Pros: Epic pace, better interior Cons: Still looks plain, brake feel What’s new? You can read about the range-wide facelift updates on our other recent Model 3 reviews; here we’re just focusing on the Performance, which this time telegraphs its go-faster intentions a little more clearly. Not much more clearly, it still looks too plain inside and our for anyone expecting AMG-style detail flourishes, but a more chiseled front bumper, handsome 20-inch wheels and sports seats help distinguish it from lower-spec models. The bigger changes are under the skin, and we’re not just talking about the boost in power. Adaptive dampers make their debut, the front and rear wheels have staggered widths, like an M3’s, and there are in-screen options to access a dedicated Track mode and vary the under- and oversteer. What are the specs? Confusingly, Tesla rates the Performance variant’s bi-motor drivetrain at a modest-sounding 453bhp in Europe and the same setup at 510bhp in the US. But any nagging disappointment about either of the lower of those numbers disappears when you look further down the spec sheet. Zero to 62mph is dealt with in 3.1 seconds, which might make it 50 percent slower than the absurdly rapid Model S Plaid, but is still close to supercar-quick, and the 78kWh battery’s 328-mile WLTP range isn’t bad considering the pace. Even the 1851 kg kerbweight looks reasonable – for an EV. What about the interior? In a word, plain. Looking forward from behind the boring, but pleasantly chunky wheel there’s almost indication that you’re in the Performance model. And, in typical Tesla fashion, virtually no hard keys anywhere. Like other facelifted Threes, this one swaps the indicator stalk for wheel buttons and the transmission selector for a tiny digital car that you trundle up and down the screen to move from Drive to Reverse. Both are terrible ideas, though you do get used to them. One thing the Performance does get right is the excellent driving position, and the sports seats are almost perfect, too. We’d prefer if they looked a little more special, but what might bug some drivers more is that the jutting (and non-moveable) headrest forces them into a nerd-neck position. At least that means your head hasn’t got far to snap back when you snap the accelerator open. How does it drive? The Performance’s performance, as you’d expect, is epic. We’re used to EVs delivering that stomp-throttle urgency that combustion cars can’t, but the hot 3 really does take your breath away when you lean hard into the right pedal for the first time in the aptly-named Insane mode. In normal driving even Chill mode can handle most situations, but the midway option is definitely the sweet spot. The old version was already rapid, though. This time Tesla claims to have spent more time on the rest of the package, particularly the chassis, to make the Performance a more rounded car. But maybe they should have spent even more time, because it’s still not quite there. The adaptive dampers’ Sport mode helps reduce roll and the nose’s annoying tendency to brush the ground on tough, undulating B roads, but the steering doesn’t feel entirely natural, and while the turn-in is lighting fast, there’s a slightly nervousness to the way the Performance changes direction at high speed. Our biggest gripe, through, is with the brakes. We’ve got no complaints with the amount of stopping power, but the amount of pedal effort and the way that pedal feels underfoot needs more work. Tesla Model 3 Performance: verdict Messing with the interior controls has proved controversial, but Tesla’s Model 3 facelift is a success overall. The updated car looks sharper and feels more premium. And the mid-spec Long Range trim is such a complete package that it’s hard to justify shelling out an extra £10k for the Performance. The range-topper is faster and better equipped, but it still looks too similar inside and out, and you have to top the battery up 62 miles sooner. Rivals like Hyundai’s Ioniq 5 N offer even less range, but are still more convincing overall. Specs