Skoda Kodiaq vs Tesla Model 3

What's the difference?

The new Skoda Kodiaq Select 140TSI is a quiet achiever. It may not be as flashy as some of its rivals, and the engine won’t knock your socks off, but it delivers where it counts. This is a well-rounded seven-seater that’s comfortable, practical and cleverly equipped with more standard features than you’d typically expect from a base grade. If you’re after a family SUV that flies under the radar but ticks all the right boxes, the Kodiaq deserves a close look.

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.

From the outside, the new Kodiaq looks more athletic than bulky, with a long and low stance that gives it a sleeker profile than many of its taller, boxier rivals.

The new restyled grille, 19-inch alloy wheels, and distinctive C-shaped LED tail lights give it an understated but handsome roadside presence. This is an SUV that favours quiet confidence with a European flair.

Step inside, and the cabin continues that design language with a stylish, angular dashboard and a well-considered layout that’s both practical and premium in feel. The black leather upholstery, crisp technology displays are complemented by Skoda’s clever new multi-function rotary dials.

Even in the base Select grade, the interior punches above its price point.

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.

The Kodiaq does a solid job of blending family friendly space with clever design. Up front, there’s plenty of room to stretch out, and the wide door apertures combined with a 187mm ground clearance make getting in and out a breeze.

The front seats are genuinely comfortable, with thick padding, supportive side bolsters, extendable under-thigh supports and heating for both front occupants, which is a nice inclusion at this price point. The driver’s seat is also electrically adjustable with memory, which adds a layer of convenience.

Skoda has a reputation for smart storage and the new Kodiaq continues that trend. There’s a sunglasses holder, an umbrella nook inside the drivers door, removable rubbish bins in each front door pocket and a handy dual glove box set-up. The centre console offers a mix of deep storage, two cupholders and lots of charging options, including two USB-C ports and dual wireless charging pads, plus a third USB-C near the rearview mirror.

That said, the tech experience hasn’t been completely seamless. The 13.0-inch multimedia display looks sharp, but the touchscreen can be laggy at times. The three multi-function dials, while clever in theory, aren’t always intuitive in practice. Changing functions on the go can be fiddly, and I found the climate control system occasionally unresponsive — the ‘sync’ function worked inconsistently and for some reason, we couldn’t always unlock or adjust the rear climate control.

On the plus side, the system includes built-in sat nav, wireless Apple CarPlay and wireless Android Auto. CarPlay connected easily and stayed stable throughout the week.

In the second row, my eight-year-old had no trouble hopping in and out, and while the seats are on the firmer side, they’re still comfortable enough for long drives. Amenities are strong with two USB-C ports, a 12-volt socket, map pockets with device holders, and retractable sunblinds. There’s also a removable centre shelf between the seats that works as a clever storage solution, and the bench is wide enough to take advantage of all three top-tether anchor points.

And I have to call out one of my favourite Skoda features, the pop-out door edge protectors! This is the first time I’ve seen them in action and they’re brilliant. They automatically deploy as you open the door, helping prevent bumps and dings, which is a lifesaver for parents with energetic kids (like mine) who fling doors open with zero hesitation.

As with most three-row SUVs in this segment, the Kodiaq’s third row is best suited to kids. Adults can technically squeeze in but space is limited, with legroom and headroom both tight. It’s worth noting there are no directional air vents, USB charging ports or top-tether anchor points in the third row either, which might be a downside for some families.

Boot space, on the other hand, is a strong point. Even with all seven seats in use, there’s still a very usable 340L of cargo capacity which, is enough for a few school bags or a compact pram. There’s also an underfloor compartment for storing the cargo cover and space-saver spare tyre, which keeps things tidy. Fold the third row down and the capacity jumps to a generous 910L, giving you loads of room for family gear, groceries, or weekend luggage. The powered tailgate is another welcome convenience, especially when your hands are full.

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 Select is all-wheel drive and powered by a 2.0-litre four-cylinder turbo-petrol engine, producing 140kW and 320Nm. On paper, that’s a solid output for a family SUV, but in practice the power delivery can feel a little underwhelming at times.

The seven-speed dual-clutch automatic transmission is quick to shift but isn’t always smooth. It tends to upshift early, especially when you’re accelerating, which can dull performance and make the engine feel less responsive than it should. It's not sluggish, but it doesn’t feel particularly eager either — especially when loaded up with passengers or gear.

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 Kodiaq has an official combined fuel consumption figure of 9.2L/100km, and paired with a 58-litre fuel tank it has a theoretical driving range of about 630km. It's not as long-reaching as some seven-seat SUVs (especially diesel-powered rivals), but it's not terrible.

After my usual mix of urban errands and a couple of longer highway trips, my real-world fuel use averaged 8.7L/100km. Not too shabby.

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.

As I mentioned earlier, the powertrain is adequate but not impressive. The engine can over-rev at times, and it feels like there’s limited reserve when you really push it, though it’s far from gutless. It’s an odd one as you do have enough grunt to overtake safely on the open road, and it’s generally fine for a vehicle of this size, but it’s not particularly eager or lively.

The suspension strikes a good balance. It’s soft enough to smooth out bigger bumps and rough patches without feeling too floaty. At the same time, you still get decent feedback through the steering, and the Kodiaq corners reasonably well with minimal body roll.

Speaking of steering, it’s on the softer side and not as sharp as I’d prefer, but it’s responsive enough to make city driving and tight car park manoeuvres easy. Visibility is good all-around from the driver’s seat, which is good.

Noise levels are typical for a large SUV. Road and wind noise are noticeable, especially at higher speeds, but the cabin remains quiet enough to have a conversation in the middle row without raising your voice. If you’re sitting in the third row, though, you might have to ask people to repeat themselves from time to time. Still, it’s a comfortable space to spend time in.

The Select grade comes with a reversing camera, but the image quality isn’t great. The camera view seems skewed to the left, which caught me off guard occasionally. I found myself relying more on the mirrors and good old-fashioned looking around when parking.

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.

The Kodiaq is backed by a seven-year/unlimited-kilometre warranty that is better than the five-year cover you’ll find on some of its rivals.

Servicing is required every 12 months or 15,000km, whichever comes first, and Skoda offers pre-paid service packs for up to seven years. These average out to around $393 per service, which is competitive for this segment and helps take the guesswork out of maintenance budgeting.

The Kodiaq runs on 95 RON premium unleaded, which is worth factoring into ongoing costs.

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.