Nissan Z vs Tesla Model 3

What's the difference?

The Nismo turns up the wick just enough to justify its $20K premium over the brilliant regular Z.

Visual changes inside and out are one thing, but with tangible boosts in performance, handling and braking – with no detriment to ride quality or comfort – as a result of properly engineered upgrades, the RZ34 version deserves its place in Nissan’s sports car hall of fame.

Note, though, that good as it is, the Nismo is also a potent reminder of how solid a foundation the standard Z also is… especially in manual gearbox guise.

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.

Reinterpreting a classic via retro styling isn’t always successful – hello, 2001 Ford Thunderbird ­– but what Nissan has achieved with the RZ34, given it’s a pastiche of several Z greatest hits from the ‘70s, ‘80s, ‘90s and today, is truly masterful design.

Take the cab-backward silhouette, long nose and short wheelbase; it somehow manages to deftly capture the spirit of previous Z generations, without looking like a bad caricature.

Points especially go to the stunning nose and tail treatments that evoke both the ‘70s 240/260/280 as well as the sadly long-forgotten Mid-4 II concept car of 1987.

Slightly longer than the regular model, the Nismo’s nose is meant to evoke the early ‘70s Japan domestic market Fairlady ZG, with the G denoting “Grand Nose”. Fun fact: Fairlady first appeared on the 1960 Datsun roadster as deference to the Broadway musical (and later Audrey Hepburn film, presumably) ‘My Fair Lady’.

Anyway, besides scraping speed humps and driveways, the Nismo’s elongated front bumper promotes improved engine cooling and better aero flow, as do the side sills, larger wraparound three-piece spoiler and redesigned rear bumper/diffuser. The wider-yet-lighter back wheels are 10mm wider. And a glossy red stripe runs along the underside like Anna Nicole Smith’s lipstick.

Does it all look better than the simpler, purer regular Z? No. But they perform better. And isn’t that the point of a Nismo?

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.

So, just as the exterior is an anthology of past Z car stylings, the same also applies inside.

A mishmash of new and old as well, they also marry together harmoniously – after you’ve bent and contorted yourself inside nice and snug, on the racy yet not-too-unforgiving set of Recaro bucket seats.

The Z’s signature sloping roof and rising window line; a trio of dials that have been a hallmark of the series since the 240Z, a thin three-spoke steering wheel; a physical hand brake and a pair of old-school seat base angle adjuster knobs just like in sports cars from 20 years ago betray the Nissan’s ageing DNA.

But they set the mood, like hearing a favourite old track, though one remixed by a contemporary DJ to a modern beat.

Which means that you’ll be able to view whichever artist you like through the 8.0-inch touchscreen, either via Bluetooth audio streaming, Spotify or some such app.

Easy to decipher and simple to navigate (though no imbedded GPS is fitted), the Z’s dashboard also offers the essential surround-view parking camera (given how limited vision is as you’re sat so low with not much glass to peer out through), amongst a host of vehicle functions. You’re also privy to extremely useful blind-spot alert thoughtfully placed inside the car by the mirror mounts, four cupholders if you count the door-sited ones and surprisingly generous storage. Practicality, thy name is Fairlady.

For lightness and sensible packaging, we understand why Nissan’s sports coupe is strictly a two-seater proposition – and certainly a roomy enough one for the lucky pair at that.

However, it’s a shame Nissan doesn’t offer a 2+2-seater option in the form of a pair of occasional jump seats behind, as per the old Datsun days, as there seems to be just enough space for smaller folk – though as a pair of shelves, that area did prove very useful during our week with the Nismo.

Issues? Along with a sheer lack of grace entering and exiting the Z, poor overall vision and 350Z-era switchgear that are now old enough to drive themselves, finding the right driving position eluded this particular 178cm tester. The seats do a great job keeping you firmly fixed in place, and of course the wheel tilts and telescopes, but those pair of knobs were forever being twirled and fiddled with.

Oh, and simultaneously unlocking and opening the doors was also confounding, due to exterior door handles and pressure sensor not designed for Homo Sapien hands.

Further back, and as in the two previous generations Zeds, a brace bisects the luggage area. Rated at 241 litres VDA, it is wide and flat but a wee bit shallow. At least it adds another level of practicality and is big enough for those weekends away.

There’s no cover (though seeing what’s inside isn’t easy) and no spare wheel of any size is fitted.

Meanwhile, on the other side of the Nismo…

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.

Nissan sure knows how to make a great six-cylinder engine.

The Nismo’s internal combustion engine in question is the VR30DDTT – a twin-turbo V6 making four per cent more power and around 10 per cent more torque compared to the one found in the regular Z.

Power jumps 11kW and torque a handier 45Nm to 309kW @ 6400rpm and 520Nm between 2000rpm and 5200rpm respectively, providing extra punch as well as a slightly superior power-to-weight ratio of around 184kW per tonne.

That’s up 2kW/tonne, despite the Nismo gaining around 50 kilos, to 1680kg.

This has been possible thanks to extra turbo boost, revised ignition timing, improved cooling systems and updated engine management software.

Driving the rear wheels is a Mercedes-Benz based nine-speed torque-converter auto. Upgraded and retuned for track use, it includes a Sport+ mode providing speedier shift responses. Aided by the new launch control function, we managed a tidy 4.5 seconds from standstill to 100km/h.

Sadly, though, there’s no manual option as per the regular Z.

What else is unique here? Underneath, the platform might date all the way back to the 350Z of 2003, but Nismo has really worked some of its magic.

Along with the retuned dampers, everything else has been stiffened up – including the anti-roll bars, springs, bushes and even the steering rack mounts – to help deliver more controlled and linear steering. There’s extra underfloor bracing at the front, centre and rear of the car, thicker brake rotors and model-specific Dunlop SP Sport Maxx GT600 tyres that are wider at the back, on gloss-black RAYS alloys.

Continuing to use a double-wishbone front and multi-link rear suspension set-up, the Z’s front/rear weight distribution is 56/44 front/rear.

Now, the Nismo was our favourite version of the previous 370Z by some margin. How does it all square up in RZ34 guise?

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.

Not surprisingly, the Z Nismo needs to drink from the 98 RON premium unleaded petrol fountain.

Nissan reckons owners should expect to average 10.4L/100km (for 242 grams per kilometre of carbon dioxide emissions) on the combined cycle (and 15.0 and 7.7 L/100km for the urban and extra-urban ratings respectively.

This figure is almost half a litre worse than the non-Nismo Z’s 9.8L/100km result, but still substantially better than the six-speed manual base grade’s 10.8L, despite the latter being some 33kg lighter.

With a sizeable 62L tank, you might be able to average just under 600km between refills.

For the record, we achieved 11.9 litres per 100km in a mix of urban, freeway and performance driving which is not too bad at all given how often we fanged this thing.

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.

Nissan does plenty of things really well, and the Nismo is no exception.

Firing up the VR30DDTT 3.0-litre twin-turbo V6 is also a reminder of how brilliant the brand’s six-cylinder engines are. They tingle all the right sensory areas, starting with the baritone rumble at idle.

What a portent of what’s to come!

Nismo’s massaging of the engine, combined with upgraded clutch packs and a retune of the nine-speed auto’s software, results in stronger, hungrier and angrier acceleration, no matter which of the three driving modes you’ve selected. Even in Normal, the Nissan leaps off the line. In Sport, its appetite for speed is palpable. In Sport+, this thing is eating up the tarmac. Somehow, in an EV era where 4.5s to 100 is ho-hum, the (electronically enhanced but who cares) guttural exhaust bellow seems to amplify the action and thrills.

And spills. For five of our seven days together, the heavens poured. Now, in Normal mode, the Nismo was as benign and controlled as you’d hope in wet conditions, the driver-assist tech metering out just enough torque and braking to seamlessly keep the car humming along. Ever-present but always nuanced, they’ll help make your commute a safer and more relaxing one.

Selecting Sport loosened things up markedly, with the driver needing to be ready to counteract with steering, seating and throttle, though still with a safety net to keep the car from going totally out of whack; Sport+, meanwhile, is not for amateurs or the distracted. This is serious, tail-wagging waywardness that should only be fully explored with experience and care.

Later in the week, Launch Mode in Sport+ on cold but dry bitumen also requires super concentration, as we discovered attempting to extract the fastest acceleration time. Sideways in a straight line at 100km/h-plus is not for the faint hearted.

Beyond all-out performance and drama, the Nismo soars with weighty yet linear and precise steering, resulting in satisfying, hunkered-down handling that is the hallmark of a great sports car. Really tight turns can be taken at impressive speeds, but there’s about 1.7 tonne of muscle to manipulate, so the real fun can be found blasting along a snaking set of more open corners, where the Z’s inherent thrust, poise and grip come into play, all to the symphony of that bi-turbo V6.

That the suspension can feel both firm and supple at the same time is another arrow in the Nismo’s bow.

Nissan isn’t pretending this is anything but a rousing and rapid grand tourer with track aspirations, so the fact there’s also comfort and sophistication to be enjoyed just shows the sheer bandwidth of this particular Z.

Downsides? There’s always a wall of sound, be it mechanical or noise intrusion from the rubber and/or bitumen. The Nismo is rarely quiet. The extended front spoiler seems to summon up speed humps and bumps you never knew existed. The adaptive cruise control’s inability to resume in heavy stop/start traffic betrays this car’s 350Z-era tech. And the lack of a manual transmission, we reckon, is a missed opportunity for an even greater degree of interactive sports car driving.

Still, the Nismo delivers exactly what the brand promises, and continues to improve a firm favourite for speed and drama.

But the gap between Nismo and regular model is smaller than the one that existed in the preceding 370Z, which means that – if $100K driveaway is too steep – you’re already driving something elevated in the standard Z. Particularly if you yearn for a manual.

It’s all good.

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.

Your wallet’s pretty secure as well.

Like all Zs, the Nismo is subject to a warranty period of five years with unlimited kilometres, while service intervals are fixed at every 12 months or 10,000km – whichever occurs first. There is also five years of roadside assistance.

Nissan also provides pre-paid maintenance plans that can save up to $245 over three years, as well as capped-price servicing. At the time of publishing, the capped-price service appointments cost between $347 and $950 depending on the year of ownership.

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.