Tesla. Such a complicated car company making rather uncomplicated cars. At times, it’s hard to separate Elon Musk’s—it’s CEO and “Technoking”—occasional tirades and the EVs he’s making to the point that people form strong opinions on a Tesla without even sitting, let alone driving one. Honestly, I was one of those people given my experience, at least when it comes to a Model 3, was limited to just Uber rides around Europe. However, that has all changed and after spending four days with one, the hype—not the hate—is most definitely real.
In a lot of ways, Tesla has upended how traditional automakers work and operate. For starters, you don’t order a brand-new Model 3 at a dealership; you do so online. Like buying a pair of sneakers or the latest iPhone, you head to their official website where you plop down a non-refundable reservation fee. After that, you wait for your desired vehicle configuration to be built, and you collect it as the Tesla Experience Centre when it becomes available. This alone cuts the hassle of dealing with sales agents, who do their best to protect their commissions, and inventory cost for Tesla (true enough, a peek at their available inventory only reveals 10 vehicles, one of which is a demo). The result is being able to pass on those savings to the customer. For example, the Model 3 starts at just P 2,109,000. This demo adds Ultra Red paint (P 146,000) and Full Self Drive (P 394,000). Inclusive of delivery and admin fees, it’s priced at P 2,676,000—not pricey all things considered.
Tesla, however, goes even further. Remember that credit card you put used to pay for the reservation? That helps create a Tesla account which is used not just for order tracking, but to pay for Tesla supercharging or destination charging, purchase accessories, initiate remote diagnosis, and even set service appointments if necessary. In short, Tesla has created an ecosystem where they’ve considered every facet of EV ownership, unbridled by practices promulgated by anything powered by internal combustion engines. Whereas every single EV from a legacy carmaker—be it premium or mainstream—dictates a once-a-year PMS visit, Teslas only come in as required. That’s hard to beat in anyone’s book.
Ordering and ownership aside, the Model 3 itself is one solidly engineered EV. Yes, like every other vehicle, it’s got its own set of quirks and peculiarities, but the positives here outweigh the negatives so much that it’s become my EV benchmark, by a mile. It’s not the most fun-to-drive EV out there (that still goes to the bonkers Hyundai Ioniq 5 N) but if you need a no nonsense daily, it’s this one.
The Model 3’s been around since 2017, but the model you see here is the 2024 “Highland” update. Yes, there’s a newer 2025/26 update, but all things considered, the stuff added/changed there is very minor. The Highland refresh updates the front-end turning the “poked-in-the-ass” face into one that resembles the cat from the “woman yelling at a cat” meme. And while most casual observers recognize it as a Tesla right away, some thought it was the latest Mazda sedan. Given that the MX-5’s being compared to the same cat in the meme, I’d say, from that perspective, the resemblance can be uncanny.
Because there’s no need to fit an engine upfront, the Model 3’s proportions are quite unique. For example, the front overhang’s quite stubby (868 mm). This means no issues tackling parking ramps or steep driveways despite its 138 mm ground clearance. The generous greenhouse-to-metal proportions also manage to make the standard 18-inch wheels look more generous, while also giving it an airy cabin.
Unlocking the Model 3 requires either using your phone or a keycard. Tap it at the b-pillar and the doors lock; swipe it, it unlocks. Once you enter, the cabin’s a lesson in extreme minimalism. With no chintzy trim to distract, Tesla puts on a show of what it means to be a well-built car. The materials used are top-notch, while the fit and finish are most certainly premium-feeling.
Save for the giant 15.4-inch screen in the middle and the buttons on the steering wheel, door, and seats, there’s no other physical control here. Honestly, it’s not missed. Clearly, this is where Tesla’s biggest advantage lays. While other car brands have tried (and failed) to execute touchscreen heavy interfaces, Tesla nails it down. Generally, it’s easy to use with a flat menu structure and on-screen prompts that are all easy to understand, and more importantly, to hit. Vehicle settings are accessible any time via the “Car” icon, while the app drawer is customizable. If anything, the only thing I miss here would be a physical volume knob. That, and Apple CarPlay. See, Tesla wants to keep its operating environment closed off to both Apple and Google, and as a result, there’s no smartphone mirroring here. Instead, you’ll have to use the on-board native apps. While there are plenty, you have zero luck when it comes to Waze, Viber, and What’s App.
Adjusting the Model 3’s steering wheel and side mirrors are done via the touchscreen. It takes two taps and once you settle in, it can be saved either as a local profile or be tied to your phone key. Despite the wide range of seat adjustment, the most comfortable position, at least for my vertically-challenged, plumpy self is low; like almost sportscar low. Thankfully, it doesn’t seem to affect visibility as much as I thought, although the rising belt line and chunky rear headrests do mean sizeable blind spots at the back three quarters. It can make parking quite a challenge, unless you rely on the myriad of cameras. If you tick the Enhanced Auto Pilot option, it means not just automatic parking, but summoning remotely as well.
Because the Model 3’s designed from the ground up as a BEV, it’s managed to also win in the space game. The low, thin dashboard means generous leg and hip room upfront. The center island dividing the front seats also contain two bins—one just after the two well-placed wireless chargers and another underneath the armrest. A pair of cupholders is sandwiched between. Meanwhile, the flat rear floor means the same treatment for those seated at the back. If anything, it’s the sharply-raked roofline that requires some contortion to clear, but once inside, the accommodations are quite good. The middle seat drops down revealing an armrest with two cup holders, while the supplementary 8-inch screen can play things like Netflix. Just below it is the rear AC vents and USB Type C ports. Another plus? Its cargo space. It’s got an 88-liter front trunk and 682-liter rear trunk. The rear seats even collapse in a 60/40 if that’s still not enough for your needs.
Issues? I could only think of two. First is the lack of grab handles. For the designated driver, or perfectly healthy individuals, it’s no problem. However, for those who tend to drive kids or the elderly on a regular basis, it could be an issue since the ingress/egress is already slightly compromised. The second is that giant panoramic sunroof. Although it’s treated to reflect heat and UV rays, you’ll still feel a whiff of heat coming from the roof. I doubt if even the most maniak of tints will help here.
There’s an initial learning curve when driving the Model 3. A gander at the controls reveals that there’s no engine start or gear lever of any kind. Instead, once you sit on the driver’s seat, the climate control turns on automatically (it turns on the dual zone function once it detects weight on the front passenger seat). Press down on the brake pedal, and it’s ready to move. Shifting to Drive means swiping up on the left part of the touchscreen, while shifting to Reverse means swiping down. If you trust the software so much (spoiler alert: I don’t), you can intuitively let it shift it for you via the Auto Shift function.
As you move, the Model 3’s regen is so heavy, it’s already one-pedal driving. The sensation, especially coming from a combustion engined car takes some getting used to. At times—like going downhill—made me wish for some customizability. Perhaps this is Tesla’s way to claw back some range into the battery. As it so happens, my four-day drive managed just 6.89 km/kWh meaning its 520-km range isn’t achievable; not by a long shot. Still, I would gladly trade in more range.
Having adjusted for the one-pedal driving, you’ll soon realize that this is the paradigm of being an all-rounder. Jab the accelerator and there’s good shove from the rear motor. It’s rated at 280 horsepower and 340 Nm of torque, and subjectively at least, every horse is accounted for. Acceleration, be it from a standstill or rolling, is never lacking. Plus, progress is done so in a smooth, well-sorted manner. The NVH isolation, with solutions like sound-insulating double paned glass, is simply sublime too.
The ride itself is firm, but never uncomfortable. Go through any road surface—smooth, cracked, and even those ghosted by the DPWH—is smoothened out nicely. It never thumps or crashes. At higher speeds, there’s this feeling of heft baked in, not doubt due to the 1,765-kilogram curb weight. This aids in its straight-line stability and overall cruising comfort. Start tossing it around, and it does offer impressive body control and grip. However, it’s not exactly playful, fun, or communicative, even if the steering is accurate and keen to change direction.
Some people have sworn off Tesla simply because of Elon Musk, and I get that. But for those who can, the Tesla Model 3 is a compelling car. Sure, Musk’s child-like (childish) behavior comes in through things like “Joe Mode” or turning the default car lock/unlock chirps into fart sounds. But the Model 3 is more than just the sum of its memes. Dig deeper and it’s a very compelling car. Not only is it genuinely good to drive, packed full of tech, quick, and even reasonably practical, it’s also competitively priced too. Musk or no Musk, it certainly changes the game—both as a car and as a carmaker. That’s something I have a lot of respect for.
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2025 Tesla Model 3 Standard Range RWD |
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| Bottom Line | |
| Pros | Well-built, full of tech, a surprisingly nice drive. |
| Cons | There's a bit of a learning curve, Elon Musk. |
| TL;DR | A very compelling car that's genuinely upended the status quo of traditional automakers. |
| Ownership | |
| Year Introduced | 2017 (Refreshed: 2023) |
| Warranty |
4 years / 80,000
kilometers 8 years / 192,000 kilometers (Battery + Drive Unit) |
| The Basics | |
| Body Type | Compact |
| Seating | 5 |
| Engine / Drive | Rear Motor / RWD |
| Under the Hood | |
| Motor Type | Permanent Magnet Synchronous |
| Maximum Output (BHP) | 280 |
| Maximum Torque (Nm) | 340 |
| Battery Size (kWh) | 64 (60 usable) |
| Architecture (V) | 400 |
| Range, WLTP (km) | 520 |
| Range, As Tested (km) | 413 |
| Energy Consumption (km/kWh) | 6.89 @ 16 km/h |
| Estimated Charging Time, 1-Phase AC (0-100%) | 9 hours |
| Estimated Charging Time, DC (10-80%) | 0.5 hours |
| Charge Port | Type 2 / CCS |
| Transmission | Single Speed AT |
| Cruise Control | Yes, Adaptive, w/ Auto Steer |
| Dimensions and Weights | |
| Length (mm) | 4,720 |
| Width (mm) | 1,933 |
| Height (mm) | 1,441 |
| Wheelbase (mm) | 2,875 |
| Curb Weight (kg) | 1,765 |
| Suspension and Tires | |
| Front Suspension | Independent, Double Wishbone |
| Rear Suspension | Independent, Multi-link |
| Front Brakes | Vented Disc |
| Rear Brakes | Vented Disc |
| Parking Brake | Electronic, w/ Auto Hold |
| Tires |
Bridgestone Turanza T005
EV 235/45 R 18 V (f & r) |
| Recommend Tire Pressure (PSI) | 42 all |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 6 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front & Rear |
| Parking Camera | Yes, Sides & Rear |
| Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
| Rear Seatbelts |
3-pt ELR w/ pre-tensioners
x 2 3-pt ELR x 1 |
| ISOFIX Child Seat Anchor | Yes |
| Advanced Driver Assist System |
Automatic Emergency
Braking Forward Collision Warning Side Collision Warning Obstacle Aware Acceleration Lane Departure Avoidance Emergency Lane Departure Avoidance |
| Other Safety Features |
Hill Start Assist Blind Spot Monitoring |
| Exterior Features | |
| Headlights | LED |
| Fog Lamps | Yes, Rear (LED) |
| Light Operation | Auto |
| Wiper Operation | Rain-sensing |
| Tailgate | Electronic |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic, Electric |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 8-way, Vented & Heated, Memory |
| Seating Adjustment (front passenger) | Electric, 6-way, Vented & Heated |
| Seating Surface | Leather |
| 2nd Row | 60/40 Split-Fold w/ Center Armrest |
| 3rd Row | None |
| Sunroof | Panoramic |
| Multi-Information Display / Size | Yes, 15.4-inch |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Yes, w/ Auto-dimming, Fold |
| Rear View Mirror | Auto-dimming |
| Proximity Key | Yes |
| Climate Control | Dual Zone, w/ Rear Vent |
| Audio System |
Stereo USB Type C Bluetooth |
| Wireless Charger | Front x 2 |
| Infotainment Display / Size | Yes, 15.4-inch (Front), 8-inch (Rear) |
| Smartphone Connectivity | None |
| # of Speakers | 9 |
| Steering Controls | Yes |
How does the FSD differ from its autopilot or Adaptive Cruise Control?
ReplyDeleteBasic Auto Pilot is the the most basic form. This has traffic aware cruise control, forward collision warning and braking. It doesn't steer for you basically.
DeleteEnhanced Auto Pilot adds the steering assist in. It can also park by itself and be summoned using the Tesla app.
Full Self Drive is the highest form. Basically the car steers and accelerates/brakes by itself. This isn't available yet in the Philippines, but if you pay for it and it becomes available, Tesla can roll it out via a future update.
TL;DR: get the Enhanced Auto Pilot. It's the best value for now.
So is FSD like Level 2 of auto pilot or more upon release ? Thanks
DeleteBasic autopilot actually does steer for you—keep you in your lane and swerve away from obstacles. Autosteer is part of the basic suite, can be toggled on or off in the settings.
DeleteEnhanced AP only really adds summon and self park.
I think the distinction to make it easier is that Basic and Enhanced AP are only good for highways, whereas FSD is good enough to handle side streets and inside roads.
Source: tesla owner
Apologies, when I wasn't that clear. When I said, steer it would mean hands-free driving. I look at lane keeping assist/emergency swerve assist would be typical ADAS and only engage when it deems necessary.
DeleteBut, yeah. I guess that distinction can be made.
Tesla made in China.
ReplyDeleteNothing wrong about it, or ?
DeleteWhat’s your point? For your information, The Tesla Gigafactory in Shanghai is 100% owned and operated by Tesla, Inc. As a matter of fact, they’re the only foreign automaker in China without a Chinese partner. Neat, huh?
DeleteBest automotive appliance
ReplyDeleteAny sensation of dizziness or light headedness on the initial get go drive?.. some tesla owners swear by this bcoz of the body adjusting to the EMF radiation of the car specially when the wifi is on. Its like your sitting on a flat giant slab of celpone battery.
ReplyDeleteBMS time bomb equipped
ReplyDeleteI hope sometime in the future the red paint will be offered as a no-cost option. For now, one has to make do with white.
ReplyDeleteTrue. The cost of Tesla’s paint options is insane. Charging around 150K for the Red and Quicksilver (Freakin Silver, the blandest of colors) paints is astounding.
DeleteTesla is in a league of its own. No Apple CarPlay. No Android Auto.
ReplyDeleteI hope we can choose the features "tingi" style. LOL. I like the auto-park, but i dont like the steering assist.
ReplyDeletealso wondering if i can fit higher profile tires to increase ground clearance to around 150mm.
A much better buy than a Civic e:HEV if Honda insists on its pricing. Also a worthy upsell to the Civic 1.5 Turbo, since it's "only" 400k more (approx).
ReplyDeleteSounds like a PR Article
ReplyDelete