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Taxi-heute test: Tesla Model 3 RWD – Great value for money, or is Tesla still living off the myth?
The Tesla Model 3 has meanwhile become something like the VW Golf of the electric world. Everyone who is considering buying an electric car has this car in the running. And that's for good reason: Even though the platform and the technology are aging, the American carmaker remains a real alternative for many. This is partly because Californians continually develop the system. That is on the one hand great; on the other hand the automaker runs the risk that drivers feel like beta testers. After all, the turn signal stalk shows that the engineers are listening to the customers.
Practical decision: Model 3 RWD
We didn't opt for an outright horsepower rocket. Even if comparisons were tempting given the SpaceX hype. Our test car is the sensible Model 3 version: rear-wheel drive, 534 kilometers WLTP range, 201 km/h top speed, 6.2 seconds from 0 to 100 km/h, 18-inch Prisma wheels, Stealth Grey, black interior and Autopilot. Price: €39,270. This keeps the Tesla Model 3 below the BYD Seal or, if you will, the VW ID.7. If you factor in the overall package of size, range and 'charging experience' — or in short: the Tesla cosmos — then the Model 3 remains a genuine alternative.
But one thing after another. Tesla keeps the battery data under wraps. The lithium iron phosphate battery (LFP) has a capacity of around 60 kilowatt-hours (about 57 kWh usable), which nominally is enough for a WLTP range of 534 kilometers. We were often out in rainy weather and did not miss the all-wheel drive. Only those who want to drive in the Alps or want more performance should consider it. We recorded an energy consumption of 14.7 kWh/100 km according to the onboard computer, i.e., 1.7 kWh/100 km more than Tesla claims. That is still pretty good. Especially considering that highway sections with higher speeds were included. If it stays brisk for longer at nine degrees outside and in the rain, the thirst for electricity can occasionally push past the 20-kWh/100-km mark. For us it was 21.7 kWh/100 km. Still decent. In view of these facts, this Model 3 is still well equipped for everyday German motoring.
With a raised index finger
However, with this car you always have to expect the raised index finger. After the drive, the energy assistant on the screen analyzes where energy was gained or lost. Using the brake pedal cost 0.7 percent. If applicable, use the regenerative braking system to increase efficiency,” the system says in effect. At another point it says: “If you had stayed under 110 km/h, you would have saved 2.8 percent on this trip.” Wind and temperature are also taken into account. The topic of recuperation is likely to spark divided opinions. Because you cannot switch off energy recovery and let the car coast. The deceleration, however, is not uniform. In the manual it says: "The deceleration of the vehicle due to regenerative braking can vary depending on the current state of the battery. For example, regenerative braking may be limited when the battery is cold or nearly fully charged."
One-Pedal Driving Compulsion
The urge to drive with one pedal is, above all in the city, something you need to get used to, as the deceleration engages quite sharply. Not always is the passenger's nod of approval willing. Once you have gotten used to it, you can regulate it with your right foot. On country roads and the highway the regenerative brake is well dosed. However, neglecting the traditional friction brake harbors a danger. Because then brake discs can rust, pads glaze over, or sit unevenly, and in the extreme case there can be problems during the main inspection. At least the current TÜV report suggests as much. So: those who diligently recuperate energy save energy and brake pads, but risk the friction brake not being released sufficiently. Tesla tries to address this by temporarily applying the brake pads when wet and during service procedures; however the software cannot completely replace the firm press on the brake pedal. Therefore: suppress the economy drive, ignore the car's condescension, and floor the brake pedal.
Synthetic Steering, Nervous Driving Behavior
On the road, the Tesla remains quiet, fast and pleasantly effortless. The sound insulation has improved since the revised Model 3; wind and road noise stay in the background for a long time. The suspension with passive dampers is somewhat firmer, but ultimately fine. Especially because it does not follow the Chinese soft-soap approach. However, the steering still gives cause for criticism. It feels synthetic and responds very directly from the straight-ahead position. That leads to a nervous driving behavior. The charging, or charging as a whole, is and remains a Tesla strength. That starts already when approaching the Supercharger. Once you have parked your car, the charging port opens automatically, you plug in the charging cable, and off you go. No fiddling with cards. Only one payment method stored in the app. This is often worth more in everyday life than a few kilowatts of peak power. Prices vary by location and time of day. For us, it was 45 cents per kilowatt-hour (from 8 a.m. to 8 p.m.). Afterwards the price drops to 39 cents/kWh. If you charge between midnight and 8 a.m., it’s 26 cents at this station in Brunnthal.
Charging Power: Satisfactory to Adequate
Tesla still relies on 400-volt technology. Others can theoretically do more on paper now. Even the more expensive Model 3 versions have higher charging power. A Hyundai Ioniq 5 uses 800-volt technology, a VW ID.7 charges up to 200 kW. The BYD Seal achieves a maximum charging power of 150 kW. So not everything in China glitters gold. According to Tesla, the Model 3 RWD has around 175 kW as maximum charging power. This is borne out in practice. Up to around 45 percent, the charging power was about 175 kW, at peak even 177 kW. At 60 percent it was around 119 kW, at 74 percent 78 kW and at 81 percent 63 kW. This is not record-breaking in 2026, but still sufficient.
Navi Does Not Connect with Apple CarPlay or Android Auto
Inside, Tesla remains consistently minimalist. As few buttons as possible – only on the steering wheel – and no head-up display. The 15.4-inch central display serves as the information source. We would prefer, however, a speed display in the line of sight. The controls are straightforward. Particularly the interaction with the app works splendidly. However you are dependent on Tesla's own navigation system, as integrating a smartphone via Apple CarPlay or Android Auto is not possible. Also the turn-signal noise is annoying – a matter of taste – and the fact that at every radio start on our test car Dutch advertising runs first before it switches to the desired DAB station. Tesla does away with traditional parking sensors and instead relies on a combination of cameras and software. Most of the time the camera system provides good images, recognises traffic signs in tests better than many competitors and also greatly facilitates maneuvering. At the same time, this shows the downside of Tesla Vision. In heavy rain droplets collected on the camera. Subsequently the car reported a blocked camera on the right fender. That is a clear weakness in everyday use. An assistive system that relies on vision does not tolerate wet, dirty, or blinded cameras.
What Remains as a Conclusion?
The Tesla Model 3 with rear-wheel drive is not a perfect car. The screen's monopoly is not everyone's cup of tea. Likewise, Apple CarPlay and Android Auto are excluded. Also the non-selectable recuperation strategy and the constant finger-wagging may not be to everyone's taste. Others may prefer faster charging and driving. But what remains is that the Tesla ecosystem continues to work and makes it easy for the driver. However the abandonment of traditional parking sensors and the focus on cameras is not yet fully mature. Even though the system mostly works well, weaknesses still reveal themselves in rain. But the Tesla Model 3 is quiet, fast enough, efficient and still quick enough when charging. For €39,270 this electric car offers a lot of range, a lot of tech and low running costs.
For us at the wheel: Wolfgang Gomoll, press-inform
Data Sheet Tesla Model 3 RWD MJ2026
Type: Electric mid-size sedan
Engine: Electric motor
Displacement (cc): -
Power (hp (kW)) at rpm-1: not officially specified
Max. torque (Nm) at rpm-1: not officially specified
Top speed (km/h): 201
0-100 km/h (s): 6.2
Transmission: Single-speed automatic
Drivetrain: Rear-wheel
Fuel type: Electric
Tank (L): not officially specified / approx 60 kWh
EU consumption mix (kWh/100 km): 13.0
CO2 emissions (g/km): 0
Weight, manufacturer’s specification (kg): 1,772
Max payload (kg): not officially specified
Dimensions (L/W/H): 4,720 / 1,850 / 1,440 (L/W/H)
Max cargo volume (L): 682
Price (EUR): 37,970
Base model (EUR): 34,990
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