Test drive of the 2024 Tesla Model 3 High Performance Edition: Steady and excell

tech | 2024-08-08

Tesla, a name well-known to many, has not seen significant redesigns for quite some time. Let's take a test drive in the 2024 Tesla Model 3 all-wheel-drive high-performance version.

Before Tesla started local production, my previous company purchased an imported Model 3, a rear-wheel-drive version. At that time, we conducted a comprehensive suite of subjective and objective tests related to the vehicle's chassis performance.

From the results, my colleagues gave high marks to the Model 3's steering and handling stability. In aspects such as on-center steering, off-center steering, steady-state, transient, lane change, and straight-line driving performance, it was ahead of the Cayenne, which was the benchmark at the time. However, it fell slightly short in terms of chassis smoothness compared to the Cayenne, as there is a considerable difference in their market positioning.

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Looking back, in terms of straight-line driving ability and handling stability, the Cayenne exhibited understeer earlier and had a lower limit compared to the Model 3. When approaching the rear axle's control limit, the Cayenne's rear axle stability was lower than the Model 3's, with a tendency to oversteer, requiring electronic system intervention for correction. In contrast, the Model 3 demonstrated higher stability and more neutral handling characteristics. The Model 3 also excelled in controlling body roll, with strong linearity and minimal roll, while the Cayenne had high linearity in its roll motion, but the overall roll was more pronounced.

Regarding power and braking response, the Model 3's stability was slightly higher than the Cayenne's. However, on rough and uneven surfaces, the Model 3's response to steering operations was slightly inferior to the Cayenne's, meaning that on bumpy roads, the Model 3 would lose more steering capability. Overall, the Model 3 has a better balance of dynamic performance.In terms of steering, the Cayenne offers better maneuverability and lightness during parking maneuvers compared to the Model 3, but the linearity of the torque is slightly inferior, resulting in a slight fluctuation sensation, and a significant increase in torque in the latter half. In terms of steering performance in the center area, off-center area, and during cornering, the Model 3 demonstrates a higher degree of responsiveness and linearity, with overall vehicle dynamic response superior to that of the Cayenne. Regarding steering force, both the Cayenne and Model 3 exhibit good force characteristics, but the Model 3's linearity and the build-up characteristics of the torque are slightly better.

Thus, the Model 3 is indeed a good car to drive, but based on feedback over the years, domestic consumers do not seem to focus much on the driving aspects of the Model 3. Instead, many people have complained that the comfort of the chassis is not very good, once again proving that the average user's needs and understanding of cars are quite different.

In addition, many people have significant opinions about the interior of the Model 3, feeling that it is too "bare-bones." When I reviewed the Polestar 4, I expressed a viewpoint that I do not have a negative attitude towards minimalist interior styles; I pay more attention to the texture of the interior materials and the atmosphere they create.

So when I got the latest high-performance version of the Tesla Model 3, my first impression upon entering the car was indeed that the interior is "minimalist," with only a small steering wheel and Tesla's large screen in sight. However, I personally believe that Tesla's interior is never bad. At least from a visual and tactile perspective, the interior materials are quite good, and the materials used are "okay." I also consulted an interior engineer about this, and he also agreed that the materials used by Tesla are not bad. Some cars give you an overwhelming sense of cheapness as soon as you enter, but at least this Tesla does not.When it comes to the interior and exterior design of this car, it seems that there isn't much to discuss based on my knowledge... The most impressive features to me are the dashboard, the storage compartment cover in the center armrest area, and the two small pieces of carbon fiber on the spoiler. Visually, the craftsmanship appears to be quite good, and the user experience is equally satisfactory. Additionally, some small details, such as the appearance of the hooks and the damping, are also well-executed.

However, there are aspects that I'm not particularly fond of, such as the screen-based gear shifting and the steering wheel controls for turn signals and high/low beam lights. The convenience of screen-based gear shifting is definitely not as high as traditional gear levers or shift-by-wire systems. You have to look at the screen every time you want to change gears. It's tolerable when you don't need to switch gears frequently, but it's really annoying during situations like making a U-turn in a narrow road where frequent gear changes are required.

Tesla likely also worries about the car being immobilized in case of screen failures, so in addition to the screen-based gear shifting, they have reserved touch switches for the gear positions in the area where the sun visor used to be. However, these are not easily noticeable unless you look closely, and the reliability of electronic screens is a concern for everyone.

The turn signal switch is also problematic. Every time you want to signal a turn, you have to look down to see which side is left and which is right. If the steering wheel is not straight, it's even more difficult to press the turn signal switch (not to mention that you should use the turn signal before turning, what if you're parking on the side of the road with the steering wheel not straight). Adding to this, the frequency of looking down is a bit high with the addition of a high/low beam switch. Moreover, the two exposed speakers in the trunk are quite an eyesore, and they can easily be damaged if you load cargo that pushes against them.There's not much to say on the static side, since it's a high-performance version, and given Tesla's consistent reputation, the most important aspect is, of course, the dynamic part.

01

Power Performance + Ride Smoothness

The Tesla Model 3 we tested for this review is the high-performance version, with dual motors delivering 343kW and a peak torque of 723Nm. The curb weight is 1851kg, and the official claimed acceleration time from zero to one hundred kilometers per hour is 3.1 seconds, which is close to the data we measured using a V-Box.

In terms of power mode, Tesla offers three settings: Comfort, Standard, and Insane. Judging by the power parameters, the Tesla Model 3 has excellent power performance, and from the actual experience, it indeed lives up to the definitions of the three modes.In Comfort mode, the initial acceleration is relatively gentle, and the sense of acceleration is not strong (comparatively speaking). The power output is more relaxed, and there isn't a particularly prominent sense of acceleration during rapid acceleration, especially when overtaking at high speeds, which feels a bit too gentle for my taste. However, it is definitely sufficient for daily use and is suitable for a leisurely drive.

Switching to Standard mode, the power output is noticeably enhanced, and the sense of acceleration increases with various depths of throttle input. I feel that Standard mode is suitable for most people and most driving conditions.

The highlight is definitely the Insane mode, which, as the name suggests, offers an instant acceleration that is quite crazy for many people. The sense of acceleration is very strong, and it is generally not recommended to try it on the road, as inexperienced drivers can be easily startled.

I personally prefer driving in Insane mode because the initial part of the accelerator pedal does not produce such a sudden power output unless pressed too deeply, which is sufficient for everyday use. Moreover, I find that Tesla's accelerator pedal control is quite good, making it easy to adjust. The pedal force is relatively high, and because of this, my foot tends to get tired after driving for a longer period.

I have previously driven the American newcomer Rivian, and that car's accelerator pedal is not as easy to control. It tends to lurch forward easily, and adjusting the throttle at low speeds is a bit of a struggle.In terms of driving smoothness, I believe Tesla has done a good job. The driving is quite stable in all three modes, especially in Comfort and Standard modes. When tip in/tip out at low or high speeds, the vehicle does not exhibit noticeable lag, impact, or jerking. In the Insane mode, the power output is faster, but there are no significant impacts or jerks.

02

Handling Stability

The Tesla Model 3 Performance version has front tire sizes of 235/40 R19 and rear tire sizes of 265/35 R19. The sizes are not particularly large, but they perform well in terms of straight-line stability. The vehicle remains stable during rapid acceleration from a standstill or during mid-speed acceleration, with no torque steer occurring. Even with such a high instantaneous acceleration, the stability is maintained, and the vehicle's pitch control during acceleration is excellent, with the pitch angle being almost negligible and no significant nosing up. At this time, the tire grip is also good, with no signs of wheel slippage.There are two driving and handling modes, standard and sport. When performing a single lane change, the vehicle has good lateral response and roll control in both modes, with small roll and good linearity. The roll and yaw control in sport mode is slightly stronger than standard, and the confidence and stability during lane change are good. In both modes of line shifting, ESP intervenes quite quickly, but the intervention time is very short. As long as the vehicle stabilizes slightly, it will immediately exit without significantly interfering with vehicle handling.   The Tesla Model 3 also has a track mode. When the track mode is turned on, the ESP will not intervene much. During intense operations, the wheel slip is more obvious, but the controllability is also good, which will be more fun. However, it is not recommended to try it on social roads as it carries certain risks.   I didn't have time to test drive the car on a mountain road this time, but I gave it a try on a highway ramp and other roads. When turning, I could feel that the car had high limits and good stability& mdash; Tesla does have its unique advantages in handling stability.       03 to turn toThe steering system comes in three modes: light, standard, and heavy. The overall feel of the steering is sporty, with all three modes requiring a relatively firm hand force. At low speeds, steering may feel slightly laborious, especially in the "heavy" mode. However, the steering has a good sense of connection, with no stickiness, and the steering feels quite direct. The linearity of the steering torque is also commendable.

In terms of on-center steering, the steering window (angle deadband) and torque deadband (torque deadband) are relatively small, and the build-up of torque is noticeable. When steering, there is a clear sensation of torque increase, providing a good centering feeling. The linearity of the torque build-up is also quite good, with a linear increase in torque. Additionally, the steering's directional accuracy in the center zone is excellent, effectively reflecting the driver's intentions.

At the center, the steering response is very ample. A slight turn of the steering wheel results in a noticeable yaw response, with plenty of response available. Everyday drivers should be cautious not to steer too aggressively to avoid overly intense vehicle responses that could lead to loss of control.

Regarding steering return, the low-speed return is moderate and smooth. However, there is a slight inconsistency between returning from right and left turns. After returning from a right turn, the residual angle is slightly larger than from a left turn by about 1° to 2°. The return from a left turn is better.

At high speeds, the return performance is average. The steering wheel oscillates once in the middle position before returning to center, causing a noticeable sway in the vehicle. Additionally, when making minor directional adjustments (up to 1° to 2° of steering angle) while driving, releasing the steering wheel does not result in automatic return to center, and the vehicle will drift. This could be due to a small return torque from the suspension and steering gear (speculation, not necessarily accurate).In terms of steering interference and error states, there is a slight catch-up (lack of assistance) phenomenon when turning quickly at low speeds or turning sharply in place, and the hand force becomes slightly heavier when turning quickly. Regarding road surface interference, the vehicle is not easily disturbed, and there is no deviation phenomenon.

Additionally, when driving at high speeds (over 150km/h, tested on a closed road), the subjective feeling is that due to the high steering sensitivity, slight hand movements at high speeds can lead to steering responses, so safety should be noted during high-speed driving.

04

Braking

The braking experience of this Model 3 is not very good.When applying light brakes, the pedal force at the initial stage of the pedal is relatively normal, and there are no issues with the response and adjustability of the braking force. During moderate braking, the pedal force is somewhat high, making it a bit strenuous to press, and when driving in urban traffic, sometimes the establishment of braking force feels somewhat inconsistent with the driver's expectations. Moreover, the pedal travel is relatively short, and the adjustability is average, but the control of braking pitch is very good, with minimal vehicle pitch.

During heavy braking, the short travel and heavier pedal force seem to have some advantages. The pedal provides good support for the foot, and the stability of the vehicle is excellent when the ABS intervenes. The frequency of ABS adjustments feels quite dense, which is quite comfortable.

In summary, I believe that the braking feel of this Model 3 high-performance version is not very good, mainly due to the high pedal force and issues with the establishment of braking force during everyday moderate braking... Of course, many users may rely on the one-pedal mode, thus having a higher tolerance for braking?

05

Ride Smoothness

(The translation ends here as the original text provided ends.)Previously, many users have expressed dissatisfaction with the ride smoothness of Tesla's chassis, finding it too "hard" and not comfortable enough, especially as most domestic users prefer a "bouncy" feeling from the chassis.

I find the basic ride smoothness of the Tesla Model 3 Performance Edition to be acceptable. When driving on some damaged or uneven road surfaces, the vehicle has good body control with minimal pitch and roll, and only a slight lateral sway on continuous uneven surfaces. When the vehicle goes over a jumpy road surface, the body settles well, and the vehicle's road-hugging characteristics are good.

Additionally, when passing over lateral grooves or continuous uneven potholes, the vehicle's ability to dampen longitudinal impacts is average. The head may move back and forth on the headrest, and the vehicle seems a bit abrupt in response to continuous excitations.

Secondary ride smoothness is a bit worse. When driving on smooth, concrete, damaged, or rough road surfaces, the road feel is quite clear, with a strong sense of bumps, noticeable vertical jolts, and secondary vibrations that are more pronounced in the steering wheel, door panels, floor, and pedals. Road noise is also relatively more noticeable, and the vehicle's rolling sensation is average.

For impact conditions, the tactile and energetic sensations are quite strong. When going over small road humps or seams, the noise is louder. However, when passing over regular speed bumps or experiencing large impacts, the control under the suspension is good, with no significant residual vibrations. The vehicle passes over these obstacles quite crisply, but the isolation from impacts is slightly weaker.Overall, Tesla's chassis smoothness cannot be considered very good, after all, it is more inclined towards handling stability, and there must be some trade-offs. Those who like it will really like it, and those who do not will really dislike it, mainly depending on one's own preferences and needs.

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06

Jia Shi Summary

After experiencing it overall, I feel that the Tesla Model 3 Performance Edition does indeed have its strengths in driving, and it can be considered a good car to drive. Of course, there are also shortcomings, and its characteristics are quite distinct. Those who like it will really like it, and those who do not will directly exclude it.I believe that the aspect of driving, whether in the current stage or in the future when autonomous driving is realized, is actually very important. Driving performance is the fundamental safety feature of a vehicle—yet it is clear that many consumers do not buy into this, thinking that it's not like they can't drive, and even the sentiment that "the car can't be driven" is quite prevalent.

Sometimes I even doubt the usefulness of the evaluations I conduct, since consumers don't seem to care anyway, so why bother doing them?

Looking specifically at Tesla, many consumers purchase it, not necessarily because it is enjoyable to drive, right?