet for the Big Reveal – and all the pomp and paraphernalia that went with it – feels so outdated now. The rituals of Tesla, and electric driving more generally, are different for sure. Yes, it’s more like buying a modern computer with wheels, pick it up and off you go.
The happy moments of driving electric feel to me to be in the pleasure of the ongoing experience: no fuel emissions (assuming a renewable electricity supplier) – that is very good indeed; limited or no brake dust emissions given the regenerative work the motors do; the far, far, far, greater efficiency than ICE; the quieter, more serene experience; the smooth, power-genuinely-instantly-available ride.
My Tesla experience is only a few months in. The car combines the highly sophisticated with the absolutely silly (the founder’s personality is certainly on display… whoopee cushion seats anyone?). And that too makes me smile, too. It’s just different. The regular over-the-air updates are great, the car gets better and better… And the supercharger network; yes, the ace up its long-range sleeve.
It’s certainly a different experience, Steven, and I suspect it is one we will soon become the norm. Tesla, like Apple, is the great disrupter and the dealer networks of car manufacturers could become redundant. It’s too early to say, but so far I have been impressed by the centralised, app-based Tesla service.
What would Raymond Baxter say..?!
Electric cars have no interest to me but Leica increasing prices on April 1 – eeeeeek!
I have ent yet found out if this is for the USA only or a more general increase. Currency fluctuations are another problem ans, since the pound has been enjoying a good run against the euro, I’m hoping the pressure won’t be too great here. Not that I’m planning buying anything for the foreseeable future, however.
As I’ve commented here before, I have had my Tesla Model 3 for nearly two years now, and I love it. I also chose Blue, and it’s the prettiest car I’ve ever owned. The updates have also been fun, it’s like heading into the garage to find a “new” car there in the morning.
That’s encouraging. Thanks. In looking forward to some longer trips when we are allowed.
So now that discount or incentive $ gone by Govt, what are the bookies saying about their sales?
The £3,000 discount applies to cars costing less than £50,000, which includes my Long Range model but excludes the Performance model.
I always thought that offering discounts is wrong. Instead, that money should have been spent on improving the charging infrastructure since that is the most serious disincentive to purchase.
As if to read our thoughts, the British government announced today that it was reducing the £3,000 grant to £2,500 and bringing the limit down to, I think, £35,000 instead of £50,000. This excludes all Tesla Model 3 variants. So checked Tesla’s website and found they have reduced their prices by £3,000 to compensate for the loss of the grant. This means that the government has been subsidising Tesla, not the buyer. Just goes to show that these artificial incentives are open to abuse.
If you need extra cash to pay for your newest passion,Norton motorcycles is hiring, different departments.
Clearly you didn’t wash the car before the first image – unless the sensor on the camera is dirty of course. Might need to contact Autoglym for some decent wash and wax conditioner.
That aside, it looks and sounds like a wonderful experience, and I am glad this has worked out. I now know how Thorpe Park are making money during the pandemic, which is helpful to see how they took initiative to stay in business.
Please keep us posted on longer journeys once we escape the restrictions and can travel again.
Yes, unfortunately I had been driving it in inclement weather and I’m too lazy to wash a car.
Lol.:)
Does this mean that if you lose your phone or if it is stolen you might have to walk home? Or does your Apple Watch allow you to start the car? Or could a bloke who has stolen your watch steal your car? There are a lot of other questions which would probably indicate my ignorance more than anything else. As for Ivor’s point about Siri, I have never used Siri as it (it is not a ‘he’ or a ‘she’) does not understand Irish accents. I have not even dared to try Alexa. I was happy with ‘Beam me up Scotty’ etc years ago when this stuff was just science fiction, but now that it is here I’m less impressed.
William
Tesla very graciously provides two cards which will activate the car. I have one in my wallet just in case I lose the phone… But even if someone stole the card, they’d need my SECRET PIN before starting him up. The good thing too, is that there is no such think as a lost key and the need for replacement locks… Tesla can manufacture another card on demand (and proof of ID). I think they cost £25, so much cheaper than changing all the locks on the car. If all else fails, I’d better call roadside assistance.
Welcome to the Tesla club Mike.
As you know I have got the X Tesla. This is my first experience with they all electric vehicle and I am enjoying it very very much. I thought you talk about when you picked it up literally just been given the keys and there you go.
With my car was delivered to me it was left partly on the drive and partly on the footpath I had to refer to the manual to work out how to start. It took me 10 minutes to realise I needed to double-click the key in order to put the car in to drive. I do think that when the delivery driver dropped the vehicle off and you sign for it somebody from Tesla should contact you very quickly maybe even with FaceTime to help you get started with the basics. I’ve already managed to ruin one tire with an enormous screw right through it, when I went to the tyre shop they replaced it the next day as I didn’t have a suitable one in stock. Went firing it they showed me the inside of tire not sure if you’re aware of this but there is a foam interior in order to reduce the noise. On the whole I am loving the car but I have to say the voice recognition regarding the phone is actually useless for me. I Have to ask Siri to dial any numbers for me unlike in Elaine Jaguar it works perfectly well.
Thanks, Ivor, and I hope you are enjoying the 1,000 charging miles since I used your referral code! I remember you telling me of your delivery experience. I didn’t have that option, though, it was collect or nothing. I suspect everything is caused by the lockdown and “low contact” needs. I’d have to see what they do normally. I have seen videos from before Covid where there was a personal run-through of the car by the Tesla representative. I wasn’t too bothered by the absence of anyone to show me the ropes. I’d devoured all the instructional videos and I approached the car with more knowledge than I have about any previous vehicle. Glad you are enjoying the Model X, by the way.
You probably like those newfangled digital cameras with evf as well.
Yes indeed. Who would have thought of that?
Glad the Model 3 worked out for you and that the delivery experience was easy. And no fit and finish issues is great. New factory, I assume they nipped that concern in the bud.
Indeed, it is a very fun car to drive, so much so that it makes my family car sick. When my wife is in the car with me I have to turn down the regenerative breaking. Like you, I love the one pedal driving otherwise.
Have fun! Looking forward to more updates on your Tesla experience.
Thanks, Andrew. I wasn’t sure how interested readers would be in this experience, but it seems there is enough interest for the occasional motoring article. On Monday we have a motoring story from another angle—John Shingleton in Australia with his new Mini Cooper S. It all brings a bit of variety to keep interest going…and in any case, the basis of Macfilos is that I write about what interests me (and I hope to bring readers along with me).
Mike, I’m interested. I have read your article a couple of times and have watched both videos. I did have a soft spot for sporty cars. In my youth I owned: a Fiat 850 Sport Coupe, an MGB GT and a Triumph Stag. The Stag ownership was a disaster so the next car was a Mini Metro.
About 3 years ago my wife and I called in at the BMW dealer in Chelmsford to be asked by a matronly receptionist, “Have you got an appointment?” We felt very guilty in not following the BMW etiquette for car buying. We bought an Alfa instead.
A few years ago I bought a Fiat for cash and the salesman wheeled me into the sales manager’s office, where he, sitting behind a large desk, explained why I should take out GAP insurance. I had to sign a document stating I had refused it. They said I had to sign it by law!
Thank you for writing a motoring review with a difference.
Hi Chris
A couple of years ago I bought a new Lexus. I explained to them that I would be paying cash via the debit card to the salesman. Paperwork was all drawn up and a deposit paid at which point a young lady came into the office to try and convince me to pay some sort of finance and I said to her this was totally unnecessary thank you very much. When going to collect the car yet again young lady came in I tried to get me to take out some sort of finance and I said to her no thank you but she was doing her best to convince me. I literally had to say to the salesman that she’s going to keep doing this its putting me off the purchase of the vehicle. I actually requested the gap insurance, which was worth every penny as the vehicle was stolen 18 months later and I got 98% of my original purchase price back via my own insurance company and the gap insurance.
I forgot to mention the security aspects of owning a Tesla. I’ve enabled PIN-to-drive, despite the slight inconvenience. With the iPhone acting as the key, it’s just a matter of opening the door and driving off, but having to add the PIN is some added protection against thieves. I haven’t read anything about Tesla’s vulnerabilities, but I should imagine stealing them isn’t straightforward. For a start, the car is useless without Tesla’s active cooperation and it’s hard to see how a stolen car could be enabled in the system. It’s a bit like an iPhone. Without access to the owner’s Apple ID, which can’t be reset, it’s just a paperweight. I’d be interested to hear if anyone has a take on this. There must be a snag or two.
‘The standard 18in “Aero” wheels of the Model 3 are odd to say the least. What you see is a plastic cover, designed to reduce wind resistance. Pull them off (if you wish) and you have leather pretty conventional alloys.’
Are the wheels covered with bovine ‘leather’ or a synthetic material?
That was quick, Sid. Two minutes after publication and you’ve read the small print. What’s your secret? Thanks, though, I’ve altered the typo to “rather” which is what I think I typed, but the spellchecker must have had a more creative solution. The wheels on a Tesla would, of course, have to be made of vegan alloy, as you surmise. Mike