Tesla's iPhone-Like Approach to Making Electric Cars Is a Win for Most of Its Customers
So, yes, Tesla does make good commuting appliances that are priced competitively. You can fool a few people into spending a six-figure sum on an edgy EV. You can lure investors into pumping your stock to the moon. But you can’t trick hundreds of thousands of customers globally. It’s just not possible, especially since we’re talking about adults who make informed buying decisions.
Who can honestly say that they impulsively bought a crossover SUV? Probably two people per country, tops. Virtually everybody else chose the Model Y because it made the most sense for their mobility needs.
Even Lucid and Rivian envy Tesla for figuring out how to manufacture and sell affordable electric vehicles to consumers around the world at a profit. Both brands are trying to follow in the world’s most valuable automaker footsteps with cheaper EVs of their own. Rivian has the R2, and Lucid has the Earth. They’re not yet here, but they will be. If they don’t bring those affordable rides to market as soon as possible, they will keep bleeding money until bankruptcy becomes inevitable.
But it’s not the Model Y, the Cybertruck, or Full Self-Driving (what a name, though!) that prove Tesla is at the top of the zero-tailpipe emission automotive food chain. It’s the Model 3 – for now, at least.
We might want to fall back in love with cars
The facelifted Model Y (codenamed Juniper) is expected to be unveiled in a few months. If Tesla gets it right (by which I mean NOT removing stalks), it could enjoy another huge market success that might enable it to keep its Wall Street crown.
But the Model 3 is the sweet spot for the time being. It has the latest tech, a new look, better seats, and special (but not pricey) tires. The so-called Highland refresh isn’t wildly different from the “fish face” unit it replaced. But moving from a 2021 Model 3 to a brand-new one feels like an upgrade.
I like to imagine that trading in a pre-facelift Model 3 to get the newest version of the EV is similar to what financial-savvy Apple fans do. They don’t just buy this year’s iPhone because they feel like the newest one is a must-have. They wait a couple of years because Apple is done with fascinating innovation. The company just refines and ever so slightly modifies the base product that already exists.
A few hardware tweaks, a larger display, and some software upgrades lead to the announcement of a new phone in September. That’s why most iPhone 15 Pro Max owners won’t spend the night in front of an Apple store to buy the iPhone 16 Pro Max. There’s just not much about it that can justify the effort.
But if you have an older iPhone or a quirky Android-powered device, then you might consider spending some of your hard-earned money on a new phone with iOS. You’d get the latest thing presented to you in a familiar shape. But it would be a real upgrade. You’d have a phone that should last you at least three to five years without it needing a battery replacement after a couple of years.
That’s what the new Tesla Model 3 is. It’s a refined EV that is available to buyers at no premium over the sedan it replaces. The automaker gave it double-pane windows, ventilated seats, a more aerodynamic body, a tweaked suspension system, and a different lighting signature and called it a day. Those changes, although minimal, were enough to re-launch an affordable zero-tailpipe emission sedan.
But is the upgrade worth it?
Thankfully, the Out of Spec team decided to run what is arguably the most important test for every EV sold in the US: the 70-mph highway range test. What’s even better is that the team didn’t just put the new Model 3 through yet another verification; it ran the test alongside an older model with a similar configuration.
The only real and important difference between the two EVs was that the older unit had accrued some miles on its odometer and, thus, went through more charging cycles than the facelifted Model 3.
On the start line, we find:
- a 6,000-mile 2024 Tesla Model 3 Dual-Motor Long Range with 19-inch “aero” rims and Tesla-approved Hankook all-season tires;
- a 30,000-mile 2021 Tesla Model 3 Dual-Motor Long Range with 19-inch rims and Michelin tires.
Both units sport a Panasonic high-voltage battery, which is currently offered only on Model 3s sold to customers who are eligible for the federal EV tax credit. If you’re not, you might get the LG high-voltage energy storage unit, which, per the Out of Spec team, isn’t as good.
The 2024 model-year EV has a usable energy-holding capacity of 78.6 kWh, while the older one has only 74.3 kWh left because of unavoidable degradation. Both figures include the buffer that’s only used after the onboard computer displays a zero percent state of charge. As far as the gross size is concerned, both batteries measure 82.1 kWh, which includes the unusable energy buffer that’s there solely to protect the modules from failing.
After finishing charging and right before heading onto the highway, the facelifted unit’s onboard computer estimated a maximum driving distance of 342 mi (550 km), while the “legacy” model approximated 336 mi (541 km) of range possible.
Before starting the journey, both drivers set the A/C to 68 F (20 C) and the acceleration input to “Chill.” Once on the highway, they set the adaptive cruise control (aka Autopilot) to 71 mph (114 kph). The outside temperature was in the 80s F (27+ C) range.
The 2021 Model 3 reached a zero-percent state of charge after traveling 295 miles (475 km) at an efficiency of 258 Wh per mile or 3.9 mi per kWh.
The 2024 Model 3 covered 366 mi (589 km) at an efficiency of 213 Wh per mile or 4.7 mi per kWh before the battery icon showed a zero percent state of charge.
Both EVs could’ve kept going for a few more miles, but not at 70 mph. The Model 3’s software limits acceleration to preserve much-needed electrons, which can help the driver reach a plug and avoid spending money on a tow truck.
An admirable evolution
In a real-world scenario where you might be road-tripping alone or with friends or family, a stop after two or three hours of continuous driving will be necessary. Anyone needs to stretch their legs every once in a while. That means you’ll be able to enjoy a beverage or some fast food while the EV replenishes its battery for 15 to 20 minutes. Even though more high-power dispensers are needed, avoiding a scenario where there’s no energy left in the battery is easy in today’s America.
However, this test proves what we initially said: minor upgrades can transform a good EV into a great one. And that’s why the iPhone recipe works for Tesla. It doesn’t have to introduce new motors or different high-voltage batteries. They were there for the taking, which means the company can still make a nice profit without pouring billions into research and development or getting new suppliers.
You don’t have to like Tesla to admit that it manufactures a fantastic battery-powered sedan that is also (somewhat) affordable. The drivetrain, the ever-improving software (except FSD), the new tires, the updated cabin, and the state and federal incentives create a wonderful zero-tailpipe emission commuting appliance.
Now it’s time for Rivian, Lucid, and others to attempt to beat Tesla at its own game. It’ll be hard to dethrone the king, but it could be worth it.