EV proves two motors are better than one
DETROIT — What’s more fun than a Tesla Model 3 with an electric motor? A Tesla Model 3 with two electric motors.
I bought the rear-drive car because it’s what I could afford. I pined for the wigged-out dualmotor, 473-horse Performance Model 3 with Track Mode, but its sticker price $20,000 US north of the rear-drive chariot was prohibitive.
So when Tesla lowered the price of the Performance 3 this fall by $15,000 US (just $6,440 more than my rear-drive car) I jumped at the chance to trade up for the brand’s most rabid sports sedan.
Buying a fully loaded Performance Model 3 allows me to tell you of the full capabilities of the tricked-out version of North America’s best-selling EV. Indeed, the Model 3 last year outsold every luxury car in North America.
I didn’t wait long to storm Champion Raceway at M1 Concourse in Pontiac, Michigan, to put the dual motors to the test. On the street, the Performance car’s power advantage (nearly doubling the rear-wheel drive model’s 225 horses by unlocking more battery capacity) is obvious. Stomp the right pedal and the car explodes to 100 km/h in a chest-caving 3.2 seconds, the 473 ponies getting instant traction via all-wheel drive.
It’s comparable to a Corvette Grand Sport. Or an Audi R8 V-10. Supercar stuff.
But on track, that’s the least obvious difference in the two cars. After all, instant torque off corners is an inherent advantage performance EVs have compared to gas cars that lose drivetrain efficiency by feeding its gas power to a combustion chamber lit off by a spark plug that shoves a piston that turns a connecting rod that (pause for breath) … well, you know.
Electric motors are instant power — the dual motor Model 3 just has more of it. Dual motors also allow more athletic handling. The 3’s dynamics are quite good with its low centre of gravity, planted steering and sophisticated suspension. The Performance model turns up the wick, not just with better traction, but by using the motors in tandem for better rotation.
Tesla does this through Track Mode, exclusive to the Performance model. I turned it on while in Park, then attacked the M1 Concourse in Pontiac. Surprisingly, Track mode does not turn off battery regeneration, meaning the car still “brakes” when you pull your foot off the accelerator. I learned to use regen as a trail brake, tipping into the throttle with trail-brake oversteer as I entered a corner. Indeed, for all its EV sophistication, the Performance 3 has some good ol’ fashioned Fast ‘n’ Furious blood in its veins that encourages drifting.
The Performance Model also benefits from massive Brembo brakes that increase stopping power from the car’s impressive 175 km/h top speed on the back straight. But I still got a brakeoverheat warning after four laps (the RWD model protested after just two).
True to Tesla’s minimalist, Apple-like design philosophy, the Performance 3’s appearance changes little. Wheel wells are now engorged with extremely low-profile 20-inch dinner plates — just waiting to be eaten by a Detroit pothole. I’ll revert to aftermarket 19-inch wheels for the winter months.
Speaking of Brembos, their red caliper hats are another subtle giveaway that more capability lives under the skin. Other than that, the front is the same ol’ blank face (with larger lower intakes to feed the battery within), and the Dual Motor badge is underlined red out back to differentiate it from the Model 3’s regular dual motor.
Inside, nothing changes. Same black seats. Same 15-inch screen. Same wood dash stretching A-pillar to A-pillar. The same, that is, until a new over-the-air upgrade comes along.
My new car got better within days of purchase, downloading software upgrade 3.10 that is most significant for its Enhanced Summon feature. Where the crowd-pleasing Summon once only allowed the car to drive forward or backward, it now can turn, negotiating its way out of parking spaces and trotting to you across a parking lot.
Trade-in value was also consistent with the industry, at about 25% depreciation after one year. Tesla has, after all, become a volume seller in the compact luxury-sedan segment just like BMW, Mercedes and Audi. My $57,500 US 2018 Model 3 traded in for $40,800 US — about the same as offers I got online.