Finally a Tesla that handles?
Stuff Motoring has just done a very fast 500km drive in the Tesla Model 3 Performance. How exciting was it? David Linklater reports. At a glance
We had a first taste of the Tesla Model 3 recently and liked it. But it was literally just a drive around the block. Now we’ve taken the flagship Performance version and thrown 500 kilometres of hard driving on Kiwi roads at it. How does it shape up?
Just a smaller Model S then?
Not at all. The Model 3 is on a mission much more important than that of its big brother.
Well, two missions. The first is to take Tesla more towards mainstream status, because it’s more affordable. Production figures, sales volumes . . . that’s a business story and therefore boring, so we’ll put that aside.
The second, related mission is to conquer the hearts of people who love driving. The Model S and Model X are impressive in their technology, extremely fast in a straight line, but anodyne once you’re past the novelty
Tesla Model 3 Performance Base price: Powertrain and performance:
of on-ramp acceleration.
The Model 3 has a stated aim of retaining all that Tesla is currently loved for, but adding in enthusiast credentials. It’s supposed to be more European than American in flavour. More car than mobile device.
Especially our Model 3 Performance test vehicle. This $101,100 sedan has the dual-motor AWD setup, 20-inch wheels, big brakes and 10mm-lower suspension.
The Model 3 is also the base for the forthcoming Model Y compact SUV. But that’s another story.
Hang on, what happened to the cheap one?
It exists, although it’s cheap for a hitech EV rather than actually cheap.
The New Zealand lineup opens with the Standard Range Plus (RWD) at $73,900, which does 460km on a charge and can hit 100kmh in
5.6 seconds.
There’s also a Model 3 Long Range (AWD) for $92,200: 620km range and 0-100kmh in 4.6sec.
Our flagship Performance test vehicle trades off some range for, well, performance: it still does 560km $101,100.
Performance lithium-ion plug-in battery pack, AWD, range 560km (NEDC), 0-100kmh 3.4 seconds.
4694mm long, 1443mm high, 2875mm wheelbase, luggage capacity 423 litres, 20-inch alloy wheels.
Fun handling to go with the epic acceleration, good value for a high-performance sedan.
Shapeless seats, fiddly doorhandles, why isn’t it a liftback? but hits 100km in a truly remarkable 3.4 seconds.
The Performance also has a Track mode, carbon fibre spoiler and Tesla’s Premium interior (shared with the Long Range): it includes power/heated seats, premium connectivity for one year (satellite maps, in-car internet), upgraded audio and greater storage.
Does that interior actually work?
Tesla has gone full, well, Tesla on the Model 3 cabin: two buttons on the steering wheel but none on the dashboard. All functions are
Vital statistics:
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contained within a 15-inch touch screen mounted in the centre of the car.
It adds a lot to the concept-car ambience. If we may say, it’s also a cost-effective way to cater to left and right-hand drive because you just mirror-image the whole arrangement.
It is landscape-oriented and high up, a much better arrangement than the portrait screen on the Model S and Model X. The basics are also ergonomically sound and the operation intuitive: the speed readout is at the top right of the screen, so you can see it in your peripheral vision. There are shortcut menus available at the bottom of the screen for important functions.
However, as much as you have to admire the commitment to get rid of every single button, you know things have gone too far when you have to go into a sub-menu to open the glovebox.
The seats aren’t up to scratch for a performance car, either as they lack support and shape. The rear is just plain hostile to adult passengers; it’s hard to get in, the seats are too high and therefore there’s poor headroom. But many similar-sized Euro-sedans are no better.
Speaking of which, it looks like a hatch, so couldn’t it have been one? So American. The boot is decent, if narrow, but having a proper tailgate would make the Model 3 much more practical.
Congrats on the fit and finish, though. This is a Tesla built down to a price, but it still feels way more upmarket than the Model S and Model X.
Go on then: does it handle or not?
Sure does. The Model 3 Dual Motor delivers an engaging driving experience.
It’s a car you’d consider because it’s fun to drive, not primarily because it’s an EV from a tech brand.
But it still does things its own way. The steering has no feel and the three modes simply give you degrees of artificial weight.
I’m OK with that: electric steering means most modern performance cars are now working more with precision than communication and the Model 3 Performance certainly has that.
There’s still a hint of the push-pull from the AWD system that you get with the Model S, but those moments are only minor and the drivetrain does a great job of responding to driver inputs and letting the rear motor take the lead to ensure a smiley-face-emoji, well-balanced cornering experience.
Any other cars I should consider?
If you want a pure EV with performance and handling purpose, you’re a bit stuck. The BMW i3s is not anywhere near as fast, but still lots of fun thanks to a great RWD chassis.
Alternatively, perhaps we’re looking for a practical highperformance machine from a brand with cult status.
BMW again, with the M3 sedan. It’s nearly a second slower to 100kmh and $60k more expensive . . . but makes big noises and does big skids.
Then again, the current model is due for retirement.
The forthcoming Mercedes-amg A 45 will be closer in price, 0-100kmh in the threes, AWD and outrageous. Similar to the Model 3 Performance in some ways but the polar opposite in others.
The fact we’re talking about these cars in the same breath as the Model 3 Performance is a real plug for Tesla’s latest.