2017-2023 Tesla Model 3 19" OEM Tire Replacement Guide

The 19” Sport wheel was an optional upgrade wheel on the 1st generation Tesla Model 3. They came from the factory with a 235/40R19 tire. This guide covers what came from the factory, what to consider when replacing them, and which categories to shop. For 18” Aero wheels see the 18” guide. For 20” Performance wheels see the 20” guide.

OEM Wheel and Tire Specs

The Model 3 Sport wheel is a 19x8.5” wheel with a +40 offset and 5x114.3 bolt pattern. The 19” Sport came as an optional upgrade on Long Range AWD models throughout the Gen 1 production run. All 19” Sport variants shipped with a 235/40R19 tire with an acoustic foam inner liner. The primary OEM tire was the Continental ProContact RX all-season carrying a Tesla T1 designation and a 98W XL service description. Later production shifted to the Hankook Ventus S1 evo3 summer tire carrying a Tesla T0 designation. Tesla now recommends the Goodyear Eagle Sport as the newest generation 19” all-season.

The T0 and T1 markings indicate Tesla has tested and approved the tire for noise, ride, and range to their standards. They also indicate the tire manufacturer paid for that certification. You do not need to buy a T0 or T1 tire to replace your existing tires. Many non-designated tires outperform the OEM options in traction and longevity categories.

Before You Buy

Tire size. The OEM size is 235/40R19. Owners who prioritize grip can move to 245/40R19, a better fill on the 8.5” rim with a slightly wider contact patch and wheel protection. For other tire sizes within 3% of the OEM diameter see our 235/40R19 Tire Table.

Load index. Use XL-rated tires. The OEM spec is 96W XL. Your tire should match or exceed a 96 load index.

Acoustic foam liner. The OEM tires all include foam liners. Foam-lined tires dampen internal resonance and can make a meaningful difference, particularly on coarser pavement. That said, many owners run tires without foam without complaint. Not every tire we recommend has an acoustic version available in 235/40R19. Look for tires labeled “ContiSilent” (Continental), “SoundComfort Technology” (Goodyear), or “Acoustic” (Michelin) if road noise is a priority. Foam inner liners complicate plug-and-patch repair and some shops will decline this work.

TPMS. The Model 3 uses direct TPMS with sensors integrated into the valve stem assembly. During a tire swap, the valve stem and sensor stay in the wheel. The installer demounts the old tire, mounts the new one, and the sensor is never disturbed. You should not be charged for a new sensor on a standard replacement. A valve stem seal inspection or replacement is normal and inexpensive. After the swap, recalibrate via Controls > Service > TPMS Calibration on the touchscreen.

Replacing in pairs. Unlike most AWD vehicles, you do not need to replace all four tires at the same time on the Dual Motor Model 3. Replace in pairs and put the newer tires on the rear axle. Rear tires wear faster than fronts, so rotate every 5,000–6,000 miles to keep tread depth even.

Grand Touring All-Season

Long Range AWD owners who want a comfortable, long-wearing tire that handles light snow without seasonal thinking will find everything they need in the Grand Touring All-Season category. This is the correct category if you are replacing a worn ProContact RX with something equivalent or better, and want the same practical daily-driver profile the car came with.

In recent years the major tire brands have sought 3-Peak Mountain Snowflake rating on their signature tires for all-weather capability. Continental has relatively recently released the SecureContact AW which features a lower price tag and a 3PMSF rating, while the OE ProContact RX is not severe snow service rated. Michelin’s CrossClimate 2 has typically been the pick for those seeing more inclement weather, but the value standouts come from Vredestein. Their tires typically test well against the higher priced tires in their categories with noticeably lower pricing.

Ultra High Performance All-Season

If you want more handling capability without giving up year-round usability, Ultra High Performance All-Season tires sharpen the car without locking you out of rain or light snow. These tires respond better to the Long Range AWD’s torque and cornering than the grand touring category, and are a natural step up from the original factory spec.

The Continental ExtremeContact DWS line and the Michelin Pilot Sport AS lines are perennial favorites among consumers.

Summer Performance

For owners in mild climates who want the full performance capability the platform offers or those willing to run a dedicated winter wheel/tire combo, summer tires are the correct answer. Expect meaningfully better dry and wet grip, faster steering response, and higher road noise than any all-season. These are warm-weather-only tires. The compound loses grip below 40°F and becomes a liability below freezing. Summer tires reward the Long Range AWD’s instant torque in a way that longevity and efficiency-focused tires cannot.

Visit TireRack to find full availability in 235/40R19 or 245/40R19 sizing.

Winter

If you live somewhere with real winter, a dedicated seasonal swap outperforms any all-season. The stopping distance gap between a winter tire and an all-season on ice is significant. Running a second set of wheels with winters mounted is typically more economical than paying a shop to swap tires on the stock wheels twice a year.

Performance Winter and Snow

Performance winter tires deliver full 3-Peak Mountain Snowflake-rated winter capability while retaining meaningful dry and wet handling for drivers who cover highway miles in winter conditions. These are the right choice for owners in climates that see regular snow but not severe winters.

Studless Ice and Snow

Studless ice and snow tires prioritize maximum traction in severe winter conditions — ice, packed snow, and deep cold — over dry-road performance. Tread life is lower and dry handling is softer than a performance winter, but on a bad winter day these tires make a meaningful safety difference. Best suited for owners in regions with long, harsh winters.

Mounting and Installation

A few reminders specific to the Model 3:

• TPMS sensors stay in the wheel. Do not pay for new sensors on a standard tire swap. A valve stem seal check is normal and worth doing. A new sensor unit is not necessary unless your existing sensor has failed or if you are running a second set of wheels.
• Recalibrate TPMS after the swap via the touchscreen: Controls > Service > TPMS Calibration.
• Lug nut torque spec: 129 lb-ft. Confirm your installer knows the torque spec and has a properly calibrated torque wrench.
• New tires go on the rear. When replacing in pairs, always put the newer tires on the rear axle regardless of which axle wore faster.