Model 3 [Official] Tesla Model 3

[Sunny]

I’m neither wearing my Porsche hat nor my Tesla hat, and objectively speaking, the gap problem with the Porsche seems to be quite different than the misalignment of the Tesla. The Tesla cannot be fixed with two ghetto towels

Ok, can you fix this with 2 ghetto towels?

This is a local GT4 here. The chassis mounting point where the strut tower attaches to the chassis failed and this is not the only GT4/3 this has happened to -

I don’t think it’s unreasonable to say that Tesla QC is worse than Porsche even though Porsche builds 2.4 times more cars than Tesla.

I don't know that. I doubt you definitely do either. How do you qualify quality? Is a screen not working same as a wheel falling off or an engine catching fire?

I don't know well the issues that affect Teslas (cause I have no interest in them), But I do know the common issues that aile the modern Porsches, especially GT cars -

Every GT4 made since Dec 2015 (I am luckily have an earlier one) have a ticking time bomb for 3rd gear cause they decided to weld the gears to the body instead of splining it as they used to till then. Result - they will eventually break - - GT4 G81 Transmission Failure - Rennlist - Porsche Discussion Forums
Even worse, some of the replacement transmissions have also failed. And even funnier, some of replacements transmissions were damaged in shipping because packing was so bad. Imagine if that was Tesla, Eni would have a 4hr raging hard on about how Tesla doesn't know how to even ship things.

I am not even going to mention the multiple 991.1 GT3 engine fiascos, that would be just too easy.

But before that, not many know, but most of the fabled 4.0 have had their engines replaced cause the screw in the throttle body would come loose because they were not torqued correctly from the factory, get injected into the engine and blow up the engine.

Even the 7.2 RS3.8, the variocam actuator screws would back off and destroy the engine - GT3RS 2011 Engine Problems - Rennlist - Porsche Discussion Forums.

Multiple 997 GT3/RS have had their center lock wheels go flying off. Imagine the outcry if even one Tesla had it's wheel come off!! Eni would have a 24 hr hard on and cry bloody murder! OTOH Porsche refuses to even fix the affected cars under warranty. Centerlocks - I'm out! ....Hello 5-lug conversion! - Rennlist - Porsche Discussion Forums

All 996 and 7 GT cars have their coolant lines glued, yes glued, so when the glue stops sticking, they comes undone, it spews super slippery coolant on your rear tires sending you and anyone behind you spinning. This happened just recently -

Porsche 911 GT3 RS Coolant Spill Causes 14-Car Nurburgring Crash. But the same has happened has multiple times endangering multiple lives. But Porsche even refuses to acknowledge the issue - Catastrophic Coolant Hose Coupling Failure Registry - Rennlist - Porsche Discussion Forums.

Most (if not all) 997.1 cars leak oil from the RMS. And no real fix, but add oil - gt3 oil leak common? - Rennlist - Porsche Discussion Forums

All the 996 cars has the IMS bearing issue - The IMS discussion thread (Read this first!) - Rennlist - Porsche Discussion Forums

And these are just the more serious and common issues affecting the last two generations of GT cars I am aware of. I am not even listing the one and two offs or the superficial issues - the paint, rubbing, squeaking, interior stuff breaking or the multitude various cases of the car just not even starting... because shit happens. And before that, it was even worse, I have drinks once a while with some really old school Porshephiles, the stories they tell makes you go wtf!

Having said all that, if I had a $million to spend on cars, without a second thought I would have 5 more Porsches and 0 Teslas. I don't work for Tesla neither do any of my family or close friends... I have no affiliation with the company besides I sincerely believe electric cars are the future of personal transportation and I respect Tesla for being at the least a major catalyst in making it happen. My other attraction to it is that it is an underdog against some fat lazy incumbents that gave us no real progress over the last 100 years.

I don't know what issues commonly affect Teslas, maybe they are as bad. I have not looked at it with anywhere the same interest because I am not buying one. But I have a few friends with them including my sister. Few have had no issues, other have had some while others have had quite a few issues.

Anyway, that was my my little bit, will stay away now, cause that took way longer than I want to spend defending a car I have little interest in.

That Porsche has waaaay better gaps than this Tesla. But I understand, you have to defend honour of Tesla, whatever reason may be...

You know, you would sound "waaaaaaay" smarter, if you actually read the linked thread, the issue with the Porsche is that it doesn't have the required gap a hood needs to be opened and shut properly... But seriously, if you have nothing material to contribute, why feel compelled to post anyway? Do you like being the monkey in the zoo flinging poo?

 

[Merc1]

Not many things are nastier than monkey poo @Sunny lol.

I do think Tesla is done one BMW, MB and VAG get their electric cars to market.

M

 

[Sunny]

I do think Tesla is done one BMW, MB and VAG get their electric cars to market.

Maybe, and as long as it is because everyone got the electric car right, I can live that outcome. On the flip side, if Porsche or M or AMG disappeared cause they buried their head in the oil and sat for too long, that would be a sad travesty in my book.

 

[tristatez28lt1]

Thanks for the great write up. Of course, we cannot judge the QC of either company and as we both agree, no manufacturer is perfect.

Some of the problems with Porsche are known, some are not. The more you dig, the more you will find and in my experience the data of QC and reliability is extremely protected (for good reasons). I wish I could see all internal statistics and make my own picture but that impossible. So were stuck discussing our own experiences and knowledge that is certainly not the whole picture. Regardless of everything I wrote, I still, as objectively as possible, believe that Tesla has bigger QC problems than Porsche or most other manufacturers.

Two more considerations: German manufacturers are quite smart when it comes to dealing with QC problems – similar to JLR – with the exception that the perception of German manufacturer is generally good and they are more often “forgiven”. Tesla is much more polarizing. You have an almost cult like following and on the other side extreme dislike. Balance here is important and I appreciate the informative discussion that happens here on GCF. So thanks to all parties involved.

 

[Matski]

Tesla is much more polarizing. You have an almost cult like following and on the other side extreme dislike. Balance here is important and I appreciate the informative discussion that happens here on GCF. So thanks to all parties involved.

I know I've said this before, but what makes it worse with Tesla, to me at least, is that they effectively started selling something they didn't know how to make... this is simply wrong. They've now bought so much pressure onto an inexperienced company, that taking the correct path out is a lot harder, and widespread post-production line fixing-things-with-glue is direct reflection of this.

If Mercedes were taking deposits for the Project One before they'd even put pen to paper, I'd be fine with it, because Mercedes have decades of experience of car manufacturing - the probability of them delivering the final product is statistically, and demonstrably high. Tesla thought they could do something, based not on experience, or statistics - but on arrogance and ignorance... and they took peoples money for it at the same time. It's inept, it's wrong... if the established players did this - and failed to deliver - they would get killed for it... yet people will still behave like a Tesla car is the work of the Messiah! And this, I believe, is all down to social media buzz... and anyone that thinks that should triumph over sound technical experience and solid commercial plans is an idiot (though admittedly they might be a rich idiot!)

 

[Centurion]

I know I've said this before, but what makes it worse with Tesla, to me at least, is that they effectively started selling something they didn't know how to make... this is simply wrong. They've now bought so much pressure onto an inexperienced company, that taking the correct path out is a lot harder, and widespread post-production line fixing-things-with-glue is direct reflection of this.

If Mercedes were taking deposits for the Project One before they'd even put pen to paper, I'd be fine with it, because Mercedes have decades of experience of car manufacturing - the probability of them delivering the final product is statistically, and demonstrably high. Tesla thought they could do something, based not on experience, or statistics - but on arrogance and ignorance... and they took peoples money for it at the same time. It's inept, it's wrong... if the established players did this - and failed to deliver - they would get killed for it... yet people will still behave like a Tesla car is the work of the Messiah! And this, I believe, is all down to social media buzz... and anyone that thinks that should triumph over sound technical experience and solid commercial plans is an idiot (though admittedly they might be a rich idiot!)

Basically they have done a massive kickstarter and are 12 months behind schedule.

 

[EnI]

First Drive: Tesla Model 3

Tesla's all-new electric sedan is quick, has tight handling, and a giant screen that controls almost everything

By Mike Monticello
February 28, 2018

Model 3 luxury compact sports sedan is arguably the automaker’s most important release so far. That’s because the Model 3 is Tesla’s first attempt at a real mass-market electric car. With a promised starting price of $35,000, Tesla is aiming the Model 3 at cars such as the the Audi A4 and BMW 3 Series—but without any emissions.

Hype has surrounded this car since Tesla CEO Elon Musk first announced it about two years ago, with hundreds of thousands of shoppers placing $1,000 deposits within days. But many of those prospective buyers have had their patience tried, since the Model 3 rollout has been plagued by Tesla’s production headaches and delays.

Because CR has previously purchased Teslas, and because we quickly placed a deposit, we were able to buy an early Model 3 for our test fleet. The downside to being an early adopter meant buying the first configuration that Tesla offered, meaning a more expensive, well-equipped version.

The automaker built its earliest production Model 3s with a $9,000 long-range battery and $5,000 in premium upgrades (12-way power and heated front seats, a premium audio system, and a glass roof). We added the $5,000 Enhanced Autopilot system and the $3,000 full self-driving capability option to evaluate these intriguing features and their potential for over-the-air updates. By the time we were done, our Model 3 rang up at $59,000.

These are our first impressions, based on our purchased car. Once the car reaches 2,000 break-in miles, it will be put through our battery of more than 50 tests. We’ll report back in the future with full results.

What we bought: 2018 Tesla Model 3 Long Range
Drivetrain: 258-horsepower electric, one-speed direct; rear-wheel drive
MSRP: $35,000
Destination fee: $1,000
Options: $23,000
Total cost: $59,000


How It Drives
Let’s start with the takeoff. Unlike regular gasoline-powered engines, electric cars deploy their full torque instantly. Because of this, the Model 3 rushes off the line with authority, and every prod of the accelerator translates to immediate thrust in near silence.

The Model 3 is not only quick, but also promises impressive range. With the long-range battery, the car has an EPA rating of 310 miles per charge. (We’ll test our car’s range in the weeks to come.) The standard battery, which Tesla says will be available later, is estimated to have a 220-mile range.

Our testers were impressed by our car’s glued-to-the-road handling, with steering that is quick and precise, much like a well-tuned sports car. The Model 3’s taut suspension keeps the car from leaning when cornering, while its sharp reflexes help it carve through tight turns with ease and tear down straightaways.

Ride quality is a different matter. The car is overly stiff, struggling to absorb bumps with the dignity expected from a luxury car. There’s also considerable wind noise at highway speeds.

One of Tesla’s signature features, Autopilot, is available on the Model 3, and we ordered it for our test car.

The Autopilot system combines such systems as adaptive cruise control which maintains speed and is able to vary it to keep pace with traffic. It can bring the car to a stop and resume driving during stop-and-go snarls.

It’s activated by pulling down on the column-mounted gear selector lever twice, and our initial impression is that it works pretty well.

While it’s not as smooth as most human drivers are, Autopilot on the Model 3 does a good job of keeping the car between lane lines. The experience in this car is similar to what we found in our latest Model S.

It’s important to keep in mind that Autopilot isn’t designed to react to all unexpected situations, which means it’s essential for drivers to remain attentive and engaged, and to keep their hands on the steering wheel.

Nearly all controls and information are contained in a single large touch screen, positioned in the center of the dash.

Inside
From its inception, Tesla has been a company that thrives on doing things differently, and that holds true even for the Model 3’s keys. There aren’t any. Instead, it uses your smartphone as a key. Once you install the Tesla app on your phone, the car can sense you approaching, it automatically unlocks its doors, and lets you drive away simply by putting the car in gear.

That might be a problem if your cell phone’s battery dies. If that happens, drivers can unlock and start the Model 3 with a key card, much like cards used at some hotels. However, the touch method to unlock the car with the key card can be tricky to learn and master. Plus, the card has to be placed on the center console to begin driving—another inconvenience.

The smartphone-app-as-key is a unique approach. It provides a simple solution to unlocking and starting, but other eccentricities of the Model 3 seem different just for the sake of being different. Take the door handles: You push on one side of the chrome lever, and then must pull on the other side to open a door. It feels unnatural and awkward.

The driving position in the Model 3 is fantastic. Even with thick front pillars, the car’s expansive windshield, sloping hood, and low dashboard give a clear, commanding view of the road ahead. It’s similar to what it feels like to drive a sports car like an Acura NSX or Porsche 718 Boxster—cars that, like the Model 3, don’t have an engine up front and therefore have a lower hood. The only real visibility issue is the high shelf behind the rear seats, which can partially hide the view of the car directly behind.

The steering wheel has a thick rim and a small diameter, much like some race cars have. That design is possible because in the Model 3, the driver does not need to see through the steering wheel to monitor any gauges (more on this in a bit). This adds to the car’s sporty feel.

Up front, the seats are comfortable with good side bolstering. The rear seat is a different story—it’s positioned extremely low to the floor, resulting in an uncomfortable knee bend for adults and providing no thigh support. Toe space is cramped under the front seats. It’s a tighter fit than passengers will find in many of the Model 3’s key competitors.

Our test car is filled with nice-looking materials, including suede and wood trim that come with the Premium Upgrades package. The clean dash, large touch screen, concealed air vents, and the absence of knobs give off a minimalist vibe.

This approach also applies to the Model 3’s controls. Like the keys, there aren’t any, at least not in the traditional sense. Other than two thumbwheels located on the steering wheel, and two stalks on the steering column, there aren’t many physical controls for the driver to interact with.

Every gauge or instrument, including the digital speedometer, driving range display, and even the turn signal indicators, are located on the 15-inch screen perched high on the dashboard in the center of the car. And just about every function of the car is controlled using that screen.

The screen is full of menus and has an impressive level of capability and functionality, but drivers are forced to use the screen in ways that don’t always make sense. It’s fine for drivers to adjust their mirrors or the height of the steering wheel while they’re stopped, but other adjustments that are normally made while driving can become distracting.

For instance, drivers must use the screen to adjust the adaptive cruise control’s speed setting. Very often our drivers found themselves turning their gaze away from the road to check for speed, range, or time, and many of the displays are too small to see at a quick glance.

If ever there were a car that needed a head-up display, it’s the Model 3. Having the car’s most critical information projected on the windshield in front of the driver—instead of on a screen in the center of the dash—would be the perfect use of advanced technology in what is otherwise a very modern machine. Unfortunately, a head-up display is not available.

Our last Model S had some issues with the fit of trim pieces, but so far the Model 3’s interior feels solid. We haven’t noticed any squeaks, rattles, or misalignments.

Safety & Driver Assist Systems
Forward-collision warning and automatic emergency braking (up to 50 mph) come standard on the Model 3. Tesla promises to raise the speed for its automatic emergency braking system in the future via over-the-air updates.

A quick note on the full self-driving capability option: Tesla says that “In the future, Model 3 will be capable of conducting trips with no action required by the person in the driver’s seat…it is not possible to know exactly when it will be available . . . ” Be aware: Tesla has not announced a specific date for when, or if, this $3,000 option will be usable.

If shoppers skip the Autopilot or the self-driving options when they buy a Model 3, they will pay a premium. These systems cost $5,000 (Autopilot) and $3,000 (self-driving) if you buy them upfront. If you want to add them later through a software update, you'll pay $6,000 and $4,000, respectively.

Bottom Line
As our Model 3 reaches 2,000 break-in miles and heads into our formal testing phase, we’re struck by how enjoyable this car is to drive. But we’re on the fence about its 15-inch touch screen. Time—and further testing—will tell if this consolidated control center and display is the way of the future or just a distracting gimmick.

And, of course, we’re also keen to see the results of the Model 3’s range. Stay tuned for our complete road test as we finish putting the Model 3 through its paces.

Source: First Drive: Tesla Model 3

 

[DjordjeC63]

I really like exterior look of Model 3. But that interior looks like protoype. Such a shame.

 

[Centurion]

But that interior looks like protoype.

It will likely feel like one on the inside too. Given the current rate of money hemorrhaging, there is unlikely any budget for upgrading interior materials during the next 3 years.

 

[SCOTT27]

I really like exterior look of Model 3. But that interior looks like protoype. Such a shame.

Yes you can either have a paradise of minimalism...Or something that looks exactly what you were driving in the 1970's...

 

[Monster]

Yes you can either have a paradise of minimalism...Or something that looks exactly what you were driving in the 1970's...

Tesla fans are jumping up and down in excitement, proclaiming this is high tech and innovative interior design.

 

[SCOTT27]

Tesla fans are jumping up and down in excitement, proclaiming this is high tech and innovative interior design.

If you are proficient with an iPad you will love it.

 

[Matski]

Still pretty irrelevant in the UK. Deliveries won't be starting here for another year, and that's if you were towards the front of the pre-order queue (which was 2 years ago this month by the way). The pre-order backlog won't be cleared until about 2020, so considering this as a purchase at the moment in the UK is pretty meaningless at this stage. Second hand S's can now be had for less, and they're available now.

 

[Centurion]

Still pretty irrelevant in the UK. Deliveries won't be starting here for another year, and that's if you were towards the front of the pre-order queue (which was 2 years ago this month by the way). The pre-order backlog won't be cleared until about 2020, so considering this as a purchase at the moment in the UK is pretty meaningless at this stage. Second hand S's can now be had for less, and they're available now.

I doubt European deliveries, for the base model, will start before Nov/Dec this year.

 

[tristatez28lt1]

2018 Tesla Model 3 Long Range
The perils of outsize expectations.
MARCH 2018 BY JOSEPH CAPPARELLA MULTIPLE PHOTOGRAPHERS

2018 Tesla Model 3 Test | Review | Car and Driver

Paradoxically, the Tesla Model 3 is both the electric automaker’s most down-to-earth vehicle to date and its most ambitious project yet. Billed at its unveiling in March 2016 as a $36,000 electric sedan that would bring Tesla’s cult of personality to a broad audience, it’s a key part of fearless leader Elon Musk’s goal to change the automotive landscape as we know it.

HIGHS
Satisfying handling, impressive tech integration, looks and feels like the future.
LOWS
Not the price we were promised, not the range we were hoping for, the questionable build quality we’ve learned to expect.
As all established automakers know, a mass-market affordable car is more difficult to pull off than a small-volume luxury car. And despite an initial public-relations-and-cash windfall for the Model 3 that saw hundreds of thousands of prospective customers plunk down $1000 to secure their places in line for what was, at the time, an entirely hypothetical vehicle with few concrete specifications and only a vague estimate of delivery timing, the Tesla hype machine can do only so much. It can’t help that the production output of the company’s factory in Fremont, California, continues to fall far short of expectations. For example, Tesla originally targeted building 5000 Model 3s per week by the end of 2017, but as of this writing, Bloomberg estimates that the company is churning out only 1076 weekly, with approximately 11,500 built since July 2017 (Tesla doesn’t release detailed sales or production reports, so we don’t know the exact numbers).

This “production hell” (as Musk himself described it) apparently affected Tesla’s ability to provide us with a testable car despite multiple requests, so we turned to other sources—customers who had cars in their possession. For this test, we found a local owner in Ann Arbor, Michigan, willing to lend us his Deep Blue Metallic Model 3, built in February 2018.

Model S and Model Xowners, who get at least some of their electrons for free.)

At that price, the Model 3 is much more BMW 3-series than Honda Accord. And because it’s a moderately expensive status symbol, it’s no coincidence that the Tesla’s size and price fit neatly into the small-luxury-sedan segment that the 3-series and the Mercedes-Benz C-class dominate. Like the BMW and the Benz, it’s rear-wheel drive in base form, and its electric motor’s output is similar to that of certain turbo four-cylinder versions of those sedans: 221 horsepower and an estimated 303 lb-ft of torque.

The packaging, though, is pure Tesla, with the single motor mounted on the rear axle (a dual-motor all-wheel-drive version is said to be forthcoming) and a massive battery pack under the floor. Made largely of steel but with aluminum doors and hood, the Model 3 weighs about 300 pounds more than a rear-drive BMW 330i, but the placement of that battery pack puts its center of gravity much closer to the ground, at just 18.5 inches—equivalent to the modern Mazda Miata’s. The distribution of the Tesla’s 3897 pounds is a sports-car-like 48.2/51.8 percent front/rear.

its Chevrolet Bolt EV—a paddle on the steering wheel that increases the amount of regenerative braking on demand—would be useful, as would more adjustability beyond the Tesla’s Standard and Low regen settings.

The car we tested rode on the base 18-inch tires, which means workaday 235/45R-18 Michelin Primacy MXM4 all-season rubber. As such, the chassis test numbers—a 176-foot stop from 70 mph and 0.84 g around the skidpad—were unremarkable, even by mainstream-family-sedan standards. There’s no YouTube-friendly, power-boosting Ludicrous mode here as in the Model S, but the electric motor still provided a decent if not eye-opening shove as it propelled the car from zero to 60 mph in 5.1 seconds—just a smidge quicker than the Audi A4 and the BMW 330i, which both have turbocharged 2.0-liter inline-fours. That acceleration rate suggests that the Tesla puts out more than the quoted 221 horsepower. Push the Model 3 a bit closer to its handling limits, as we did on our 10Best loop, and the tires give up early and understeer becomes the predominant dynamic trait.

Although the Model 3 is a bit less involving than the best sports sedans on these roads, it lacks the refined isolation of its similarly priced rivals. The stout structure stifles harsh impacts, but you do hear what’s going on below as the tires persistently thwack and thrum over pavement imperfections. Our sound meter measured 69 decibels at 70 mph, louder than an A4. There were also some subtle yet annoying rattles and creaks in our test car, which had less than 2500 miles on the odometer. The high recommended tire pressure of 45 psi seems partially to blame for this racket, but letting some air out would result in a decrease in efficiency and driving range.

That latter metric, although a crucial one for any EV, is prone to such a large degree of variability that it’s difficult to gauge exactly how disappointing the Model 3’s result is in our real-world 75-mph highway fuel-economy test. Our calculated range of 200 miles is far below the EPA’s overall estimates of 310 miles in combined driving and 293 miles in highway driving, but it was certainly affected by the 28-degree-Fahrenheit ambient temperature. Two similar tests of a Chevy Bolt, the Model 3’s closest EV competitor, revealed a difference in observed range of more than 25 percent between a 56-degree and a 36-degree run (190 miles versus 140 miles against an EPA-estimated highway range of 217 miles).

This aggressively minimalistic approach results in some strange and unsuccessful attempts to reinvent the automotive interior. The process required to move the mirrors and to manipulate the power-adjustable tilting and telescoping steering wheel incorporates both a menu within the touchscreen and the finicky steering-wheel scroll buttons. Changing the direction of airflow from the HVAC vent that stretches across the full width of the dash is, similarly, a multistep affair in which you must pinch and swipe a display within the climate-control menu that resembles a not very addictive smartphone game.

We did get used to the lack of a gauge cluster, though, as the only bits of information you really need—the digital speedometer and the battery-status graphic—are well within the driver’s peripheral vision in the top-left corner of the screen. The empty dash also makes for a delightfully clear view ahead. Despite the intrigue of the single piece of glass that curves, uninterrupted, from the middle of the roof to the leading edge of the trunklid, rear visibility is obstructed by the high parcel shelf.

As in the Model S, the Model 3’s flat floor gives the passenger compartment an airy feel. The unconventional packaging is also a boon for storage space, with two big console compartments in place of a transmission tunnel and a small front trunk to complement the relatively deep rear one. The rear seat, however, may be proof of Musk’s contempt for standard-issue humans—not because of its lack of space but because its low bottom cushion drives passengers’ knees into their chests. One editor compared the seating position back there to the compromised third rows found in many of today’s crossovers. The only upside is a flat and expansive cargo floor with the 60/40 split rear seatbacks folded.

On balance, Tesla may have been smart to design such a simplistic interior, as it’s presumably easier and cheaper to assemble on a large scale and also is distinct enough to avoid direct comparison to the more complex and special cabins found in some of the aforementioned German luxury cars. But while we did not observe any glaring fit-and-finish issues inside the Model 3, the exterior was a different story. Inconsistent panel gaps around the doors and myriad ill-fitting trim pieces were among the worst we’ve seen in recent memory.

Such a glaring misstep makes us wonder what Tesla could have made of the Model 3 without the ambition to produce so many cars so quickly. Although it shows promising flashes of cleverness in its execution, the Model 3 in its current form feels just shy of complete. What’s more, at $50,000 and up, it also falls short of its mission to provide affordable and accessible electric motoring to a wide spectrum of the population. As much as Tesla has achieved here in creating a nicely integrated, capable, and relatively fun entry-luxury EV, we’re still left waiting—along with all those hopeful would-be owners—for the Model 3 to change the world.

 

[tristatez28lt1]

Tesla Model 3 Autopilot: The good, the bad, and the ugly
Real problems obscure some of the promise of a compelling system
Tesla Model 3 Autopilot: The good, the bad, and the ugly

SAN JOSE, Calif. — Recently, we had the opportunity to test out the Tesla Model 3 in Silicon Valley. You can read our entire Model 3 first drive review here, but we thought that Autopilot was important enough to deserve its own discussion.

Here, as in other Teslas, Autopilot is essentially the combination of two driver assist systems. The first Tesla calls "Traffic-Aware Cruise Control," which is mostly indistinguishable from other adaptive cruise control systems. The second is Autosteer. The hardware is robust: forward radar, eight cameras and 12 ultrasonic sensors can detect vehicles all around it. It can see cars the driver can't, including, at times, two vehicles ahead.

Autopilot is a little different in the Model 3 than it is in the Tesla Model S or Model X. For one thing, there is no display directly in front of you to keep tabs on what the car is doing. That information is instead displayed on the Model 3's 15-inch central touchscreen. Same goes for the controls for maximum speed and following distance. The right stalk on the steering column — the same used as a gear selector — is used to turn Autopilot on and off. Press it down once to turn on cruise control, twice for Autosteer. That part's simple enough.

The rest is not intuitive, or easy to use on the fly. You can adjust maximum speed and following distance, but you have to go into the Autopilot menu on the central touchscreen to do that. Then you have to find the plus and minus icons, which are just about as big as the tip of one's finger. Because these controls are located off to the right, and since they're not physical buttons you can't operate them by feel, it's tricky to make these adjustments while under way.

Also on that screen is the display that shows you what the car's sensor suite sees, as well as the little blue steering wheel icon that lets you know when Autosteer is active. This is far less ideal than having that imagery directly in front of the driver, as it is in the Model S and Model X's digital instrument panel.

We fumbled through our time with the Model 3's Autopilot system. With no display directly ahead of us, we had to take our eyes off the road to take stock of what the system was and wasn't handling. We're still the one in control, the one responsible if the car leaves its lane and hits something. Technically, we're still the one driving the car.

Once we were used to it, operating and keeping tabs on Autopilot got a little easier, but the system still let us down a couple of times. Holding the turn signal down will initiate an automatic lane change if the Model 3 detects its safe.

The problem is, after requesting an automatic lane change, the Model 3 didn't seem to be able to determine if it was really safe to move over. One time we signaled to move over, but the traffic in that had slowed down. Instead of waiting or aborting on its own, the Model 3 braked far too hard than we were comfortable with trying to make its way into a gap in the traffic. We aborted that one manually rather than see if we'd end up in someone's tailgate, or have the same happen to us. Another time, we radioed to colleagues in another car and had them pull into our blind spot. They had warning of what we were trying, thankfully, so when the Model 3 tried to merge directly into their vehicle they were able to brake and avoid it.

On numerous occasions, Autosteer disengaged for whatever reason, and we missed the quiet chime to indicate it. When we loosened up our grip on the steering wheel and signaled, expecting an automatic lane change, the Model 3 just drifted in the lane until we realized the little blue icon wasn't lit. A more distinctive and obvious audio or visual clue would have helped a lot to let us know when it the car decided it was our turn to take over completely.

This is not a self-driving vehicle. Far from it. It seems a misleading — or even dangerous — to call it a semi-autonomous system considering the vague amount of automation such a descriptor provides. Even so-called self-driving cars with safety drivers behind the wheel as backup have proven to fail tragically, as we saw with Uber in Tempe. Being lulled into a sense that the car can drive you is a looming catastrophe until the technology has being sufficiently tested, proven and publicly deployed. Even Tesla's owner's manual calls Autopilot a "beta" system, essentially making owners guinea pigs in a rolling laboratory.

Autopilot is assisted driving at best — a tool to help the human operator to drive better with less effort. In that capacity, Autopilot should be the safest, easiest tool to use it can possibly be. In this iteration, it fails. There's simply too much guesswork involved, and too little information accessible (i.e., in front of your face or better audio cues) to let you know what functions the car is currently performing.

Until the car can be fully relied upon to take over driving duties without interruption, it simply needs to provide more information more readily to the driver, and make its limitations crystal clear — and often.

To contrast, let's take a look at Cadillac's Super Cruise semi-autonomous system. It has its limitations, but there's a clear break where the car's duties end and the driver's begins. The sounds and flashing, colored lights on top of the steering wheel are almost impossible to ignore, and the warnings come early. Plus, the fact that the car actually monitors your attention with cameras pointed at your face is a huge difference here. We simply felt more aware of our surroundings, our duties and our vehicle's self-driving capabilities with Super Cruise than with Autopilot, despite the freedom to go hands-free.

We're convinced that current and near-future technology is capable of making self-driving cars a reality. It's even close to being safe and practical, despite the mix of completely meat-driven, dinosaur-burning cars piloted by distracted teenagers out there. There's an evolution that has to happen to educate rider-drivers sufficiently to get them to learn how to work with an automated vehicle. Ideally, that will mean keeping humans in completely control until (with some assistance) until Level 4 automation is truly ready. For now, that still means being held responsible for the vehicle, even when it's out of your hands. If a vehicle is sold with partial automation — which is problematic in its own right — cars need to have an interface that provides simple, readily available information with seamless, early transitions between human and robot driving.

Software updates could provide solutions to a lot of the Model 3's Autopilot problems. Better audio cues and simpler, more intuitive controls (maybe move some of them to the thumbscrolls) would go a long way. But the problem still remains that there is no easily seen display in front of the driver. And there is no attention management system currently in place. The current hardware can't provide the former, and it's unclear if it can provide the latter. There is that one little camera by the rear-view mirror, but Tesla hasn't been forthright its uses or capabilities.

Regarding the usability of Autopilot in the Model 3, software can't fix the physical changes this car truly needs, chiefly a head-up display, if not an instrument panel. That would require a design refresh from Tesla. An aftermarket HUD could help, but it likely couldn't incorporate the visualization of Autopilot functions as well as a factory setup. But we ought to also consider that putting a "beta" system with a name that implies autonomy in an untrained customer's car is a questionable move. As it currently exists, approach Autopilot with caution. You are still the driver.

 

[Monster]

Finally journalists are seeing past the hype and calling out on Tesla's misleading marketing practice regarding the Autopilot system.

 

[tristatez28lt1]

Dual-Motor Tesla Model 3 “Probably” Coming In July

Tesla Model S and Model X, the dual-motor Model 3 will offer an improved range over the rear-wheel drive model while also providing much quicker acceleration. Pricing remains unclear but we can say with confidence Tesla buyers won’t have difficulty spending over $50,000 on a well-equipped dual-motor Model 3.

Interestingly, Tesla is only building the Model 3 in rear-wheel drive guise with the ‘Long Range’ battery pack. Additionally, only a single interior option is currently offered to customers but a second, complete with white upholstery, is in the works.

As the electric carmaker has yet to commence production of entry-level Model 3s, the $35,000 electric sedan is still some way off. What’s more, Tesla believes it will deliver its 200,000th vehicle this year meaning its new customers will no longer be eligible for the government’s $7500 tax credit, making the Model 3 significantly more expensive.

We need to achieve 5k/week with Model 3 before adding complexity that would inhibit production ramp

— Elon Musk (@elonmusk) April 8, 2018

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So probably July

— Elon Musk (@elonmusk) April 8, 2018

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[Centurion]

As the electric carmaker has yet to commence production of entry-level Model 3s, the $35,000 electric sedan is still some way off. What’s more, Tesla believes it will deliver its 200,000th vehicle this year meaning its new customers will no longer be eligible for the government’s $7500 tax credit, making the Model 3 significantly more expensive.

Both those points stink.

 

[Cashmere]

Elon Musk interview with CBS on the Model 3 Production