The EFTM review: 2024 Tesla Model 3 Performance. Bye-bye BMW M3, nice knowing you Mercedes-AMG C63

What is it:

This is the updated version of the Tesla Model 3 Performance, one of the fastest electric cars on sale in Australia priced below $100,000.

This much performance and grip at this price makes thoroughbred German sports sedans and coupes look laughable.

The BMW M3 and M4 – and the Mercedes-AMG C63 – are not in the same league as the Tesla Model 3 Performance.

Although it is unclear how much extra power – if any – the new model has compared to its predecessor, Tesla has put a spanner on the suspension, and made some subtle but important styling changes.

Price:

This is the cheapest the Tesla Model 3 Performance has ever been in Australia and, frankly, it’s a bargain if Tesla can maintain this price.

Four years ago, the Tesla Model 3 Performance cost $102,000 plus on-road costs (about $107,000-plus drive-away).

Today, it is $20,000 cheaper than it was at launch in July 2020 – with an RRP of $80,900 before on-road costs – at a time when everyone else is increasing prices.

This translates to $87,118 drive-away in NSW, $85,114 drive-away in QLD, $87,250 drive-away in Victoria.

Stamp duty and registration vary in each state, so be sure to check.

What’s significant about this price: the Tesla Model 3 Performance has headed off a wave of cheaper rivals from emerging Chinese brands who are dipping their toe in the electric performance market.

The new Tesla Model 3 Performance price has also taken the wind out of the sails of rivals such as the Ford Mustang Mach E, Hyundai Ioniq 5 N, and Kia EV6 GT.

Plus the updated Tesla Model 3 Performance has bolder looks and is more refined to drive than before – and still delivers epic acceleration and benchmark energy efficiency for an electric car with this much zap.

Engine:

Tesla doesn’t disclose power numbers, but the dual electric motors (one for the front wheels and one for the rear wheels) clearly have enough oomph to deliver Porsche 911 acceleration.

Transmission:

As with most electric cars, there is just one gear ratio – which is part of the reason the Tesla Model 3 Performance launches like a slingshot.

An important note: the gear selector wand has been deleted with this updated model, and PRND (park, reverse, neutral, drive) are selected by swiping the top right section of the display screen.

It seems daunting (I was definitely a skeptic) but you can get your head around it after a few days.

0 to 100km/h (as tested):

Tesla’s low 3-second 0 to 100kmh performance claim includes a rolling start and perhaps some other special circumstances.

We recorded repeatable 0 to 100kmh times of 3.5 seconds using our precision VBox timing equipment, which is quick in any language.

For context, we’ve recorded a best time of 3.45 seconds for the Hyundai Ioniq 5 N (and then a string of repeatable 3.6 second times) – and the Kia EV6 GT topped out with repeatable and verifiable 3.6-second times in its fastest mode.

Translation: These three cars have set the benchmark for accessible performance in this price range.

However the Hyundai Ioniq 5 N and Kia EV6 GT are approximately $20,000 dearer than the updated Tesla Model 3 Performance.

Game on. It’s clear Tesla is not about to give up its market share easily.

Emergency braking from 100km/h (as tested):

The Tesla Model 3 Performance has ‘staggered’ wheels and tyres.

The rear Pirelli P Zero tyres (275/30/20) are wider than the front Pirelli P Zero tyres (235/35/20), for better overall balance and rear-end grip.

These tyres – as well as race-bred Brembo brakes with four-piston calipers, and discs the size of pizza trays – helped stop the Tesla Model 3 Performance in 37.1 metres, which is at the pointy end of the category.

As a guide, the Hyundai Ioniq 5 N pulled up in 36.4 metres and the Kia EV6 GT pulled up in 38 metres in our testing on the same test surface.

Good points:

The styling changes include a new front bumper with a lower ‘chin’ spoiler and air ‘curtains’ on each side for improved air flow, a discreet rear wing, redesigned 20-inch wheel covers, and sports seats.

The changes may be subtle but if you know, you know.

The other telltale sign is the starburst badge on the bootlid and the front seats.

The headline act for me, though, is the new suspension.

The adaptive dampers make the Tesla Model 3 Performance feel like it has gone to finishing school.

Whether in comfort or sport mode, they are taut without being bone-jarring and way more liveable in the daily grind compared to the previous model.

Tesla pitches itself as a technology company, but as each day passes it is behaving more like a car company – and that’s a good thing.

These updates are not only polished, but they show Tesla is maturing as a manufacturer.

So in summary: the Tesla Model 3 Performance has epic acceleration. The BMW M3 and M4 – and the Mercedes-AMG C63 – are frankly just not in the same league.

It handles bumps better than before. It corners better than before. The seats are more comfortable than before. And it looks better than before.

Don’t be put off by the lack of indicator stalks (the indicator is activated by tabs on the left spoke of the steering wheel), or the lack of a gear selector wand (drive and reverse are activated via the touchscreen).

You’ll have this change figured out in a few days.

The premium audio in the Tesla Model 3 Performance is next level. Music lovers will appreciate it.

Finally, the energy consumption in our testing ranged from 16 to 19kWh/100km (versus 12 to 14kWh/100km for the less powerful and less potent standard Tesla Model 3), which is excellent for an electric performance car.

Other electric cars with this much zap used energy at a rate of between 17 and 24kWh/100km in our testing on the same 130km road loop.

Bad points:

Apologies for replaying some of the criticisms we levelled at the standard Tesla Model 3. But just in case you missed them, here goes.

The absence of Apple CarPlay, Android Auto and AM radio are enormously frustrating.

If any other car brand launched a new vehicle without these basic features, they’d be heckled by customers and the media.

For some reason, Tesla seems to get a free pass on this.

But we sincerely hope Tesla reconsiders its stance on smartphone mirroring.

Other bugbears: despite Tesla’s technology image, its speed-sign recognition system is nowhere near as accurate as mainstream cars such as Toyota, Kia, Hyundai, Ford and countless others.

The Tesla Model 3 Performance automatically and unexpectedly slammed the brakes several times in Sydney’s lengthy freeway tunnel network for no reason whatsoever.

It turns out the car thought it was on a surface road and the advanced driving system was trying to stop the car from going through an ‘intersection’ – even though we were deep underground in an empty tunnel.

There is a way to disable this set-up, but we didn’t figure it out before we handed the car back.

It would be advisable to learn how to disable this feature when you take delivery. It is borderline dangerous because the car stops aggressively even without an obstacle ahead.

The cars behind me certainly weren’t expecting a sudden sharp braking manoeuvre.

What the haters say:

It might be fast but it doesn’t make any noise.

What the haters don’t understand:

That’s true, but the Tesla Model 3 Performance is still a huge rush – especially in “Insane” mode.

Perhaps Tesla could take a leaf out of Hyundai’s book by offering a selection of convincing artificial sounds (inside and outside the car).

Should you buy one?

If you’re a fan of performance sedans such as a HSV Clubsport or HSV GTS, a BMW M3, or a Mercedes-AMG C63 – put your bias aside for a moment and take a Tesla Model 3 Performance for a test drive. It’s so quick, it’s almost too fast for your brain to process.

Also consider:

Hyundai Ioniq 5 N, Kia EV6 GT, Mustang Mach E GT.