Tesla Model 3 Rear-Wheel Drive for 35 000 euros: the new entry point

To hit the 35 000 euros mark, the rear-wheel-drive Tesla Model 3 had to lose a few pieces of equipment, but I didn’t miss anything - *almost nothing…*

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There’s a new entry point into the Tesla world in Portugal. It’s called the Tesla Model 3 Rear-Wheel Drive (previously known as the Model 3 Standard) and, right now, it’s the most affordable model from the American brand in our market.

It costs 35 000 euros, which makes it the cheapest Tesla ever. To reach that figure, the Elon Musk-led company trimmed some kit compared with the better-equipped versions in the range.

Do those compromises show up in everyday use? Roughly a week after the first cars arrived in the country, we took this Model 3 for a drive to answer exactly that. Take a look:

Three million units

By this point, the Tesla Model 3 needs no introduction. Launched in 2017, it shifted the electric-car landscape and proved you could bring together performance, driving range and technology in a package that was still relatively attainable.

Nearly a decade on (and after a significant update in 2023, which we tested first-hand in Oslo, Norway), it remains a benchmark in its class. This new, cheaper variant doesn’t want to give that up, even if its main purpose is to boost the brand’s sales - something we’re already seeing.

In February, Tesla recorded growth of 112,1% in Portugal, with 1160 registrations - most of them Model 3 - and secured a place among the 10 best-selling brands in the country.

Outside, it’s all the same

Unlike the most affordable Model Y, the entry-level Model 3 looks identical to the rest. If it weren’t for the aerodynamic covers on the 18” wheels - in my view, not the happiest design - you simply couldn’t tell them apart.

Boot capacity hasn’t changed either. It still offers 594 litres if you include the huge lower compartment, which can take far more than just charging cables.

Up front, under the bonnet, there are another 88 litres of additional space. Add it all up and, with the rear seats folded, the Model 3 can “carry” more than 1700 litres - a standout figure for the segment.

The changes don’t get in the way

As you’d expect, the biggest differences between this entry-level Model 3 and the premium versions are found in the cabin. Even so, it’s clear Tesla has been smart about where it made the cuts.

Unlike what happened with the base Model Y - which gained a more “basic” centre console and lost the panoramic roof - the Model 3 didn’t go down the same route. And that’s for the best.

You still get the same 15,4” central display that controls virtually everything inside and outside the car; the same steering wheel (though it loses electric adjustment); the same multimedia features; two 65 W wireless charging pads for your smartphone; and even the Grok AI assistant (still in Beta).

Access to the Tesla app on your phone is also included, along with Dashcam, Sentry, Dog or Camping modes, which are available via a monthly payment of 9,99 euros, as is typical for the brand.

What changes?

One of the biggest differences is the seating: it’s no longer fully finished in vegan leather, and instead comes with a fabric strip down the centre. On top of that, the heated front seats lose their physical adjustment controls: to change your driving position, you have to use the central screen.

Tesla explains this by saying most drivers have their profile saved in the car and therefore don’t need to adjust the seat. That argument doesn’t help the passenger, though - and even less so when you lend the car to someone else. It turns something simple into something fiddly.

And it isn’t the first time the American brand has done this. It was already the case with the Model 3 facelift, when it decided to remove the indicator stalk and replace it with a button on the steering wheel. It didn’t work. Now, thankfully, Tesla has taken a step back and fitted the Model 3 with a traditional stalk again.

Beyond that, there’s no longer ambient lighting, the rear passengers lose the 8” multimedia screen, and the audio system is far simpler: the premium versions have two subwoofers and 15 speakers, while this variant makes do with just seven speakers.

And on the road?

Even as the entry point to the range, this Model 3 is still a genuinely quick car: the electric motor delivers around 283 cv and gets from 0 to 100 km/h in 6,2s.

What stands out most here, though, isn’t outright speed - it’s efficiency. Tesla continues to set the standard, and the kilometres I covered confirmed it. Because I did some motorway driving, I averaged around 14,5 kWh/100 km, but in town I managed to drop that to 12 kWh/100 km.

In real terms, that means comfortably usable range, even though the battery is only 60 kWh. The claimed 534 km on the WLTP cycle is impossible to match on the motorway, but in normal mixed use it’s easy to clear 450 km between charges.

It feels like a Tesla Model 3

Putting the numbers aside, the best compliment I can give this version is that, at every moment, it feels like a Model 3 just like the others.

I was worried it might be less comfortable, especially because it uses a different suspension setup. Of course, the 18” wheels and the taller tyre sidewalls help, too. Still, I have to say it was an excellent surprise.

All things considered, this Model 3 delivers balanced handling, with a strong compromise between comfort and body control. It feels planted, rides with a solid, confident gait, and the steering is well judged - even though you can’t adjust its weight (Tesla usually offers three adjustment levels).

The biggest drawback is clearly sound insulation, which is weaker than in other Model 3 versions. The reason is straightforward: Tesla removed the laminated front glass and some insulation layers around the wheel arches and the front end. It’s noticeable, especially on the motorway.

Unbeatable price

The rear-wheel-drive Model 3 is available in Portugal with pricing that starts at 35 000 euros (on-the-road price). That makes it the cheapest Tesla ever and one of the most compelling electric cars on the market at this price point.

Considering everything it delivers - plus the brand ecosystem, including the Supercharger network, which already totals more than 20 thousand stalls in Europe - it’s an extremely competitive package, if not unbeatable.

Because even with the equipment “cuts”, the essentials are still here: strong range, convincing performance, high efficiency and one of the best multimedia systems on the market. And out on the road, I never once felt it was the lesser model.

Verdict