Tesla Model 3 Performance Review: Unholy fast, but still incomplete

Revise Teslas can be difficult. They are, you see, always changing. All of the autopilot capability at braking performance Model 3 has been modified since the release of the car via software updates, which creates a bit of a target to evaluate the thing. And so, nine months after our original model 3 reviewswe are back to weigh on this latest version of the car and all its improvements.

But it's not just the software that has been modified. This is the new dual model 3 engine with the overall performance upgrade. This suite carries a second engine to the front of the car, adding all-wheel drive and enough acceleration for passengers to squeal with joy or horror – or maybe both.

A car has radically improved in many ways, but you will pay $ 64,000 to start. If that sounds like a lot, an equipped Performance Model 3 like the one I tested would cost $ 78,500 more. This price places it in front of the BMW M3, the Audi RS5 and all the absolutely adorable sports cars. It's a serious competition, but as I would quickly discover, the Model 3 is surprisingly up to it.

Interface reinvented

Among the many waves that the Model 3 has raised along its (diverted) route to production, there has been a debate over whether the interior, with the minimalist decor, was perhaps a little also simplified. The car does not have a group of gauges, dashboard slots of the traditional variety and many wheel and pedal-mounted controls we expect. Rather than the usual buttons and buttons, you have a 15-inch touch screen attached to the dashboard and nothing else.

This creates a simple and visual effect that, as a person who spent a little too much money on mid-century modern furniture, I find it very aesthetic. However, the word "simple" can rarely be applied to the actual process of interaction with the car. The basic task to reach and move a vent is now a few taps in a sub-menu on the touch screen. Want to adjust the mirrors or reposition the steering wheel? Press, press, press.

This was the main complaint (and many others) the last time I drove Model 3 and I'm very happy to announce that Tesla took this criticism to heart. Many important revisions of the interface not only make the car easier to live with but, frankly, safer. For example, adjusting the tracking distance of the Adaptive Cruise Control previously required touching a submenu. For me, this design of poor quality has crossed the border from simple discomfort to mere dangerousness.

In today's car, setting the tracking distance is simply a matter of tilting the right wheel on the steering wheel to the left or right. Changing the cruising speed, another task that previously required the touch screen, is now done by rolling the wheel up and down. This is a massive and very nice improvement once you experience it, but still not as intuitive as the dedicated controls that we find in most cars.

Touchscreen wiper controls are also more maneuverable and a host of other minor updates give way to a much more usable car than before, but living with a 3-model is still a drastic change from everything that happens on the road. This is a change that will probably not bother those of the touch screen generation and many will prefer, security being damned. Those who preceded this generation, those who still prefer the honest buttons, will find themselves cringe while learning the nuances.

This generation would also prefer a physical keychain to model 3 unlocking options. The "key" of model 3 is an NFC-compatible card of the type that you could get in a hotel. I like that these are small enough to fit in a wallet and cheap enough to give to friends if you like. However, you will not want to do it every day by placing it against the B-pillar of the car to unlock the doors.

Instead, you are supposed to use your phone. Once paired securely, your Bluetooth LE compatible phone will automatically connect to your car when you get in and unlock it. Most of the time. Although the process is more transparent than the last time I tested a model 3, I still noticed a few times that I had to wait three or four seconds before I could unlock the door. In one case, I really had to put my phone in airplane mode. Small inconvenience? Yes, but if you have already run to the shelter of your car in the middle of a rain storm, you can see the problem.

Finally, I would not want to mention the persistent lack of ventilated seats, more and more curious as the model 3 continues to progress. Android Auto and Apple CarPlay are both absent. It's time, Tesla.

Extended power

Although changes to the interface are the most important in terms of usability and relevance for most model owners 3, the performance upgrades here are a little more interesting. The basic, single-engine flavor of Model 3 is estimated at approximately 270 horsepower. This new model, with two engines, all-wheel drive and performance upgrade, has 450 horses. That's enough to pass the 0-60 time from 5.1 seconds to just 3.5.

While 3.5 seconds to 60 is correctly fast, it does not begin to tell the story. Most sports cars require a dedicated launch to achieve this type of time, either with an agile dance of brakes and clutch, or with a sequence of complicated button presses. In model 3, you just have to press the gas.

A simple right foot kick on the right pedal is enough to throw you into your seat, simultaneously launching any unsecured cargo towards the back of the car. When I first arrived in Model 3, you see that I threw my phone on the center console. After my first initial launch halfway through, I had to stop and spend a few moments rummaging under the back seats to find him.

This kind of gravity-defying pity is not unique to Model 3, but what is remarkable is that it's easy – at any moment, at full speed – to leap forward with a brutal assault. You will not need to go through the driving modes, the Model 3 is always ready to run, going from a silent and docile EV to a ballistic projectile with little no more pressure on the pedal.

Manipulation, refined

The Performance Model 3 you see here came into my life on the optional 20-inch wheels wrapped in Michelin Pilot Sport 4S tires, backed by bigger brakes and attached to a lower, sportier suspension. This $ 5,000 package should not be considered optional for anyone interested in sports driving. In other words, the basic car Performance really starts at $ 69,000.

The change of the tires alone, more adherent and less contoured than the basic rubber, creates a car much more impatient during the turns of play, but not too flying or nervous. There is a slight penalty in driving quality, but the performance of Model 3 is far from tough. His eagerness continues in the corner, where the 3 Performance model shows better control thanks to these tires and the revised suspension.

This is a nice upgrade compared to the base car, so, but there is still room for improvement. The handling of the Model 3 is still inferior to the benchmarks established by high-end sport sedans and their decades of refinement. While Model 3 turns easily, it struggles a little when you change direction quickly, as you can imagine, with its empty weight of 4,072, about 500 pounds more than a BMW M3. It is also more easily disturbed by corrections in the middle of turns or road imperfections than, for example, the Audi RS5.

Scope and charge

The only model 3 that you can buy now is the Long Range, officially rated at 310 miles. More than 479 thousand cumulative tests in the model 3 performance I burned 140 kilowatt hours of electricity, a rating of 293 watt hours per mile. Given the 75 kWh battery here, I could have covered about 260 miles per charge if I could actually empty it completely. However, this period included a bit of trained driving which surely had an impact on my autonomy.

On a 160-mile stretch with a mix of city roads and congested roads, I am averaging 266 Wh / mi, which is a theoretical maximum range of 284 miles. Conducted moderately and with no extension on the highway, I am confident that the 310 mile figure is achievable, although it may not be as easy as on the basic single-engine version.

Anyway, it's one of the few EVs I've driven where I rarely thought about loading. Live with a mile Kia Soul EVWhenever I plan to go out for a drive, I must first ask myself if she was hooked up after the last trip. And, while our long run 151 miles 2018 Nissan Leaf offers a lot for driving in town, I still have to plan a refill stop every time I want to make the 150-mile trip to New York.

The scope rarely crossed my mind while driving in town in Model 3. Although I'm sure to charge it the night before doing this last 150-mile long drone in New York, I did not think back up the batteries along the way, arriving with 127 miles away still visible. It's a very comfortable cushion, made even softer thanks to access to the largest network of chargers in the world. The Tesla Navigation System will automatically route you to your destination via a compressor, if available, and will even tell you how many points are available.

Encore beta

Although I love the many aspects of Model 3, every time I started to be really charmed something jumped and trampled my growing enthusiasm.

I'm going to give you an example. One of my oldest complaints in Model 3 was that if you wanted to adjust the speed of the wiper, you could end up doing three or four scans on the touch screen just to find the controls on the screen. # 39; wiper. Now, a quick swipe on the wiper lever elevates the wiper interface at any time – still not as effective as the physical wiper controls, but an improvement.

However, on my very first ride in this model 3, arriving home late at night, I turned a corner and entered an unexpected rainstorm. This was not torrential, but it was enough to warrant the windshield wipers. Only they did not come, obviously ignoring the rain and letting me reach the touch screen. I really would not have been bothered by the traditional wiper controls, but when I drive the night in the country in the rain, it's exactly when I do not want to leave the road eyes to watch an LCD screen luminous. exactly what I had to do.

Another major problem? Automatic driving lights. Driving on black country roads, the lights flickered up and down frequently enough to make me wonder if the woodland creatures could have epilepsy. (They do, apparently.) Automatic headlights on our $ 38,115, Nissan Leaf SL long term works perfectly. This model 3, more expensive than the double, just could not cope – but at least it is not necessary to tap on the touch screen to turn them on or off.

Last but not least, there is the interior. For every moment spent admiring its simplicity, I spent at least three or four lamenting the lack of quality. Close the central storage compartment door with anything heavier than a baby's touch and it opens again. Open this door while something is sitting on top and something will be swallowed in the recesses of the center console, trapped until you find someone with small hands to catch it.

These are the materials that really bother me. I really appreciate the lack of leather everywhere, but I'm afraid the white vinyl seats do not age well. A textile like the Volvo City Weave would be far better. Likewise, the materials used in the center console are mediocre, a gloss black piano finish attempt made with a cheap plastic that will not hold. This test car was only 1,500 miles long when I picked it up, but the surface behind the cupholders was already scuffed.

What caused these marks? The Model 3 compatible NFC plastic keycard, which must be held there to engage the car when you do not use the Tesla mobile app as a key.

On a $ 35,000 car, it would be boring but tolerable. On a $ 49,000 car, the cheapest you can get for a model 3, this type of construction is disappointing. On a $ 78,500 car? This is simply unacceptable.

Options and competition

The performance of Model 3 starts at $ 64,000, but to get the biggest wheels, tires and brakes, you'll spend $ 5,000 more. The red paint, which goes a long way, costs $ 2,000 more, but I would leave the $ 1,500 for the white interior. The $ 5,000 enhanced autopilot upgrade is a good solution, but ignore the option of $ 3,000 future self-driving capability. We are still far from the necessary technologies and legalities.

Add a destination fee of $ 1,000 and you get a set price of $ 77,000. For that money, you could end up in a well – equipped BMW M3, a legend whose current generation has been questioned for being a bit dumb in terms of maneuverability, but still surpasses Tesla 's option. However, its rear-wheel drive is not ideal for serious winter driving and, like most cars, the BMW does not have the instant acceleration of the Tesla.

The Audi RS5 Sportback will not make a leap forward like the Tesla, but Is The four wheels are twisted, the interior is designed in a much better style and the refined driving style that accompanies decades of practice. It's also the most beautiful car in my book, but your look can fall differently.

Finally, there is the $ 69,500 Jaguar I-Pace. He also has all-wheel drive and is electric, but not as fast as the model 3 to 4.1 seconds to 60. Still, he made a proper track toy in my driving time and even forged a river with aplomb. It also has a better designed interior than the Tesla and a more attractive badge. What is the trap? Its 240 mile range is short, and when you hit zero, you can not go to a compressor. In addition, its interface is a little messy at this point, but CarPlay and (soon) Android Auto avoid this to some extent. Beyond these limitations, it's the best car.

pack

Conflicting feelings are the name of the game today, dear readers. Although I appreciate and appreciate the first edition of Long 3 Long Range, I did not really fall in love. In contrast, the 3 Performance model captured my heart immediately – and then began breaking it several times over the next almost 500 miles. Tesla is gone and has corrected many of the most important issues identified in my first review, but there are still many persistent issues, many of which can not be solved by a software update.

Problems like the price. The $ 78,500 sticker on the car you see here is hard to digest. Yes, the acceleration is supernatural, but the Model S has only global accents, but it's the only aspect of this car that is truly world class. For so much money, this car must be better than very good.

So it's a very fun car, a very fast car and, with a range of 310 miles and easy storage for four, an economical and practical car. But it's still a long way from being a perfect car, and as the price of Model 3 continues to exceed the initial promise of $ 35,000, I can not help but think that we are also moving away from the real potential of this machine.