Tesla Model 3 Real-World Winter Driving And Range Test: Videos


Cold weather can take its toll on electric cars.

That’s a well-known fact. But what’s not as thoroughly explored is what’s the real-world impact on the electric range when driving in the cold and snow. Or, more specifically, what’s the impact on a Tesla.

This is always a hugely popular topic here at InsideEVs, largely due in part because we drive cars, not in labs, but out in the elements that Mother Nature tosses our way. And oftentimes that includes cold temperatures and/or snowy conditions.

This is by far the most extensive and exhaustive video series on the impact of winter and cold weather on the Tesla Model 3. You’re in for a real treat here.

Out in the real world, numbers don’t necessarily line up with lab ratings. Watch this 2-part series that tests the Tesla Model 3 in the winter to see real-world results.

Video description Part 1 – Above

Today November 26th, 2018 I put the Model 3 up against our 1st Snow Storm of the year to see how it faired and tested the battery/range of the model 3 in cold wet weather. Take the drive with me and experience the Model 3 in the real world.

Video description Part 1 – Below

*** Note this is a DUAL MOTOR AWD MODEL 3*** Today November 26th, 2018 I put the Model 3 up against our 1st Snow Storm of the year to see how it faired and tested the battery/range of the model 3 in cold wet weather. Take the drive with me and experience the The Model 3 in the real world.

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27 Comments on "Tesla Model 3 Real-World Winter Driving And Range Test: Videos"

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What an idiot… “we are going to see if we need winter tires”. Some people should just be sent to prison and they key lost…

The guy goes through all that trouble to give us insight and to make this video and you call him an Idiot….. * 🙁 *

Idiots are still idiots no matter what other work or effort they make. If it is winter outside you use winter tires, period. Risking the safety of your fellow drivers and passengers is not an option.

I’m not going to join the name-calling, but that simply isn’t true. Quick quiz: why are “all-season” tires called “all-season”? (Hint, how many seasons are there? Which of them does “all” exclude?)

If the car has summer tires on it then yes, of course you don’t leave those on when it gets cold. But I don’t think that’s the case here, and there definitely is no inarguable “period”.

“All season” means all the seasons that happen in the southern States, not Canada or northern Europe. All seasons are compromises that aren’t as good in the summer or the winter. If you live anywhere with regular snowfall, you should really get winter tyres (and you’ll be amazed by the difference over all season). Plus your summer tyres will last twice as long.

“Should”, maybe. I live in Southeast Michigan. We get plenty of snow. Most people drive on all-seasons, not winter tires. They’re generally fine, though of course not as good as winter tires. I’ve done it both ways, currently driving on winters but not sneering at those who stick with all-seasons.

Winter tire are mandatory only since 15 decembre 2014 in Québec. So it was perfecly accepted before but with more crash and casualty.

It’s not only a matter of ice ore snow, when the temperature drop, all seasons compound are not sticky even on dry clean road.


Dang man, move closer to work. Less stressful.

Temperature set to 81 degrees??
Is it me or that’s a bit too balmy?

Reading through the comment section, he turns on and off the heater. Too much work. The test is flawed.

Cycling the heater is simply a strategy. When you’re in the low thirties, and beyond, the widows start fogging quickly and hard to catch up in time. Running the defrost as low as possible for efficiency but then revving the fan as soon as condensation appears around the periphery.

As I understand it the Tesla has an air exposed resistant heater and not sure if cycling is as forgiving. The Bolt has a coolant loop so is more forgiving after the loop is warm (doesn’t take long). If the fan isn’t on high you only pull the amount of heat from the coolant loop needed and the heater responds to the amount of heat pulled from the coolant loop and isn’t necessarily on high all the time. I tend to cycle until I get the balance right for the immediate conditions which vary regarding temps and humidity, that determines what point condensation starts.

I think heat pumps will be the solution and are on some cars now. They are more energy efficient until a certain point is reached, and that point has been dropping rapidly as the technology advances.

Cold? That’s not cold. I always say it’s not cold until it’s -25C

Exactly…above that it is just fresh/brisk, not cold. 😉

A few degrees below zero is not really that cold, yet it lost 20 miles range sitting idle at work for the day.
How much is it going to lose at -25?

Did he have seated seats on 3 and temperature set to 72 degrees during the entire commute?

The Electric Israeli said his 3 lost 43% during winter.

We lose around 20% in Southern California winter.

I run aggressive snow tires and they take quite a bit from range but I live in tough terrain in a rural area and often soft backroads. I probably lose 25 – 30% range in winter. I can run below 3 mi/kw, compared to 4.4 or more in the summer. It’s rated at 4.0.

“We lose around 20% in Southern California winter.”

What “winter” are you seeing in SoCal? Temperatures vary with such frequency that your statement is nonsensical. In a few days the temperature will hit 80F.
Most days are in the mid 60s, with lows around 48 to 55. In SoCal mountains, it drops to 20 to 30 degrees at night.

I’m sure we will see more of these, people switching from ICE to electric, heater is not free in an EV, it is in ICE since threr is so much wasted heat. Plus the wet road alone would reduce miles. He needed to do some research on Winter driving in an EV.

Cold climates are a challenge for current batteries. If range can be an issue in good temperatures, it becomes a serious issue with cold.
While in many countries 0° Celsius is impossible or very rare, in others that’s almost warm weather :).

Unless it’s in prolonged cold of the Canadian PrairIes of -30 or colder it isn’t really a test

Just about right!

Don’t you people have garages, or do you just leave your $80,000 Tesla parked on top of a frozen lake covered in a mound of snow? Doesn’t Tesla have a heater in the batteries? What’s all this whining about the cold?

“…put the Model 3 up against our 1st Snow Storm of the year to see how it faired…”

That should read “…to see how it fared…”

(The root word there is “fare”, as in “farewell”… not “fair”.)


Lost 85% charge in an hour going through cajon pass through high winds and cold weather, not fun.

Im sorry but 32F and rain is NOT real world winter driving.
Try minus 20 with 6in of snow on the road then you can talk.

Forced Volt->Bolt Conversion

I’d guess most “winter” miles driven in the US look like this so it’s useful information for a lot of folks.

AWD doesn’t do squat when it’s winter if you dont have winter tires on. In Sweden if you were driving with that you would get fined if the police stopped you.