Tesla Model 3 vs Geely EX5

What's the difference?

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.

The Geely EX5 has good bones. It’s well packaged, sturdily built, efficient and jam-packed with technology. But questions remain. The EX5 really needs work on its safety systems and another round of chassis revisions to be competitive. 

Pricing, too, will be crucial for the EX5 to succeed in today’s savage new electric car market. 

If the list of nagging complaints can be fixed and Geely is able to back up its product with solid aftersales support, it could be a winner. The jury is still out on the EX5.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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 Geely EX5’s exterior design is conservative verging on anonymous. Perhaps that’s because the brand is unknown here, but forgettable details like the six-rectangle badge rear and haphazard ‘Geely EX5’ badge placement aren’t the height of fashion.

Inside, though, the EX5 improves. The two screens are presented well, as is the cabin with upholstery that isn’t just boring black. The design language is more conventional — in a good way — than, say, a BYD Atto 3 or Tesla Model Y and doesn’t seem to unashamedly copy elements from established carmakers.

Key touch points, such as the rotary volume control, the (wrong way around) window switches and door handles appear to be made of real metal, with knurling in some cases. The dash and door tops are all encased in squishy rubber, too.

As for sizing, the EX5 is the exact same length as a Toyota RAV4, at 4615mm long, though being wider (1901mm) and riding on a longer 2750mm wheelbase should mean more cabin space.

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.

Finding a comfortable driving position is easy in the EX5 Inspire with the octagonal steering wheel tilting and telescoping through a broad range of motion. The seats are supportive and well-bolstered, too — not a given in this class.

While we wish the front passenger seat was height adjustable, the Inspire’s leg rest and ability to lie the seats fully flat while charging is appreciated. The massage function has six modes, three intensity levels and is remarkably powerful. 

Between the EX5’s front seats is a floating centre console as gear selection is done via the right-hand stalk. It has two small cup holders on top, while under that is a generous, rubberised storage space perfect for handbags, cameras, or the like. It’s where the USB-A, USB-C and 12-volt socket are located for device charging.

There is a wireless charging pad that sits ahead of a large central storage box cooled by the air-conditioning. The Geely EX5’s door cards will easily accept a 600mL camping bottle.

Where the Geely EX5 falls down is the control layout. It is nice to have four physical switches beneath the touchscreen as shortcuts to switch the air-conditioning on or off, engage air recirculation and the front demister, but where’s the hazard light switch? It's on the ceiling.

Then there’s the large rotary dial which generally functions as a volume knob. Press it down and you can choose to have it adjust the temperature, fan speed, or — for some reason — one of several desktop backgrounds, including a computer-generated kitten playing with some wool. In this mode it also works as cursor for the multimedia screen, but never at any other time. Peculiar.

The convoluted menu structure has a strange control hierarchy. There's a shortcut target for the rear fog light, for example, yet to disable the lane-keep assist or adjust the regenerative braking power you need to jump through at least three sub-menus. And some of the text in the Geely EX5’s digital driver’s display is so small it’s almost illegible.

Then there are the typos and grammatical errors that should have been an easy pre-launch fix. A few include: ‘Distractive. Drive carefully’, ‘Keep safety distance’, ‘Driver is facial detection is missing’ and, a personal favourite: ‘The current battery is low, whether to enable super battery life?’ None of this inspires much confidence. At least the EX5’s processor is responsive for smooth tapping between the many menus.

The Geely EX5’s 1000-watt 16-speaker sound system is punchy and has presets – borrowed from Volvo and Polestar — which promise to emulate the sound quality of a recording studio, concert hall and other locations. Gimmicky in practice, plus, with the volume over 30 per cent, the EX5’s sound quality is disappointingly muddy.

Connectivity promises to be strong in the EX5 but the cars we drove were not fitted with 4G sims for live navigation, app downloads and remote smartphone control. Apple CarPlay will be added via a software update in July and Android Auto before the end of the year, says Geely. 

The Geely EX5’s back seat is very generous, at 188cm tall I had plenty of leg room, respectable toe room and excellent head room even underneath the standard panoramic sunroof. The floor is totally flat and, rarely, the middle seat is usable for adults.

Two more USB chargers can be found along with air vents, door pockets and a fold-down central armrest. There’s even a hidden sliding draw for storing valuables out of sight.

The Geely EX5 has ISOFIX child seat connectors on both outboard seats and three top tether anchors on its 40/60 split-fold backrest. 

The EX5 Inspire has a standard power tailgate which opens up to a total of 410 litres of boot space. If it looks a little shallow in pictures, that’s because the total space accounts for the large under-floor area (108L on its own) where Geely skipped a spare tyre.

There is one LED boot light, two shopping bag hooks and a wet storage area off to the side but, curiously, no parcel shelf.

The EX5 joins a new Chinese competitor set that’s bringing electric car prices down to — and below — size-equivalent combustion and hybrid-powered cars. 

Problem is, we still don’t know the exact price, but Geely has at least provided a guide. The Geely EX5 will be priced between $49,000 and $55,000. It has either 430km (Complete) or 410km (Inspire) WLTP-rated driving range and enough power to get out of its own way. 

When you consider high-spec combustion-engined mid-size SUVs like the Toyota RAV4 Cruiser ($51,410, before on-road costs), the Geely EX5 is shaping up to offer stellar on-paper value.

The entry grade EX5 Complete features 18-inch alloy wheels, privacy glass, full LED exterior lighting with auto high-beam, rear parking sensors and roof rails that accommodate up to 50kg.

Inside, a huge 15.4-inch touchscreen with built-in navigation and 10.2-inch digital driver’s display should embarrass any combustion-engined rival. The upholstery is artificial leather, the front seats are heated and power-adjustable, the sound system has six speakers and there’s keyless entry with pop-out door handles.

Moving up to the tested Inspire brings larger 19-inch alloy wheels, a power tailgate, front parking sensors and a sunroof. Cabin niceties improve with illuminated vanity mirrors and 256-colour ambient lighting, though it notably lacks dual-zone climate control.

Veritable luxury features include driver’s seat memory and an ottoman for the front passenger, ventilation and massaging for both front seats, a 16-speaker sound system putting out 1000 watts, 13.4-inch head-up display and optional ‘Cloud’ cream upholstery colour.

With exact pricing still to be revealed, it’s impossible to say whether the Geely EX5 is better value than the Leapmotor C10, Deepal S07, Kia EV5, BYD Sealion 7 or XPeng G6, but it certainly shapes up well against the updated Tesla Model Y that has climbed north of $60,000.

Five paint colours are available; Arctic White is no cost, while Shadow Black, Volcanic Grey, Moonlit Silver and Aquatic Green attract an extra charge.

The Geely EX5 is capable of outputting electricity either to a load like hairdryer, coffee machine or power tools at 3.3kW and to another vehicle at 6kWm adding 40km of driving range in an hour.

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.

Geely claims the EX5’s front axle-mounted 11-in-one motor, transmission and power unit is the lightest and most compact in class. Though power and torque outputs of 160kW and 320Nm are nothing groundbreaking it was perfectly adequate for the EX5’s 1765kg tare mass.

In Eco, Standard and Sport modes the tip-in response is intentionally dulled to minimise wheel spin. Three are three regenerative braking levels; medium felt most natural, though High was acceptable. There’s no one-pedal drive mode in the Geely EX5.

The front-drive Geely EX5 Inspire's claimed 0-100km/h time is 7.1 seconds and its top speed is limited to 175km/h.

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.

Real-world efficiency is one of the EX5’s most impressive attributes, with the Inspire’s WLTP-range being 410km dependent on returning energy consumption of 14.7kWh/100km.

Over a 100km distance taking in suburban, motorway and country roads, the EX5’s dash showed a lower-than-rated energy consumption of 13.5kWh/100km, representing nearly 460km of real-world range from Geely’s 60.22kWh ‘Aegis’ lithium-iron phosphate (LFP) battery pack.

Along with the motor, some of the efficiency can be put down to the Geely EX5 Inspire’s quality 235/50R19 Goodyear EfficientGrip tyres.

Charging is middling for this pack, with the EX5 using a 400-volt architecture that allows DC power up to 100kW. Rejuicing from 20-80 per cent takes 28 minutes, says Geely, which is faster than the Deepal S07 and Leapmotor C10 but a long way short of the XPeng G6 and Model Y.

Three-phase AC charging caps out at 11kW, meaning you can take the EX5 from flat to full in around five and a half hours at home.

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.

Underpinning the Geely EX5 is the new Global Intelligent Electric Architecture, or GEA for short. It is a newer and lower-cost version of the group’s SEA platform as used in Volvo, Polestar, Zeekr and Smart products and the bones are good.

The Geely EX5’s body doesn’t rattle, creak or shimmy over nasty road surfaces. Some solid knowhow has made its way into the brake pedal calibration which is light but delightfully smooth. It’s impossible to detect where regenerative slowing ends and hydraulic begins.

It has allegedly undergone Australian suspension localisation but don’t expect outright handling excellence, the EX5’s ride is still pillowy — verging on melted marshmallow — soft. Some will find this acceptable, however there’s plenty of potential for improvement.

Over large bumps both in town and at speed it takes the Geely EX5’s rear end between two and four rebound cycles to settle. There’s also a large amount of lateral ‘head toss’, with both attributes key ingredients in making back seat passengers car sick.

I also experienced a low-frequency boom in the EX5's cabin over concrete and rough coarse chip surfaces common on Sydney roads. Otherwise, the EX5’s is a mostly quiet car.

The sharp steering is light around town but weighted up unnaturally through corners. With high quality tyres and stability control that intervenes very early, you’re unlikely to get out of shape in the EX5 on a twisty road at least.

That said, with good bones like McPherson struts up front and multi-link rear suspension we would love to see Geely revise the EX5’s chassis to bestow the sort of fluency that makes the Kia EV5 and combustion equivalents like the Toyota RAV4 and Mazda CX-5 so much more pleasant to drive. Doing so would provide the EX5 a clear point of difference from the XPeng G6, BYD Sealion 7, Deepal S07 and Leapmotor C10.

The Geely EX5 is yet to be tested by ANCAP or other relevant safety testing body. 

The EX5 has seven airbags including a front centre one, a Short Blade battery that has been extensively tested to minimise fire danger along with 16 advanced driver assistance features including auto emergency braking, driver attention monitoring, blind-spot monitoring, lane-keep assist and more.

It is all well and good to tick the safety aid boxes but in practice, the EX5 leaves a little to be desired. Various mysterious beeps and bongs are semi-constant but more soothing than some rivals.

The EX5’s lane-keep assist worked well enough in the morning but was flummoxed by brighter afternoon light and shadows, once grabbing control of the wheel and pointing the car at an upcoming vehicle, another time towards the grass. Sometimes the system simply didn’t work to keep the EX5 in the lane at all.

The adaptive cruise control has an ‘Intelligent’ program that convincingly changes lanes by itself when prompted by the indicator. Unfortunately, like the lane-keep system, shadows on the road caused a few phantom-braking episodes.

Activating the adaptive cruise control is not intuitive because the steering wheel controls are poorly labeled. It’s the left directional and ‘ok’ button set, if you’re wondering, and you cancel cruise by hitting the cross button below the similar looking asterisk customisable hot key.

The standard surround-view camera is high quality with plenty of different angles to minimise kerb strikes.

Like the suspension tuning, Geely ought to send out engineers with a fine tooth comb to iron out issues with the safety systems before hitting start on public sales.

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.

Geely is doing its best to ensure smooth parts supply from launch, having run around for 12 months stocking inventory and partnering with DB Schenker for logistics.

To promote the EX5, Geely’s launching with three years complimentary servicing and one year (or 1000kWh) of free charging on the Evie network for those who order an EX5 before February 28.

Geely has yet to announce warranty details. The brand will want to aim for more than five years, as seven years is fast becoming the minimum standard for new vehicles.

Service pricing is also yet to be confirmed, though maintenance will be due every 12 months or 20,000km.