What is the Tesla Model 3 like to drive? While the Tesla Model 3 Long Range prioritises driving range over performance, that doesn’t make it exactly slow. Sure, it can’t quite match the neck-snapping 3.1sec 0–100km/h claim of the range-topping Model 3 Performance, but it ain’t no slouch. Tesla says it’ll take 4.4 seconds to cover the benchmark 0–100km/h sprint in the Long Range, although our real-world testing didn't quite match that claim, stopping the clock at 4.6 seconds. But we’re splitting hairs here, because what the Long Range does, and does really well, is behave impeccably no matter the driving scenario. And we threw everything at it in order to find out. Around town, that 4.4sec claim proves more than adequate to move away briskly from traffic lights, and in a manner that doesn't push you into the back of your seat. Instead, it’s a measured acceleration, rapid yes, but also well within the boundaries of reasonable. Tesla has also made much of its revised suspension set-up with this update, which has improved ride quality over the pre-updated model. Frequency selective adaptive dampers do a great job of ironing out the lumps and bumps of everyday driving, while also offering a level of comfort and compliance Tesla hasn’t always been known for. It’s a big improvement over previous iterations of the Model 3. Still, there’s that 1824kg weight impost to consider and it’s hard to disguise. And yet, the Model 3 feels lighter and more agile than its weight would suggest. Certainly, hustling through some corners highlighted that this Model 3 is well sorted when it comes to dynamics; a surprisingly capable and fun car to drive with some intent. The steering too is nice and meaty, and can be dialled up to offer even more heft, although we found the changes incremental rather than starkly different. Regenerative braking – which harvests energy and feeds it back into the battery pack – is an all-in affair, i.e. always on and always allowing for single-pedal driving. And while systems like this can sometimes display a telltale transition between regenerative and friction braking via a step, or ‘clunk’ in pedal feel, that’s not the case here, the transition smooth and seamless. A few bugbears. Tesla has, with this update, done away with a traditional gear selector in favour of a screen-based set-up. It’s easy enough to use, but can be a little fiddly in that there are moments when you select ‘D’ for drive on the screen and nothing happens. Similarly, when opting for reverse. It’s not a deal-breaker, and you do, like everything else, get used to it. But forget about those fast three-point turns for a rapid getaway. Or even a rock star parking manoeuvre. Inputs need to be thoughtful and deliberate. And the indicator buttons located on the left-hand spoke of the steering wheel also take some getting used. They’ve replaced, you guessed it, the traditional indicator stalk and are stacked on top of each other, the top for left- and the bottom for right-hand indicating. Surely a system where a button on the left-hand spoke indicates your intention to make a left turn and one on the right-hand spoke for right turns would have been a little more intuitive. Change for change’s sake, we feel. They are, in the scheme of things, minor grievances that take little away from the driving experience, which is at once smooth, predictable and surprisingly athletic. This is an EV that can transport its occupants in quietude and comfort and yet, should the occasion demand it, can also prove a more than adept sporty car to drive. It’s fast, without being ridiculously so, and it’s engaging enough to leave you with a smile on your face. Key details