2026 Tesla Model 3 First Test: The Cheapest Tesla Is Still a Tesla

Tesla became popular in part by making EV ownership feel ordinary yet special at the same time. The newest version of the Tesla Model 3 takes that formula and strips it down further. In doing so, it becomes the cheapest new Tesla, a car that remains impressive despite what it loses—especially considering the price.

That doesn’t mean it’s perfect, though. Far from it.

Inherently (Barely) Lacking

Introduced for 2026 as the Model 3 Standard, Tesla quickly removed that nomenclature, so it’s now officially known as just Model 3. For clarity, we’ll call it Standard here. It’s the base offering below Premium and Performance trims.

At about $39,000 to start, the Standard is some $5,500 less than the Premium. It lacks a lot compared to its better-equipped equivalent—but it’s still a lot of car for the price.

Telling it apart from its more expensive versions is tricky at first glance. The clearest signal is the turbine-like plastic hubcaps covering its basic steel wheels (yes, really). Its side mirrors lose power-folding and auto-dimming functions, and Tesla only offers the Standard in black, white, or gray. Still, it has adaptive LED headlights, eight exterior cameras, a power-operated trunk, and a glass roof.

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Inside, the Standard’s upholstery mixes leatherette and fabric, while higher-end trims get full perforated leatherette. Only the front seats are heated; others have heated and ventilated fronts with heated rears. Those seats lose dedicated power-adjustment switches and instead are adjusted via the 15.4-inch touchscreen found in every Model 3. Dual wireless charging pads and three USB-C ports remain, but the Standard has no 8.0-inch touchscreen for rear passengers, no FM radio, and fewer speakers.

The major mechanical differences include a set of less sophisticated passive suspension dampers and its smaller 64-kWh battery versus the 80-kWh pack that powers other Model 3s. Importantly, that battery powers a single rear motor only; dual-motor all-wheel drive is not available for the Standard.

Keeps Up Easily

Despite those omissions, the Standard remains generously equipped. Likewise, it’s an admirable performer despite its relative lack of power.

With 286 hp and 359 lb-ft of torque, not surprisingly, this is the least powerful Model 3. Yet its 0–60-mph time of 5.4 seconds is more than brisk enough for regular daily driving, with torque that swells quickly to lend the Standard zippy, assertive acceleration. A quarter-mile time of 13.8 seconds at 95.3 mph is decent; choose a different Tesla if you want to go drag racing.

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Merely decent braking contrasts with its ample acceleration. Stopping from 60 mph takes 123 feet, not exactly a confidence-inspiring result. In everyday traffic, though, regenerative braking brought on by lifting the accelerator effectively controls the Standard’s speed, albeit less than in dual-motor versions. At least the brake pedal itself feels reactive and progressive.

Ride quality is a bit firm, but overall composure is good. Without a heavy motor over the front axle, steering in the Standard feels more precise and connected. Some drivers might find that sensation exciting; others could call it twitchy. In our handling tests, the Standard held 0.87 g average on the skidpad and completed the figure-eight lap in 26.2 seconds at 0.72 g average, impressive for what’s ultimately meant to be more of a regular commuter car.

Still Does Things the Tesla Way

Part of Tesla’s brilliance is how it normalized EV driving. Once (and still for many drivers) an outlandish proposition, going electric is eased by Tesla’s holistic approach. The Model 3 is now completely ordinary, arguably the default EV. It’s not luxurious, sporty, or special, least of all the Standard. Odd, then, that it’s become commonplace given its many unconventional and often frustrating quirks.

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Start with just getting in. The flush door handles don’t pop out and instead require a specific, awkward hand grip to use. Once inside, the Model 3’s cabin design remains starkly minimalistic, with the touchscreen as the centerpiece. It controls everything, from seat adjustment to climate control, even putting the vehicle in drive or reverse. Tesla popularized this screen-focused setup, but rival automakers who glommed onto the trend are now working to return physical buttons to the interiors of their vehicles. A short time using Tesla’s touchscreen proves why. Likewise, the automaker’s glass roof has become an oft-copied feature, but the fact that it still lacks a physical cover option is a scorching oversight in hot weather.

Then there’s the matter of the Model 3’s much-debated driver assist capabilities, which are available for the Standard. Full Self-Driving (FSD) Supervised is arguably Tesla’s most significant technology differentiator. With it, the Model 3 can drive autonomously in nearly any situation, while the person behind the wheel simply observes. FSD has advanced tremendously in recent years, becoming more adept and trustworthy than the sketchy earlier versions. But we’ve found that it remains occasionally prone to silly decision making and awareness lapses that an engaged human driver would never make.

Still, FSD is a remarkable feature—with it, this is a sub-$40,000 car that can drive itself pretty much anywhere. But FSD is now sold as a $99 per month subscription, diminishing the value equation. Without FSD, the Model 3 Standard has basic cruise control and lacks lane keep assist. Tesla previously offered that steering assistance but removed it despite the necessary hardware and software already being present.

Fundamentally, the Model 3 is packaged very well given its compact exterior dimensions. The cabin feels roomy and has a practical layout with ample storage space. A convenient frunk complements the generous trunk. Build quality and materials are good for this price point. Without an engine, it’s fairly quiet, but droning resonances creep in over rough pavement.

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Supercharger access remains a huge Tesla benefit, but those charging stations are no longer exclusive to the brand. In our testing, we found that the Model 3 charges quickly enough, but not exceptionally so. Although the Standard came up short of its official EPA range rating in our MotorTrend Road-Trip Range test, that’s not uncommon, and the 271 miles we achieved is reasonable. Tesla’s built-in charge planning software is still excellent.

Less Money, No Less Model 3

As we all know, just because something’s popular doesn’t mean it’s great. We also know the Model 3 still has several of the quirks and shortcomings it’s had since its 2017 debut. But despite those enduring flaws, none of them have been so severe as to ruin the car’s overall experience or diminish its popularity. And Tesla continues to refine and iterate on its electric sedan, with the addition of the base model being a case in point.

Yes, it’s slower and not as well equipped as the Premium and Performance, but the Standard retains all the key elements and core strengths that have made a Model 3 a Model 3, at a considerably lower price.

Photography byWilliam Walker

Deputy Director of Photography

Like many of my coworkers, my love for cars was cemented at a young age, thanks in part to Hot Wheels, car magazines, and every car poster I could afford when the book fair set up shop in my elementary school library. While most kids went straight for Where’s Waldo? and Goosebumps, I was torn between the poster of the Lamborghini Countach and the ’32 Ford hot rod with airbrushed flames on the cowling. In high school, I worked at Bergstrom's Antique Autos, a historic garage in Port Townsend, Washington. Surrounded by nearly a century of automotive history, I immersed myself in cleaning, sorting, and selling car parts and memorabilia. I also spent countless hours flipping through vintage car magazines and can comfortably say that I've looked through every Motor Trend, Car & Driver, Hot Rod, and Sports Car Graphic up until the early 1980s. Around the same time, I picked up photography—naturally, with cars as my main subject. Despite my high school photography teacher's advice to branch out, I stuck to my passion and attended every car show I could find. This led me to the Brooks Institute of Photography in Santa Barbara, California, where I earned a bachelor’s degree with a focus on automotive photography. I began my career at Motor Trend as a photography intern. After freelancing for a few years, I joined the Motor Trend team full-time in late 2010. My passion for cars and photography continues to fuel my work, and I hope it shines through in every shot.

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