Hyundai Nexo vs Tesla Model 3

What's the difference?

If nothing else the Nexo is a brilliant experiment to prove there can be more than one solution for a zero-emissions future. A lot of this depends on the power grid being more sustainable, but the most pressing issue for end-consumers, and Hyundai itself when it comes to FCEV technology, is the rollout of a more robust refuelling network.

At the end of the day, the thought of having an electric car with the range and refuelling ease of a petrol one is a much easier sell than the tall retail prices and compromises that come with an EV for every-day Australians. In a way, then, the Nexo is functionally an ideal blend of the old and the new. 

You can’t buy one yet, but as this SUV will lay the groundwork for hydrogen’s future, we’ll be watching it with a keen eye.

Tesla has done enough with the introduction of this Premium Long Range RWD variant to keep the Model 3’s head well and truly above water in an increasingly competitive segment. After more than six years it still looks good, with a pleasant cabin environment, plenty of performance and leading energy efficiency. Safety is top-shelf and it stands up well in terms of practicality and driving dynamics. 

That said, the ownership proposition is average, the determination to make so many functions screen-based is frustrating and the optional Full Self-Driving system is unconvincing. With the Model S and Model Y now discontinued globally it will be interesting to see how the Model 3 continues to evolve.

Like Toyota’s Prius, the Hyundai Nexo is not only a technology leader for the brand, but it also debuted many of its current exotic design elements long before they arrived on any mainstream model. 

A little larger than a Tucson, the Nexo has a dramatic honeycombed grille which maintains a paint finish, topped off with a strip of LED lighting which Hyundai says was to give it a distinctive look at night.

All its lighting is LED to fit with its avant-garde design, although when seen from the side or the rear it could be any mid-size SUV. 

There’s something sensible about that. The Nexo isn’t the kind of car which will polarise buyers because of its design alone.

Hidden away are very neat design elements, like functional air dams on the front guards and rear spoiler fitment, and hidden wiper blades under the bonnet cladding and tucked under the rear spoiler. 

There is also intricate pattern-work on the light fittings, making for an admirable overall attention to detail befitting such an interesting, if typically shaped, SUV.

Inside, and Hyundai points out that the Nexo was the first of its cars to get the 'bridge' centre console which now appears on the Santa Fe, Palisade, and Kona EV. 

It’s an impressive design element, really lifting the cabin ambiance on all the vehicles it appears on, although the plethora of buttons smattered across its face is reminiscent of older Porsche models, and not necessarily in a good way. It can be tough for first-time or occasional users to find the button they’re looking for.

The Nexo was also one of the first Hyundai models to score the impressive dual screen layout, consisting of a 7.0-inch digital instrument cluster, and a 12.3-inch multimedia touchscreen.

Trim options for our market consist of a two-tone cream or a navy blue leather-appointed upholstery.

Again, there are attention-to-detail elements here, with interesting grain designs across the dash-topper and door cards, with many of the fittings appearing in silver rather than black to add a touch of futuristic flair. 

Hyundai promises sustainable 'bio-based' plastics are used extensively in the interior, leading to a 12kg reduction in CO2 emissions during the production process. 

There are also vegetable oil-derived paints used in the cabin, and fibres made using corn and sugarcane waste material. Nice to have some real eco bragging rights on something a lot cheaper than a BMW i8.

After four years in market, a heavily upgraded version of the Model 3 arrived in Australia in 2023, the biggest visual changes being a reshaped bonnet, aero massaged overall profile and angular slimline headlights.

The boot lid now incorporates a lip spoiler and the tail-lights were remodelled to create a truncated, two-layer effect. And in true Tesla fashion, the standard 18-inch alloy rims are fitted with matt black-finish aero elements filling the gaps between the satin black wheel spokes. Two new body colours - ‘Stealth Grey’ and ‘Ultra Red’ - were recently added to the available palette. For reference, our test car's finish is 'Quicksilver'. 

It’s still clearly recognisable as a Model 3, but these relatively minor design changes have helped the mid-sizer keep up with the slew of sleek newcomers it now faces.

The interior was also given a substantial makeover, the expansive 15.4-inch central display screen backgrounded by an all-new wrap-around dash and revised console treatment, the former featuring a raised insert and the latter a two-device wireless charging station.

Introduction of this Premium Long Range RWD model also brought the small but significant addition of a physical indicator stalk on the left-hand side of the steering column, replacing buttons on the steering wheel. Big ergonomic tick for that.

Customisable ambient lighting lifts the tone, soft materials look and feel good and the doorcards, bins and armrests have been reprofiled into a more sophisticated arrangement.

Our test car’s dark grey and white synthetic leather trim combination lifts the mood as does light from the huge, two-panel glass roof. But beware, while white trim looks dazzling on the showroom floor it takes some extra work to maintain its schmick appearance in the day-to-day grind.

After seven years in market the Model 3 has aged well and still looks sleek and contemporary.

Being a mid-size SUV, the Nexo will possess many of the practicality attributes today’s buyers are searching for.

It has a similar right height and seat positioning to a Tucson, so it’s really bang-on for the market, and headroom despite a standard sunroof is excellent. Adjustability is also good with telescopic adjust for the wheel and 10-way electrical adjust for the seats. 

As is typical for Hyundai there are some great storage areas, with a large centre console box, a single large bottle holder and odd little storage tray, a huge cutaway underneath the console bridge (which houses the wireless charger and USB ports).

There are also large door bins, although these proved not so great for holding bottles as the door design and speakers limit the height of objects that can be placed there. 

There’s also an odd little pop-out bottle holder on the passenger side, I assume to make up for the fact that there isn’t a second one in the centre.

The back seats had a good amount of room, behind my own (182cm/6'0" tall) driving position my knees had plenty of airspace, although the presence of a 'transmission tunnel' which eats space for the middle seat was puzzling given this car is strictly front-drive only. 

Amenities for rear passengers include pockets on the backs of the front seats, a single 12V power outlet, and dual adjustable air vents. There are also small single bottle holders in the doors.

Boot space comes in at a competitive but not stellar 461-litres (VDA), or 1466L with the seats down. This is okay for the mid-size segment, although the loading lip and boot floor is quite high due to the presence of under-floor batteries. 

There is also no spare wheel for the Nexo, with only a small amount of room for a tyre repair kit.

At just over 4.7m long, more than 1.8m wide and a bit over 1.4m tall (with a 2875mm wheelbase) the Tesla Model 3 is a low-slung medium-size sedan. 

There’s plenty of space up front, a feeling enhanced by the standard panoramic glass roof and our test car’s white trim brightening up the cabin.

There are long, wide bins on the front doors with enough room for large bottles, a slim glove box (which opens only via an on-screen button, which is annoying) and a generous lidded storage box between the seats that doubles as a centre armrest.

The console houses two cupholders with another storage cubby ahead of them (both with sliding covers over the top) and the dual device wireless charging bay on the lower part of the dash under the media screen.

Switching to the rear, at 183cm I have a surprising amount of foot, leg and headroom when sitting behind the driver’s seat set to my position. The rear door aperture is surprisingly large which helps entry and egress.

Technically able to accommodate three passengers, the back seat is best for two full-size adults on anything other than a mid-length journey, although the flat rear floor helps ease pressure on the centre occupant.

There's a well-hidden fold-down centre armrest with cupholders, there are useful bins in the doors and hard shell map pockets on the front seatbacks.

The crisp 8.0-inch rear screen is a welcome entertainment option for back-seaters and there are adjustable air vents underneath it.

For power and connectivity there are two USB-C ports and a 12-volt socket in the front compartment, a USB-A in the glove box (mainly for dash cam and ‘Sentry Mode’ data storage) and two USB-C ports in the rear under the vents.

Boot space is a ample at 682 litres (the bootlid is adjustable for opening height) with an 88L ‘frunk’ in the nose. And if you need to tow a relatively light load like a box trailer or Jet Ski (or two) you can hook up a 1.0-tonne braked trailer (750kg unbraked).

While we understand it helps maximise battery space and reduce weight, we’re not on board with Tesla’s policy of providing a repair/inflator kit rather than a physical spare tyre. Even though this is likely to be a primarily urban cruiser, it’s not good enough. 

Then, there’s the Tesla app, an electronic Swiss Army Knife that facilitates everything from remote vehicle access and cabin ‘preconditioning’ to planning your route (complete with charging stops) and monitoring Sentry Mode (checking the vehicle’s surroundings and receiving alerts of potential threats).

The list of functions goes on and on, but suffice it to say the app is hugely handy. For example, ‘Dog Mode’ keeps the air con on with the car locked for the benefit of your four-legged friend and lets passers by know the doggo is safe via a bold message on the central screen. An internal camera, accessible via the app, lets you check-in remotely, too. Nice. 

Given its overall size and despite its conventional sedan configuration, the Tesla Model 3 offers efficient packaging and a heap of thoughtful features to enhance everyday practicality.

At $61,900, before on-road costs in NSW ($67,329, drive-away), the Tesla Model 3 Premium Long Range RWD sits in the same price ballpark as other pure-electric mid-size sedans like the BYD Seal Premium RWD ($58,798, BOC), Hyundai Ioniq 6 2WD ($67,300, BOC), MG IM5 Platinum RWD ($69,990, drive-away) and Polestar 2 Standard range Single motor ($62,400, BOC).

Broaden the consideration set to include medium EV SUVs and a dozen other options including the BYD Sealion 7, Kia EV5, Skoda Enyaq and Zeekr 7X enter the picture, many with a price-tag around $10K lower than the Model 3’s.

But price is one thing, value is another. Aside from the performance and safety tech we’ll get to shortly, let’s look at the Model 3 Premium Long Range RWD’s included features.

Standard spec highlights include LED exterior lighting, new design 18-inch alloy wheels, a 15.4-inch central display screen, synthetic leather seat trim, power-adjustable ventilated and heated front seats, tri-zone climate control, adaptive cruise control and nine-speaker audio.

There’s also ambient interior lighting, navigation (with real-time traffic updates), an 8.0-inch rear touchscreen for back seat climate and entertainment, a power boot lid, dual wireless phone chargers, surround parking sensors, keyless entry and start (plus a lot more through the Tesla app, which we’ll cover in the Practicality section) and 360-degree acoustic glass (including the standard glass roof). Still no Android Auto or Apple CarPlay, though.

Add in less obvious improvements like the extension of soft-touch materials throughout the cabin and this Model 3 stacks up well in terms of value relative to its cost-of-entry and direct competitors.

The Nexo’s hydrogen system is not really a drive component. It generates power for the electric motor, which is similar to the one that appears in the Kona EV. 

Like other EV models, it’s a permanent magnet synchronous motor mounted on the front axle, producing 120kW/395Nm. 

The hydrogen system is a grid of catalyst membranes which are essentially used like a giant battery to chemically combine oxygen sourced from outside the car with pressurised hydrogen. 

This reaction generates two bi-products: electricity and water, the latter of which exits the Nexo’s tailpipe.

The hydrogen system is capable of generating 135kW, just over the motor’s total output so there is always power to spare.

Powering the car’s auxiliary systems, and acting as a buffer to store excess and regenerated energy, is a hybrid-sized 1.56kWh lithium-ion battery under the boot floor.

The Tesla Model 3 Premium Long Range RWD is powered by a single permanent magnet synchronous electric motor producing a handy 235kW and in excess of 400Nm.

It sends drive to the rear wheels only via a single-speed, direct-drive automatic transmission. 

Kerb weight is 1747kg and Tesla claims 0-100km/h acceleration in a rapid 5.2 seconds.

The Nexo drinks compressed hydrogen. It has 6.33kg worth of hydrogen storage tanks which grant it a generally EV-beating 666km of range. 

One of the key benefits of the hydrogen system is that it refuels in roughly the same time as it takes to fuel a diesel car, using a pressurised hose in a similar manner to an LPG vehicle.

The trouble is hydrogen is hard to source at a pump in Australia. There is one refuelling station at Hyundai’s Macquarie Park HQ in NSW, another just opened in the ACT, and a third one owned by Toyota which is about to open at its Altona, VIC HQ.

The fleet of 20 cars handed over to the ACT government will use the new pump, which for the first year will be providing free hydrogen as the system is evaluated.

Overall costs for the hydrogen after that time will depend on where it is sourced from. As Australia is uniquely positioned to generate compressed hydrogen (with an abundance of renewable energy idle time which can be stored in places like the ACT) the cost will come down over time. 

Right now, though, the brand estimates somewhere to the tune of $15 a kilo for an end-consumer, or about $90 to fill the Nexo.

Finally, a benefit for the eco-conscious, Hyundai pitches the Nexo as a product which actually leaves the air cleaner after generating energy, although there are some caveats.

The first is that the membrane requires use of platinum – a rare earth metal, and the second is hydrogen requires a lengthy, power-intensive and complex process to generate in a usable form. 

In the ACT government’s case this is less of a problem, as it will use 100 per cent renewably sourced idle energy to process the gas.

Tesla claims a WLTP range of up to 750km for the Model 3 Premium Long Range RWD, the official EV term for which is… a lot. 

As mentioned earlier, at the time of the car’s local launch in October last year Tesla claimed it as the longest-range EV in Australia and at the time of writing nothing had arrived to change that.

Unlike the standard Model 3, which is powered by a CATL-sourced LFP battery, the Long Range RWD is fitted with a lighter, more energy dense NMC pack from LG with a total capacity of 82kWh (78kWh usable).

In terms of energy consumption, Tesla claims 12.5kWh/100km on the combined (urban/extra-urban) cycle and on test we experimented with liberal use of the accelerator pedal, higher than average freeway running and keeping the car constantly chilled during extremely hot weather, which resulted in an average of 15.7kWh/100km. 

Aside from that, more typical stop-start urban driving with occasional use of the ‘Chill’ (eco-focused) mode brings the number down to 13.1kWh/100km.

That’s an impressive performance, with even the upper test figure more than acceptable for a 1.75-tonne electric sedan.

Capable of accepting a 250kW fast charge, Tesla says the Model 3 Long Range RWD can take on 311km of range in 15 minutes, at that speed.

On a 150kW pylon we saw capacity go from 15-85 per cent (theoretically, 600km of range) in roughly 50min, although the charger fluctuated below peak output throughout.

To drive the Nexo is essentially no different to an electric car. It uses the same permanent magnet motor, the same regenerative braking, and the same buffer battery system.

This means a very quiet and smooth drive. It’s not quite the unleashed performance of a Tesla, but then that’s not really the point of the Nexo which leans into the comfort of the whole experience.

The drive and hydrogen reaction is entirely a silent process, although the Nexo emits a pleasant choral tone at low speed to alert passers by of its presence, same as the Kona EV.

Despite that strong torque number, the Nexo isn’t inclined to spin the wheels, and for balance reasons, Hyundai actually de-tuned the motor slightly to make it gentle off-the-line.

When it comes to corners the comfort is again emphasised, with very light and linear steering. The chassis is rigid enough to feel under control, although the comfort suspension tune will have it tilting around a little more than, say, a Tucson.

The ride is also far more forgiving than Hyundai’s sportier petrol range, with the Nexo undulating over bumps and corrugations with ease.

As is usual with Hyundai models, the safety systems aren’t too invasive, making the Nexo a friendly companion on the freeway, and the soft interior trimmings add to its near-luxurious feel.

The ACT government reps who will be receiving this car are of the mind that anybody that drives it will become an advocate for electrification, and I’m inclined to agree with them.

For most people it’s better in every way from behind the wheel when compared to a petrol car.

So, surprise, surprise, the Tesla Model 3 Premium Long Range RWD is quiet. But it’s quiet, even in the context of other EVs in this part of the market.

That’s thanks in part to acoustic glass in the front, rear and side windows as well as the dual-pane glass roof and the Bridgestone Turanza T005 EV tyres (235/45x18) featuring ‘B-Silent’ technology. Corny, but it works.

A kerb weight under 1.8 tonnes is relatively lightweight for an EV of this size and the Model 3 RWD is quick with 0-100km/h acceleration in a fraction over five seconds. There’s always plenty of pulling power under your right foot. 

Suspension is double wishbone front, multi-link rear and ride comfort is respectable rather than exceptional. Smaller bumps and irregularities find their way into the cabin but never to an alarming degree.

Steering sits in the middle-of-the-road between tactile and wooden, which is par for the EV course, although it's accurate and pleasingly progressive. Body roll, even in enthusiastic cornering, is modest. 

The physical brakes are ventilated discs front and rear although they don’t come into play all that often because the Model 3’s regenerative braking system is so good. Single-pedal operation soon becomes the norm. 

Our test car’s optional ‘Full Self-Driving (Supervised)’ will set you back $10,100 as a one-off payment, or $149 per month and Tesla says when using it, “Under your supervision, your car will be able to drive itself almost anywhere with minimal driver intervention”.

We engaged it for a 30km trip through suburbia, across the Sydney Harbour Bridge and into the city’s inner south. 

A rainbow-coloured magic carpet in front of the car graphic on the nav map tells you the system is engaged and although things went smoothly at first we soon sliced a bit off the inner oncoming lane as we turned right at a T-intersection, which was alarming. 

The system also has a consistent tendency to stick to the far right-hand side of the lane, stay five to 10km/h under the signposted speed limit and it continued to operate without my hands on the wheel, although I kept them there for 99.9 per cent of the drive (which is tiring when you’re not doing the steering).

Having been squeezed to the point where we couldn’t merge safely into a particular arterial road the nav took us on what’s known in the trade as a wild goose chase that had to be nipped in the bud. If I hadn’t known my way around it could have been a huge waste of time and (vehicle) energy. As much a nav issue as an FSD one, but overall, let’s just say, I’m not convinced.

Under the heading of miscellaneous observations, I’m not a fan of the on-screen gear position slider in place of a physical control. It’s needlessly fussy, although its ability to automatically switch between D to R (and back) during slow-speed manoeuvres is helpful. 

The software behind the car’s multitude of functions is exceptionally good, as is the ability to swipe in the vicinity of the temp and audio volume screen sliders, rather than having to hit them bang on and the blind-spot camera view which pops up on the screen when indicating on either side is handy.

The Model 3 has a maximum five-star ANCAP rating from assessment in 2025, with outstanding scores across the independent body’s four key pillars: Adult Occupant Protection - 90 per cent, Child Occupant Protection - 95 per cent, Vulnerable Road User Protection - 89 per cent and Safety Assist - 88 per cent. Wow.

Active (crash avoidance) safety ticks a heap of boxes including AEB (operational from one to 150km/h with forward collision warning covering cars, cyclists, pedestrians and motorcycles) as well as rear AEB, lane keeping assist (car-to-car and car-to-motorcycle), lane departure warning, blind-spot monitoring, a 360-degree camera view, driver fatigue detection and more. None of them are overly intrusive in operation.

The airbag count runs to seven - front head and front side as well as full-length curtains, and a front centre bag to minimise head clash injuries between driver and co-pilot in a side collision. There’s also multi-collision brake (to reduce the chances of subsequent impacts after an initial crash).

For baby capsules or child seats there are three top-tether points across the second row with ISOFIX anchors on the two outer positions.

A super-impressive safety package that matches or betters anything in the category.

Worth noting our test car features Tesla’s ‘Full Self-Driving (Supervised)’ functionality which we’re positioning as a convenience feature rather than an outright safety factor. So, its performance is covered in the Driving section.

Ownership is a tough one, because, well, you simply can’t own one. 

Either way Hyundai says the Nexo’s hydrogen drivetrain carries no warranty implications, meaning if you could own one (as Koreans can), it would still be covered by the brand’s five year/unlimited kilometre warranty.

In terms of servicing, the Nexo requires a visit once a year, although like a pure EV there are few items that actually need attention at one of these visits.

A top-up of coolant is only required about once every six years, and various filters need to be cycled out. Other than that, it’s just your usual wear and tear items like brakes and tyres.

As Hyundai leases the current vehicles out, it will be taking care of servicing for the initial batch.

From January 1, 2026 all new Teslas sold in Australia have been covered by a five-year, unlimited kilometre warranty (including roadside assistance for the duration), up from four years/80,000km, previously.

A big step forward, no doubt, but that just gets Tesla to a base, mainstream market level with a dozen brands now at seven years, several at eight and three at 10 years (conditional).

The drive battery is covered for eight years/192,000km, which is in line with the category norm. And a Body Rust Limited Warranty covers rust perforation for 12 years, unlimited kilometres, which is reassuring.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Theoretically, if a workshop visit is flagged in the car’s system, it could include actions like a ‘Vehicle Health Check’ ($270), ‘General Diagnosis’ (270 per hour), brake fluid flush ($240.80) and replacement of both cabin air filters ($106.60).

Things like air-con desiccant bag replacement ($89.18), tyre rotation ($81.00), a wheels check - if tyre wear is abnormal ($81) and a wheel alignment ($225) are also set inspection and service items. All prices exclusive of GST.

In the States, the brand provides a range of estimated annual service pricing of between US$257 - US$499 ($367-$712), based on data collected by car buying specialist CarEdge. The suggested service range is around 20,000km and the first five annual estimates are at US$300 ($430) or less.

Tesla has 25 stores in Australia, not surprisingly covering mainly urban and larger regional centres, including four each in Melbourne and Sydney, three in Canberra, two each in Adelaide, Brisbane and Perth as well as one in Hobart.