Tesla Model 3 Performance review: Ballistic performance without the crazy price tag
A few months ago, I had an early test drive of Tesla’s new Model 3 Performance. Even though the drive only lasted an hour, I left with mostly positive impressions. However, I really want to test it on roads that I was familiar with and see just how far it could go on a single charge. Happily, I had that chance recently when Tesla asked if I wanted to take the Model 3 Performance for a weekend.
The TL;DR version:
The Model 3 Performance represents the democratisation of performance. Not many cars offer so much performance for so little money. It’s not the most polished, but it’s frighteningly quick and practical.
@hwztech A quick walk around the new Tesla Model 3 Performance.#hwz#hwzsg#tesla#model3performance#ev♬ Soul Catcher – MikhailovMusic
First, a quick primer on what is a Model 3 Performance. This is the range-topping, high-performance version of the Model 3. The Model 3 itself was recently given a rather extensive facelift last year that included a restyled and more aerodynamic exterior and an updated interior that has double-glazed glass and redesigned driver controls. Read our first impressions test drive to know what’s new with this updated version of the Model 3.
Even after a considerable amount of seat time in Teslas, I’m still coming to grips with the absolutely spartan interior. I can live without a traditional instrument cluster and the missing shift knob. What I can’t get used to is the complete absence of any column stalks. Indicating using buttons on the steering wheel is not easy because of the simple fact that the location of the buttons changes with the steering wheel. As for the high beam? Yes, you use a button for that too. Given that these design choices offer little benefit to drivers, I’m inclined to think that these were made for cost-cutting reasons.
Tesla is often coy about its cars’ specifications and won’t reveal the Model 3 Performance’s power figures. However, we can deduce from its road tax that it has around 620hp – a staggering figure for any saloon car. The road tax, in case you were wondering, is just as immense – an eye-watering S$6,698 a year. With great power comes a hefty price tag.
You’ll quickly forget you are paying over six large a year in taxes when you smash the accelerator. Excitement quickly changes to bewilderment and very soon gives way to fear, because the rate at which this car gains speed can only be described as frightening. It feels like you’ve been thrown off a building. Tesla claims 0-100km/h in 3.1 seconds and I can believe that wholeheartedly.
The ride is mostly good. There’s an unshakeable sense of firmness because of the heavy damping, so the ride is never what you’d call plush. But it’s judged well enough that it never feels harsh or comfortable. One unexpected benefit of this is that body movements are well controlled so I was less affected by the toss head toss caused by the aggressive amount of regenerative braking. I consider that a win.
Since we are on the subject of brakes, it’s possibly the single most frustrating aspect of the Model 3 Performance. Possibly because of the regenerative braking feature, brake feel through the pedal is vague. Approaching turns at speeds becomes a heart-palpitating affair because you are never sure if you have applied the right amount. You then overcompensate by standing on the brake pedal, at which point your head gets fired into the steering wheel.
The steering feels a bit numb at first, but the initial turn-in is quick, so the car does feel agile. Probe further and you’ll find that it doesn’t take to sudden direction changes fondly. Work with it and you’ll find vast reserves of grip and a level of accuracy that I wasn’t expecting from a Tesla. Coupled with its otherworldly acceleration, it was entertaining to drive, which isn’t something I often say about EVs.
The range is not fantastic if you drive in a way a saloon with 620hp was meant to be driven. According to the trip computer, my power consumption was 178Wh/km. Since the Model 3 Performance has a battery capacity of around 80kWh and you shouldn’t fully charge the batteries or run it down completely to conserve it, I reckon most users will struggle to hit 400km on a full charge. Interestingly, an M3 Touring will travel just about as far on a single tank of gas.
The Model 3 Performance’s closest rival surely must be the BYD Seal Performance. The Seal costs less and has a more traditional cabin and driving experience. The ride is also plusher, which makes it a better daily driver. However, the Seal can’t match the Model 3 Performance’s pace and it also counters with a more polished infotainment system. The Tesla Supercharger network should also not be underestimated.
Against ICE-powered rivals, there’s hardly any contest. Cars like the BMW M3 and AMG C63 cost at least twice as much. Granted, the Model 3’s interior may not be as intuitive nor as swanky, and its ride is not as polished, but crucially, it’s no less practical. And if performance is a priority, the Tesla is likely even quicker than the Bimmer and Merc in a straight line.
Against the other Model 3 variants, the Performance loses little of its practicality and everyday usability. The ride is a little firmer, and the range is poorer, but its intoxicating acceleration more than compensates. It’s not often that you call the most expensive model in a lineup good value but the Model 3 Performance is one of those rare cars. Even after factoring in our sky-high COE prices and its lavish road tax, the Model 3 Performance remains an enticing prospect for speed junkies. If I were shopping for a Model 3 and had deep enough pockets, the Performance is unquestionably the variant that I’d want.
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Availability and pricing
The Tesla Model 3 Performance is available now and prices start at S$148,981 excluding COE. If you take into account COE prices at the time of publishing, the Model 3 Performance will cost around S$262,000. You can find out more and order at Tesla’s website.
