Latest news with #TeslaModel3Performance
Miami Herald
a day ago
- Automotive
- Miami Herald
Can the Hyundai Ioniq 6 N Dethrone the Tesla Model 3 Performance?
Tesla arguably kicked off the introduction of performance EV models with the Tesla Roadster way back in 2008, but it's a wildly different landscape now, and you can purchase a very fast EV from automakers like BMW, Ford, and everything in between. One of the most competent performance EVs out there is the Hyundai IONIQ 5 N, and now, there's a sedan version in town. Sharing a powertrain but getting smaller and cheaper means the new IONIQ 6 N has the Tesla Model 3 Performance squarely in its sights. The IONIQ 6 N takes an early lead on the Tesla Model 3 Performance - on paper, anyway. The IONIQ 6 N shares a powertrain with its predecessor, the 5 N, which means up to 641 horsepower on tap when you click into N-Grin Boost mode, and 567 pound-feet of torque available whenever. Hyundai quotes a zero to 60 mph time of 3.2 seconds. Both the IONIQ 6 N and the Tesla rely on all-wheel drive and dual electric motors, but while the Tesla Model 3 Performance isn't a slouch, it loses the initial comparison. Base horsepower and torque figures sit at 510 and 554, respectively. Surprisingly, though, Tesla claims a quicker zero to 60 mph time, estimating the sprint takes just 2.9 seconds. One reason for the quicker sprint to 60 mph might be the Tesla's lower curb weight. The fastest Model 3 tips the scales at a fairly light 4,054 pounds. We don't have official numbers for Hyundai's IONIQ 6 N, but we can take a guess. Comparing the IONIQ 5 to the IONIQ 5 N reveals the standard all-wheel drive car weighs 4,608 pounds, while the N version weighs 4861 pounds. A regular IONIQ 6 with all-wheel drive weighs 4,462 pounds. Assuming the 6 N gains the same amount of weight from the full N treatment, we can guess the IONIQ 6 N's weight at around 4,715 pounds. That 700-pound disadvantage relative to the Model 3 Performance could cost it first place on the dragstrip. So, finally, there's the price. A bigger horsepower figure doesn't always mean a higher MSRP, but the IONIQ 6 N will start a little bit higher than the Tesla Model 3 Performance. Hyundai hasn't released pricing yet, but since the IONIQ 6 is around $5,000 less expensive than the IONIQ 5, the base MSRP should be right around $60,000. That's a $5,000 premium compared to the Tesla, which starts at $54,990. The Tesla also likely touts a longer range. The mechanically identical 5 N offers an estimated 221 miles, while the Model 3 Performance makes it 298 miles on a full charge. On the surface, the IONIQ 6 N may look decidedly more like a sidegrade than an upgrade compared to the Tesla Model 3 Performance. However, there are also other key areas where the Hyundai sedan should excel. The Hyundai IONIQ 6 N gets massive brake rotors that dwarf the Tesla Model 3's, measuring 15.7 inches in the front and 14.1 inches in the rear. That's about an inch bigger in the back and nearly two in front. While both vehicles share 20-inch aluminum wheels, only the IONIQ 6 N offers 275-section tires on all four wheels. Finally, the IONIQ 6 N offers a lauded "fake shift," which allows drivers to "change gears" via paddle shifters. These differences may seem small, but they could make a big difference, especially in the kind of driving situations the cars are ostensibly built for. The Hyundai IONIQ 6 N and Tesla Model 3 Performance are more similar than different, and both look to be incredibly competent performance sedans. Do we think the IONIQ 6 N is objectively superior to the Model 3 Performance? We'll have to drive it to find out. That said, it certainly has some clear advantages. At the very least, the competition will force Tesla to take notes. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Hindustan Times
27-06-2025
- Automotive
- Hindustan Times
Mercedes-AMG CLA EV spied with minimal camouflage internationally. Take a peek…
The 2026 Mercedes-AMG CLA EV is being tested internationally.. Notify me As the standard Mercedes-Benz CLA EV is still rolling out in select markets, the high-performance AMG variant is already taking shape. New spy shots reveal the development of the AMG-tuned version is in full swing, with several design elements and performance features now visible beneath the thinning camouflage. 2026 Mercedes-AMG CLA EV: Design Up front, the AMG version Sports a reworked bumper with large air intakes and a new central opening featuring a distinct mesh pattern. While the details are still partially obscured, key differences from the regular CLA EV include an enclosed grille and Mercedes' signature 'starry" LED headlights. Along the sides, sportier side skirts and lightweight wheels wrapped in Michelin Pilot Sport tires point to the AMG's performance intentions. Behind the wheels sits a heavy-duty braking system with red callipers at the front, while AMG badging can be spotted on the front fenders, a subtle nod to its more serious capabilities. The rear design appears relatively restrained at first glance, but closer inspection reveals an active spoiler. A tweaked rear bumper and diffuser setup are also expected to distinguish the AMG model from its standard sibling, contributing both to downforce and visual aggression. Also Read : Mercedes-Benz AMG GT XX Concept unveiled with 360 kmph top speed 2026 Mercedes-AMG CLA EV: Interior Spy photographers weren't able to capture a clear view of the cabin, but based on AMG's typical approach, we can expect a minimalist layout with performance cues like a flat-bottom steering wheel and exclusive trim. Tech features are likely to include a 10.25-inch digital instrument cluster, a 14-inch infotainment display, and a matching 14-inch passenger screen. 2026 Mercedes-AMG CLA EV: Expected powertrain While Mercedes remains quiet on specifications, earlier reports hint at serious firepower under the skin. The AMG CLA EV is rumoured to feature axial flux motors developed by Mercedes' Yasa subsidiary, with a potential tri-motor layout producing over 493 bhp. If true, that would put it in direct contention with the Tesla Model 3 Performance, which delivers 503 bhp and a 0 to 100 kmph time of 2.9 seconds. Also Read : Mercedes AMG GT 63, GT 63 Pro to launch on June 27. Here's everything we know so far Adding a touch of drama, the performance CLA EV is also expected to come with a 'V8 Mode' that mimics the sound of an internal combustion engine, specifically a V8, offering a nostalgic aural experience for enthusiasts. A unique AMG-specific battery pack is also expected, though technical details remain under wraps. 2026 Mercedes-AMG CLA EV: Expected reveal and rivals While a debut date hasn't been confirmed, the steady progress and decreasing camouflage suggest the AMG CLA EV could be revealed later this year or in early 2026. Once launched, it will take aim at high-performance electric sedans like the Tesla Model 3 Performance and BMW i4 M50. Check out Upcoming Cars in India 2024, Best SUVs in India. First Published Date: 27 Jun 2025, 11:32 AM IST
NZ Autocar
10-06-2025
- Automotive
- NZ Autocar
First Drive - Tesla Model Y Facelift
The news hasn't been so good for Tesla lately, what with Musk taking his eye off the ball while heading up DOGE. And then there was the political fallout of his bromance break-up with Trump. There has certainly been an impact on Tesla sales and its share price but perhaps now that Musk is back at the helm, he will be able to right the ship. Meantime, there has been some good news for Tesla in that the rollout of the Robotaxi concept is imminent in the US, and locally the comprehensively facelifted Model Y has arrived. Initially, there was just the Launch Edition but now there's a base RWD variant and a Long Range AWD dual-motor option, with a Performance model likely towards the end of the year. However, Tesla staff from head office in Australia were loth to confirm that. Odd really, given there's a Tesla Model 3 Performance variant. Naturally a Model Y variant will follow. Anyhow, it's the RWD version that the company launched here with, at least for the press drive. AWDs are also available for $10k more which seems not a lot for the added range and performance. I'd not driven a RWD Model Y before, only the Performance version. However, I've sampled plenty of other like-priced EVs and feel this one is a standout at its price. Certainly, it's amongst the best medium-sized fully electric SUVs on the market. Sure, it has its quirks. And, again oddly, the autonomous drive was one of these. People were reporting it was disengaging repeatedly in some of the test machines. Tesla staff reckon it takes 100km or so to familiarise itself with whatever country it is delivered to. No such problems with the totally new example I drove. However, despite Tesla touting itself as the autonomous expert, plenty of other systems that do the steering, braking and acceleration for you on the motorway are smoother and better sorted. This one has a tendency to keep a little too far left in a lane rather than staying centred, which will probably upset faster lane splitting motorcyclists. It does have one really great aspect though and that's the ability to change lanes safely by merely indicating. The vehicle does the rest and also turns the indicator off after completing the manoeuvre. Honestly, that's about the only aspect of the vehicle that wasn't totally impressive. The look is the first aspect that most people will comment on. It's much better. Evidently the facelift takes certain cues from the Cybertruck programme. It now has thin lightbars front and rear and the main headlights are more or less hidden below. They're of the matrix variety too, so can be left on full beam and they autodip by turning off pixels so as not to blind oncoming traffic. Moreover, the bumpers at each end are reconfigured, with small air ducts up front to divert the air around the wheels. These have black caps over the 19-inch alloys which supposedly reduces energy use by about 2-3 per cent. At the rear is a new three-piece door – it's simpler and cheaper to repair – with a small ducktail-style spoiler and a new diffuser. The original Model Y had a Cd of 0.23; this new one has an aerodynamic figure of 0.22, adding 11km to range. The lightbar at the back looks good, while inside there are significant changes as well. There's still the big 15.4-inch central touchscreen that is the master in charge of everything. Unlike the Model 3 the new Y has a regular left-sided indicator wand. The wheel is also new, though the spokes are set a touch high to my mind, meaning your hands adopt a 10 to 2 position. It's comfy enough though, with adaptive cruise controls on the right side. Above there's a huge panoramic sunroof, with a silver coating to prevent overheating and the need for a sunblind. Mirrors and steering column positioning you set in the central screen – I found the mirror controls fiddly – and the cabin is a button-free zone, the only exceptions being on the wheel for the wipers and front camera (a new feature). Push the wiper button once and a menu comes up on screen or you can cycle through the menu by repeated stabs of the wiper button. It works okay but it's a bit clunky. A rotating controller on the indicator stalk is much simpler. Most of the other stuff is relatively straightforward. The powered seat controls are in the conventional place and the lumbar pump is solid. Seat ventilation is new, along with heating and there's a wheel warmer too. Changing drive modes is easy (chill=eco) and there's just one other standard drive mode. Same essentially with recuperation, low or standard. We liked both. On tight stuff, standard is good, no brakes required. For other roads, low is fine, gently braking you almost to a halt. This has one of the best crawl modes I've ever encountered. It almost does it intuitively. The day was a washout for the best parts of the drive (to Piha out, Scenic Drive return). But that didn't matter, not once we were more familiar with the wiper mechanism. There's a slippery driving mode which amps up the TC a little, and also prevents really heavy braking. You can almost stand on the brake pedal and it doesn't seem to go anywhere near the ABS intervention point. Slip back to normal drive mode and the brake power returns. Clever stuff. So are the electronics; they intervene only when necessary. So you can press on even in the wet and this just responds faithfully. Helping is a low centre of gravity, an even weight split, and not too much of it, just over 1900kg. Bear in mind that this is a medium-sized SUV, almost 4.8m in length and with a single, rear mounted motor. So there's generous luggage space up front (117L, which includes a drain for wet gear) and an almost as large underfloor hold (100L). You can store the magnetic cargo cover under there too if you want. We probably would as it's quite sizeable and makes viewing stuff at the front of the hold a little tricky. Anyhow, lots of room back there, with 854L when all seats are in use (includes the large underfloor bin), and 2138L after split folding. There's generous leg and headroom for the folks in the back too. They get new heated seats and an eight-inch touchscreen that can accept two Bluetooth headsets. The split folding is a powered set-up, done one of three ways. And one of the accessories is a Tesla mattress, should you choose to have a weekend away in the wilderness. Or own a massive hound. At the outset of the day, the Tesla folk said we wouldn't credit the improvement in ride quality. Within 100m of leaving the Mangere store, it's evident that this is just outright plush at urban speeds. It also flattens speed bumps effortlessly…so long as you're not exceeding 30km/h. The suspension isn't active but uses frequency dependent dampers. Hence, the comfy ride at urban speeds, and the firmer, controlled progress through corners. It was just too wet to push things much but this points well, with prompt turn in and good feedback at the helm. And from the driver's perspective there is great forward visibility, even if there's not so much glass area out the rear window. The seating position and comfort are noteworthy, except for the hard edge you rest your left knee against. Build is sound, not an untoward noise to be heard. As to the numbers, the Rear Wheel Drive model kicks off at $67,900 before ORCs. It features a 220kW motor (torque not given but estimated between 350 and 430Nm) powered by a 63kWh LFP battery pack. That gives it a claimed 466km of range according to WLTP. Its sprint time drops by 1sec from the previous model (6.9 to 5.9sec). At no time did we feel this needed any more power. Even chill mode feels quite stroppy, certainly more than enough for town driving. Add $10k for the Long-Range AWD variant which comes with a 78kWh NMC battery and is good for 336kW and 639Nm. It is said to run 0-100 in 4.3sec. That compares with 4.5sec for its predecessor. Its claimed range is similar to before at 551km. When either variant hooks up to a 250kW Supercharger, up to 283km can be added in 15min. Both come with a four-year/80,000km warranty. Battery cover is roughly twice that. And Tesla has a mobile tyre repair service as well as the Supercharger network (28 locations NZ wide). Our overall impression? This is simply an outstanding electric SUV from just about any standpoint. The RWD model we drove also feels more premium than its asking price. That's perhaps partly a reflection of new acoustic glass used; evidently it reduces wind noise by 20 per cent. Road noise, down by 22 per cent, is also notably absent, in part due to new low rolling resistance rubber. Rivals in this area include Leapmotor C10 (less power, range and price), Kia EV6 (more expensive, more range), Kia EV5 (similar price, bigger battery, not as quick), Ioniq 5 (rather more expensive), VW ID.4 (less expensive, less performance, more range), and BYD Sealion 7 (same price, not as quick, more range). There are also myriad inbound models like Smart #5 and Geely EX5, and Cupra Tavascan, among others. None has the Musk effect, though nowadays most will probably be okay with that.
Business Insider
29-05-2025
- Automotive
- Business Insider
My Tesla FSD diary: 5 months of curiosity, amazement, shock, and embarrassment
When I picked up my new Tesla Model 3 Performance in December, it came with a free trial of the company's Full Self-Driving (FSD) software. I originally made the purchase to enjoy driving a fast sports car. But I've also been fascinated by the promise of autonomous vehicles ever since I experienced Google's early driverless technology as a reporter at The Wall Street Journal over a decade ago. So, for the past five months, I've been using FSD (in "Chill" mode only) to see what it can and can't do. I still drive the car. Legally, functionally, and by necessity. Tesla calls this software Full Self-Driving, but it's really an advanced driver-assistance system. Every moment it's engaged, I am still the driver, and Tesla makes that very clear when you're in the car in FSD mode. The company is planning to launch a robotaxi service in Austin in June. That will come with fully autonomous software that requires no supervision. However, the reason for this diary is to give you a sense of what Tesla's latest and greatest published driving software is capable of right now. Here are my observations, feelings, and takeaways from driving more than 1,000 miles in FSD around Silicon Valley and beyond. I also shared this diary with Bryant Walker Smith, a lawyer who focuses on mobility, driver-assistance, and autonomous-vehicle technology. I've included some of his context and thoughts throughout. I also shared my diary with Tesla's press office and CEO Elon Musk via email on Wednesday. They didn't respond. More relaxing, especially in traffic Let's get this out of the way first: This is one of the best cars I've ever driven. On and off for over 20 years, I have test-driven cars from Hummers to Porsches to Alfa Romeos. The Model 3 Performance has incredible steering, high build quality, and incredible speed, for a lot less money than a BMW M4. It's a great deal and I love it. In early January, switching on FSD was a surprise at first. It handled way more situations than I expected — basically everything on most trips. Driving in traffic, with a destination punched into Tesla's onboard screen, is less stressful than handling stop-and-go congestion yourself and trying to decide which turn to take next. It's a new, slightly more relaxing experience. I get to my destination in a better mood. Tesla FSD always comes to a full stop at stop signs. Obviously, I do too. But maybe I don't? This was annoying at first, but now I don't notice, and it's safer. I thought I would lose time, but really, there's no difference. What started as an irritation became a reminder of how easily humans normalize cutting corners when driving themselves. The FSD is a more efficient driver. It uses less battery power than I do driving the car. I know this because I look at the onboard map, which predicts the battery level upon arrival. Once I switch to FSD, that prediction drops and stays lower once I arrive. Potholes and disengagements Pothole avoidance, please! My Tesla in FSD drives straight over most potholes on the road. I try to (carefully!) avoid them while driving myself. Is this why some Tesla owners say they have to replace their tires so often? I disengaged FSD in San Francisco a few months ago. There was a car parked on the side of a thin side road. I knew I could squeeze around it, but Tesla FSD just sat there. So I took over, drove around, and then restarted FSD. I disengaged another time on Highway 80, going from Silicon Valley to Lake Tahoe with my wife. We were in FSD (Chill mode) in the slow lane. Traffic built up ahead, and the faster lanes started backing up. Another car darted into our lane, right in front of us. We screamed, and I grabbed the wheel. Maybe FSD would have handled it, but I wasn't willing to find out. Speaking of lanes: In Chill mode, FSD stays in the slow lane, and it's slow to move across when a highway intersection is approaching. This gets me stuck behind cars merging onto the highway. When I drive myself, I get over into the outside lanes before this stuff happens. I know a few blocks in advance that something is going to get snarled, so I adjust early. Tesla FSD doesn't do that in Chill mode. So, we have to slow down and get into complex merge situations. I suspect being in other FSD modes, such as "Hurry" mode, would mean my Tesla drives in the faster, outer lanes of the highway. A test and a change of heart I was impressed during the first two to three months of using FSD. When my free trial ended in June, I thought I would probably start paying $99 a month for this technology. And I don't even drive that much. I bought this car to drive a fast sports car. Now, I barely drive it. That paragraph above was the thrust of the story I planned to write earlier this year. Then, my colleague Lloyd Lee and I tested Tesla FSD against Waymo in San Francisco on May 1. You can read all about that here. TLDR: We ran a red light while in my Tesla's FSD mode. Waymo refused to go that specific route, suggesting that Waymo's software system can't handle that specific intersection either. However, I was shocked by the experience. Walker Smith says there's "a huge difference between running a red light at an intersection and proactively avoiding the intersection." An uncomfortable U-turn About two weeks after that aforementioned test, I was driving in FSD mode with a friend on Highway 280 north toward San Francisco on a sunny and clear day. Traffic built up ahead, so my Tesla pulled off on an exit lane. The onboard map showed that the car planned to wait by a traffic light and then go straight ahead — basically getting back on the highway to try to overtake a few other cars stuck in traffic. Similar to what the Waze app sometimes has drivers do. Once the light turned green, my Tesla turned left under the highway instead, even though the Tesla map showed that we should have gone straight. Then it did a U-turn at a slightly uncomfortable speed (a little too fast, I felt). The worst part was that it did this U-turn from the outside lane on a multi-lane road rather than the designated left-turn lane. And it did this maneuver in front of several traffic police who were attending to a minor incident about 70 feet away. Luckily, there were no cars in the left lane, which was the correct lane from which to do a U-turn or to just turn left. If there had been a car trying to turn left at that moment, we might have crashed into it. I'm not 100% sure of this, but that's my feeling. There was a risk of this happening. After doing the U-turn, the FSD system was going to try to turn left again, taking us, finally, back on Highway 280 north. But again, it was trying to turn from the center lane, not the left turn lane. I disengaged at this point and took over the driving. My friend turned to me in shock. I blushed, which was a strange experience. It was as if I were embarrassed by my car. "Your U-turn examples are new to me," Walker Smith said. "They are wild!" "It's possible that, if another vehicle had been in the left-most lane, then your Tesla would not have attempted a turn," he added. "But it's also possible that it would have." To FSD or not to FSD More recently, about 2 weeks ago, I was in FSD "Chill" mode in San Francisco, driving toward Ocean Beach. The car was on a two-lane road, and the Tesla map showed that it was supposed to pull into a left turn lane in the center of this road. The idea being that we would wait for oncoming traffic to clear and then turn left across the two lanes going the other way. The car put the left indicator on, but didn't go into the left turn lane. I disengaged and pulled gently into the correct lane myself. I still switch FSD on a lot, in "Chill" mode. On Tuesday, for instance, I drove on Highway 101 north to work from one of our WeWork office locations. This trip, and the return journey home, were uneventful and less stressful than driving myself in highway traffic. My FSD free trial ends in June. I'm now less likely to pay $99 a month for this technology. However, when I'm expecting to drive a lot during a particular period, I might pay for it occasionally. The key difference The final words should go to Walker Smith. Having read my diary, he made a crucial point. "Your (and every) version of so-called 'FSD' is merely a driver-assistance system," he told me. "Accordingly, it only works unless and until it doesn't. That's why you have to supervise — indeed, why you are still the driver who is driving." This may seem like quibbling over slight language tweaks. But there's a giant gap between "driver-assistance" systems that still need human supervision and fully autonomous technology that does not have anyone behind the wheel. Walker Smith slapped me on the wrist for writing in my original diary that "I barely drive it." He described this as "a fundamental misunderstanding and misrepresentation of driver-assistance systems." (He also thinks BI should correct the wording of our San Francisco Waymo vs Tesla test story. I checked with my editor, who said no.) Walker Smith described the difference between driver-assistance and automated driving as "climbing a 500-foot cliff with a rope or free-soloing it." Or, the difference between hearing a pilot on a plane say "Hi folks, today we'll be using autopilot" and hearing the pilot say "Hi folks, today you'll be using autopilot because I'm getting off the plane." FSD is an incredible piece of software, until it's not. When it works, it feels like the future. When it doesn't, it reminds you we're not there yet.
AsiaOne
10-05-2025
- Automotive
- AsiaOne
Tesla Model 3 Performance review: The ultimate Tesla for the performance freak, Lifestyle News
It wasn't very long ago that the automotive social media space was awash with videos and reports of powerful Teslas demonstrating supercar levels of acceleration and performance. It made for an interesting spectacle, especially in an era where electric vehicles (EVs) were just bursting onto the scene, and a seemingly regular-looking car doing insane speeds was quite the novelty. But these days it's not difficult to find an EV, especially one from the large number of Chinese carmakers now penetrating the market, capable of achieving the same feat. Having an EV go from 0-100km/h in under four seconds is not exactly the extraordinary achievement it was before. [[nid:716880]] Viewed in that context, what relevance does the updated Tesla Model 3 Performance, the most powerful Model 3 you can currently buy in Singapore, still offer to drivers here? What's the big deal with the Model 3 Performance? Let's get the stats and figures out of the way first. The Model 3 Performance's dual motors put out a total of 618hp and 730Nm of torque. That's a significant bump from the 506hp and 660Nm of the pre-facelift Model 3 Performance that first debuted here in 2021, and certainly many times more than the Cat A-eligible Model 3 that we tested last year. As such, the latest Performance is able to go from 0 to 100km/h in a blistering 3.1 seconds, a figure which would easily embarrass a Ferrari given the right conditions. How does that feel like though? It's a sensation that can be hard to describe in mere mortal words, and would probably involve superlatives and even some expletives. There are three settings for the throttle response: Standard, Chill and Insane, and they are pretty much self-explanatory. Trigger the last one, find an empty stretch of straight road, and experience yourself get shot forward like you've been blasted out of a cannon. It's a thrilling ride for sure, but for those who are unaccustomed to that sort of speed, it can also feel a bit discomforting. The feeling is somewhat akin to a roller-coaster ride: exciting for some, nausea-inducing for others. If you could take it though, the sensation is absolutely exhilarating, and perhaps even mildly addictive. Other than speed, what else is good about the Model 3 Performance? Truth be told, the Model 3 is actually quite an enjoyable EV to drive. And given that this is supposedly meant to be a sportier variant, the Model 3 Performance does get a few extra bits to sharpen its drive even further. Without trying to get too technical, some of the upgrades on the Model 3 Performance include more powerful brakes, grippier sports tyres, firmer suspension, adaptive dampers, and selectable drive modes that can distribute power between the wheels as you see fit. The car drives pretty well on its own, but it absolutely sparkles when you put it into Sport mode. The chassis is remarkably balanced, and it feels very controllable and extremely planted as you chuck it into the corners, unfazed by whatever you throw at it. At the same time, it manages to combine that with a well-sorted ride that is comfortable enough for daily use. Perhaps the only minor complaint is the car's relatively dull steering, but otherwise, the Model 3 Performance's breadth of ability is nothing short of sensational. There is also a hardcore Track mode that lets you individually select settings like the amount of power sent to each wheel, and how intense you want the stability control to be. Let's just say that this mode should be best left to the experts in a controlled driving environment. Anything else? There are a few cosmetic upgrades, such as the mildly reprofiled front and rear bumpers, a small rear spoiler, cool-looking 20-inch alloy wheels, a 10mm reduction in ride height, and an odd-looking badge on the boot lid that looks like the Union Jack on steroids. Other than that though, the rest of the car is much the same as any other Model 3 really. It's the same on the inside. Aside from the sports seats, the cabin is virtually indistinguishable from regular Model 3s. That means you get the same 15.4-inch central touchscreen which functions as the main control centre for everything, and a minimalist dashboard design that lacks physical controls. The merits of such a design will always a debatable topic, but the fact that Tesla is moving to reintroduce a physical indicator stalk for the upcoming new Model Y is a sign that there has been enough pushback from customers for them to reconsider some of their design choices. So, is it worth my time? Teslas will always be polarising cars for many reasons. But if you are able to view them objectively, the Model 3 Performance does offer excellent value considering what you get. For $256,054 including COE (as of May 2025), you get an EV that can blitz past sports car many times its price tag, while also being entertaining to drive at the same time. Sure, there remain some flaws, such as the ergonomically odd interior, but if you can look past that, then the Tesla Model 3 Performance demonstrates that it has so much more depth than simply being a car that attracts social media clout. [[nid:692598]] No part of this article can be reproduced without permission from AsiaOne.
