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Tesla Model Y vs. Model 3: What are the key differences?

Credit: SilverSmith via TMC

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The Tesla Model Y and Model 3 are both designed to cater to the mass market. Both vehicles share 75% of their parts since they’re optimized for quick production. But even vehicles that are three-quarters similar have key differences, some of which were revealed in the recently-released Tesla Model Y Owner’s Manual.

From their tow eye hooks to their speakers to their wheel configuration, the Model Y and Model 3 feature subtle differences that make them distinct from each other. Here are 12 of these key differences, as outlined by Tesla owner-enthusiast Tesla Raj in a recent video.

We’ve highlighted some of the key differentiators below.

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Tow Eye Hook

Tesla has added a second tow eye hook to the back of the Model Y for added convenience when towing the vehicle from either end.

In times when a Tesla Model Y may need to be transported on a flatbed truck, the vehicle can be placed in Transport Mode and winched by way of a tow eye hook and onto the back of a flatbed truck while its wheels remain free-rolling.

Compared to the Tesla Model 3, which is equipped with a tow eye hook only in the front of the vehicle, Model Y has a cover on the right side of the rear bumper to conceal the second tow eye. This can be seen in the vehicle’s diagram in the Model Y Owner’s Manual.

 

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Emergency Door Release Handles

The Tesla Model 3 met some criticism when it was produced with emergency release handles only available on the front doors. Tesla addressed the issue in Model Y by adding emergency release handles on all doors. The Model Y rear emergency release handle is located under a flap inside the bottom of the rear door pocket.

Emergency release handles are only required in situations where the vehicle does not have power. “In the unlikely situation that Model Y has no power, these electrically-powered buttons at the top of the door handles no longer work. However, the doors are equipped with mechanical releases so that you can still open them,” notes Tesla in its Model Y Owner’s Manual.

 

Trunk Space, Rear Seats, and Legroom

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No surprises, but the trunk space for Model Y is drastically larger than that of the Model 3. Factoring in Model Y’s taller hatchback design versus Model 3’s traditional trunk and the difference in cargo space becomes obvious. Model Y boasts a massive 68 cubic feet of cargo volume compared to 15 cubic feet for Model 3. 

The rear seats of the Model 3 and Model Y are also quite different in the way that the all-electric sedan’s fold 60/40. Model Y, on the other hand, has three seats, all of which could be folded down individually. The Model 3’s rear seats can also be folded down only through the rear, while the Model Y provides two ways to fold down its second-row seats and includes a center passthrough when the middle seat is folded down.

Model Y has two switches on the left side of the trunk that gives owners ease of access to the second-row seats directly from the trunk. Activating the switch will fold-down each corresponding rear seat.

The Model Y seats appear to be the same design as the Model 3, however, are mounted on risers for better legroom and overall comfort than Model 3. Rear seat legroom in the Model Y is improved over Model 3 by roughly 15%, although it looks like some of it was borrowed from the 2% reduction in front legroom when compared to Model 3. The headroom between Model Y and Model 3 is relatively the same and differ only by 1-2%.

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Tesla Model Y vs Model 3 Leg Room

  • Front: Model Y – 41.8 in (1,063 mm) vs Model 3 – 42.7 in. (1,085 mm)
  • Rear: Model Y – 40.5 in (1,029) vs Model 3 – 35.2 in (894 mm)

 

Wiring System and Heat Pump

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Arguably the most notable difference between the Model Y and Model 3 in terms of core design improvement is the wiring system and heat management.  Tesla added a heat pump to the Model Y, which could help the all-electric crossover maximize its range during winters. In addition and as pointed out by TeslaRaj in his video, the diagram for Model Y appears to show a single track for wiring as opposed to Model 3 which has two.

Teslarati will explore both of these points in detail in an upcoming story.

 

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Wheel Size and Specifications

The Tesla Model Y’s wheels are 9.5 inches wide, which are slightly larger than the Model 3’s 8.5-inch wheels. It should be noted that the Model Y Performance comes with a staggered wheel setup, with the front wheels being 9.5 inches and the rear wheels being 10.5 inches wide.

See more: Tesla Model Y with Performance Upgrade Uberturbine Wheels

Tesla Model Y wheel specifications (Credit: Tesla)

Tesla Model Y wheel specifications (Credit: Tesla)

 

Rear Speakers

Both the Tesla Model 3 and the Tesla Model Y are fitted with a suite of premium speakers that provide a great listening experience for owners. They do have differences in the way that the Model 3’s rear speakers are located on a shelf behind the rear seats, while the Model Y has its rear speakers on the trunk hatch.

Tesla Model Y trunk speakers (Credit: Eweaver1983271 via Imgur)

Coat Hooks

Both the Tesla Model 3 and the Model Y come with coat hangers, though the all-electric sedan’s is located on the crossbar that goes between the B pillars. The Model Y, with its seamless glass roof, has its coat hangers in the second row.

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Inductive Phone Charger

The Tesla Model Y is equipped with a wireless charging pad, as well as USB-A and USB-C slots. On the other hand, the Model 3 is fitted with wired charging options and a dual USB-A slot. Owners would likely appreciate the Model Y’s wireless charging features, as most flagship and midrange mobile devices today come standard with wireless charging. See Tesla Model Y wireless phone charger.

 

Rear USB ports

The USB ports of the Model 3 and Model Y in the second row are also different. The Model 3 is fitted with two USB-A ports, while the Model Y is equipped with two USB-C ports. Considering that the two vehicles share 75% of their parts, it would not be surprising if Tesla ends up equipping the Model 3 with USB-C ports in the future.

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Tesla notes in the Model Y Owner’s Manual that the rear USB ports are for charging devices and do not communicate with the vehicle like the front USB ports that can be used for recording via TeslaCam.

Tesla Model Y rear USB ports (Credit: Josh Welsh via YouTube)

 

Power Liftgate

The Model Y is equipped with a power liftgate, which provides owners an automatic and convenient way to open and close the vehicle’s rear hatch by way of the center touchscreen or Tesla mobile app. This feature is not present in the Model 3, which is one of the reasons why aftermarket power truck mods became quite popular in the Tesla community.

See Tesla Model Y’s power liftgate in action.

 

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A big thanks to Tesla Raj for compiling this info. Check out this video below.

Simon is an experienced automotive reporter with a passion for electric cars and clean energy. Fascinated by the world envisioned by Elon Musk, he hopes to make it to Mars (at least as a tourist) someday. For stories or tips--or even to just say a simple hello--send a message to his email, simon@teslarati.com or his handle on X, @ResidentSponge.

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Tesla gives HW3 owners another massive update

It was an “at last” moment for HW 3 owners, who have waited for an update on the capabilities of their vehicles for some time. After CEO Elon Musk finally admitted last week that the HW3 vehicles would not be capable of unsupervised FSD, it appears Tesla is bringing a new, more transparent tone to those owners.

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tesla model 3 china
Credit: Tesla Asia/Twitter

Tesla is giving Hardware 3 vehicle owners another massive update, the second major communication the company has given to those drivers after what seemed like years of being left out to dry.

The company, which plans to launch a Full Self-Driving version 14 iteration that is compatible with these cars, which have older chips, is now planning to expand the rollout of the v14 Lite offering to other markets, it said on X.

Tesla said:

“Following future rollout of FSD V14 Lite for HW3 vehicles in the US, we plan on expanding V14 Lite to additional international markets. This update ensures that HW3 vehicle owners will continue to benefit from ongoing software updates. Since international rollout is subject to several factors (completion of technical verification, regional adaptation & relevant regulatory approvals), we can’t provide definitive dates at the moment, but will provide updates on a rolling basis.”

This announcement comes at a critical time for HW3 owners, many of whom purchased Full Self-Driving (FSD) capability years ago with promises of ongoing support and future-proofing.

HW3, introduced in 2019, powers vehicles from roughly 2019 to early 2023 models. While newer AI4 hardware has advanced rapidly, HW3 owners have felt increasingly left behind, with their last major update stuck around version 12.6 since early 2025.

It was an “at last” moment for HW 3 owners, who have waited for an update on the capabilities of their vehicles for some time. After CEO Elon Musk finally admitted last week that the HW3 vehicles would not be capable of unsupervised FSD, it appears Tesla is bringing a new, more transparent tone to those owners.

V14 Lite represents a significant optimization effort. Tesla has confirmed it will bring many core features of the full V14 release, currently running on more powerful hardware, to the more constrained HW3 platform.

Expected capabilities include improved handling of complex urban scenarios, better reverse driving, enhanced parking features, and smoother overall autonomy, albeit in a “lite” form tailored to HW3’s compute limits. Tesla’s head of Autopilot, Ashok Elluswamy, noted during the Q1 2026 earnings call that the update is targeted for late June in the U.S.

Tesla is releasing a modified version of FSD v14 for Hardware 3 owners: here’s when

The international expansion is particularly meaningful for owners in Europe, Asia, Australia, and other regions where FSD rollout has lagged due to regulatory hurdles.

Tesla emphasized that timing remains fluid, dependent on “technical verification, regional adaptation & relevant regulatory approvals.” No firm dates were provided, but the company pledged rolling updates as milestones are achieved.

This move addresses growing concerns that Tesla might abandon legacy hardware. With the recent admission that its capabilities are limited and not capable of Tesla’s grand autonomy ambitions, owners are finally in the light of truth, with more honesty being put forth as the company navigates this chapter.

For Tesla, keeping HW3 relevant strengthens customer loyalty and protects the value of older vehicles. It also buys time as the company pushes toward broader regulatory approvals and unsupervised autonomy on newer platforms.

While V14 Lite isn’t the full unsupervised experience once promised, it delivers tangible improvements and signals that HW3 owners are not being forgotten.

As Tesla continues its rapid AI and autonomy evolution, this update underscores a key principle: software can breathe new life into existing hardware. For tens of thousands of HW3 drivers worldwide, V14 Lite could mark the beginning of a renewed era of confidence in their vehicles.

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Elon Musk

SpaceX Board has set a Mars bonus for Elon Musk

SpaceX has given Elon Musk the goal to put one million people on Mars.

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Rendering of a colonized Mars by way of SpaceX

SpaceX’s board approved a compensation plan for Elon Musk that ties his pay directly to colonizing Mars and building data centers in outer space. The details surfaced this week after Reuters reviewed SpaceX’s confidential registration statement filed with the Securities and Exchange Commission, making it one of the first concrete looks inside the company’s financials ahead of a public offering.

The pay package will reportedly award Musk 200 million super-voting restricted shares if the company hits a market valuation milestone, with the most ambitious targets going further. To unlock the full award, SpaceX would need to reach a $7.5 trillion valuation and help establish a permanent human settlement on Mars with at least one million residents. Additional incentives are tied to developing space-based computing infrastructure capable of delivering at least 100 terawatts of processing power.

SpaceX wins its first MARS contract but it comes with a catch

Long before SpaceX filed anything with the SEC, Elon Musk had already spent years framing Mars colonization as an insurance policy against human extinction. The philosophy traces back to at least 2001, when Musk first began researching Mars missions independently, before SpaceX even existed. By 2002 he had founded the company with Mars as the stated long-term goal.

In a 2017 presentation at the International Astronautical Congress, Musk outlined the specific vision that still underpins SpaceX’s architecture today. He described a self-sustaining city on Mars requiring roughly one million people to become viable, the same number now written into his compensation package.

SpaceX’s Starship, still in active development, was designed from the ground up to support the eventual colonization of Mars. Musk has stated publicly that getting the cost per ton to Mars below $100,000 is necessary to make mass migration economically feasible. Everything from Starship’s payload capacity to its full reusability targets flows from that single constraint. One can say that Musk’s latest compensation package has put a formal valuation on Mars for the first time.

SpaceX is targeting an IPO around June 28, Musk’s birthday, at a valuation of approximately $1.75 trillion. Between the Mars rover contract, the Golden Dome software group, Space Force satellite launches, and now a pay structure built around interplanetary colonization, SpaceX has become the single most consequential contractor in American space and defense. The IPO will put a public price tag on all of it for the first time.

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Tesla’s biggest rivals fights charging wait times with a modern approach

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Tesla V4 Supercharger installation ramping in Europe

Earlier this week, we wrote a story on how Tesla is launching a new Supercharging Queue system to mitigate problems between drivers when there is a wait to charge.

Rather than potentially having people end up in a physical conflict, Tesla’s approach is to determine who is next to charge based on geographic data.

Tesla launches solution to end Supercharger fights once and for all

But some companies, notably Tesla’s biggest rival in China, BYD, are taking a different approach, focusing on charging speeds rather than how they will manage delays.

BYD’s approach, especially with its tests of ultra-fast “Flash Charging” technology, is to eliminate the length of a charging session. At the heart of this strategy is BYD’s second-generation Blade Battery paired with 1,500-kW Flash Chargers.

Unveiled earlier this year, the system charges compatible vehicles from 10 percent to 70 percent state of charge in just five minutes and from 10 percent to 97 percent in nine minutes.

Real-world demonstrations on models like the Yangwang U7 and Denza Z9 GT have shown the tech delivering roughly 250 miles (400 kilometers) of range in just five minutes. This would essentially match or beat the time it takes to fill a gas tank.

Sometimes, gas pumps get congested, and there are lines. You rarely see conflicts at pumps because filling up a tank rarely takes more than five minutes.

Tesla’s fastest Supercharger build currently is the v4, which can deliver up to 325 kW for Cybertruck and 250 kW for other models, but there are “true” sites that are capable of up to 500 kW. This enables speeds of up to 1,000 miles per hour, or 1,400 miles for 350 kW-capable vehicles.

The breakthrough stems from BYD’s vertically integrated ecosystem: a new 1,000-volt architecture, 10C charging rates, and proprietary silicon-carbide chips that minimize internal resistance while protecting battery health.

The company plans to install 20,000 Flash Charging stations across China by the end of 2026, with thousands already operational and global expansion eyed for Europe and beyond later this year.

Early rollout targets popular models, including upgrades to high-volume sellers like the Seal and Sealion series, bringing five-minute charging to mainstream prices around 100,000 yuan (about $14,000).

This approach contrasts sharply with Tesla’s software solution. Tesla’s Virtual Queue uses geofencing and the app to assign turns at crowded sites, addressing driver disputes and idle time. It’s a clever fix for today’s network realities.

Yet, BYD’s philosophy is simpler: make charging so fast that waits barely exist. A five-minute stop becomes as convenient as a gas-station visit, reducing station dwell time, easing grid strain, and lowering range anxiety for long trips.

For consumers, the difference is potentially tangible. They’ll spend more time driving and less time parked. It is just another way Tesla and BYD are pushing one another to improve the overall experience of EV ownership.

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