Apr 18, 2025 10:00 AM EDT 0 Terms of Service & Privacy Policy. OK, let’s try this one more time. Last summer, I drove a Tesla for the first time. It was a standard Model 3 dual-motor, but the then-newly refreshed “Highland” version. I’d built up what Teslas are supposed to feel like in my mind, based on what I’d heard from journalists I respect, but it ended up falling far short of my expectations. But I felt like there were good bones there, a base on which to build something special. So, I was cautiously optimistic to spend some time in a 2025 Tesla Model 3 Performance. On paper, the Model 3 Performance has the specs to hang with the best sports sedans in the segment. So, even though I didn’t love the standard Model 3, I was hoping the Performance would elevate itself over previous complaints, such as its lackluster interior and artificial driving dynamics, with mind-bending speed and razor-sharp handling. It certainly has one of those things, but I’m not sure that’s enough to let it hang with the best. Nico DeMattia For whatever reason, Tesla doesn’t really do press cars. Special thanks to the fine folks at Turo, though, who comped us a three-day rental. If you want to check out this Model 3 Performance in New Jersey, you can find it here. The Basics The Model 3 Performance is Tesla’s answer to cars like the BMW M3, Mercedes-AMG C63, and Cadillac CT4-V Blackwing. It’s the small electric sports sedan designed to take down internal combustion icons. And in some ways, it does. But so many aspects of it left me scratching my head, wondering how the people at Tesla could ever think this could pass for a proper performance car. One of my biggest complaints about the Model 3 Performance is its looks. Not that I think it’s ugly; it’s not. It’s just so ordinary-looking. Perhaps that’s the point—everybody loves a good sleeper car on some level—but this doesn’t look all that different from a regular Model 3, a car that can be found absolutely everywhere but isn’t so accessible to make its performance feel like a pleasant surprise. A Corolla smoking a Mustang is hilarious; do it in a Model 3 and you’re just a dick. For a car with the word “Performance” in its name, it feels a bit underwhelming. Nico DeMattia Granted, there are visual differences. The lower front and rear fascias look slightly sportier, there’s a Pep Boys-style lip spoiler on the trunk lid, the 20-inch forged wheels are bigger than standard, the whole thing sits about half an inch lower, and there’s a Plaid badge on the back. Overall, though, it flies under the radar but not in a good way. It’s just plain. Tesla made itself famous for minimalist interiors, but it takes that too far here. If you didn’t know it was a Performance, you may assume you were in the base model. All of the trim and materials are as budget as ever, the dashboard is the same as the regular 3’s aside from the unbearably fake-looking “carbon fiber” trim, and there isn’t a single signifying badge to indicate you’re in something special. However, there is one aspect of the interior that’s good, and it might be the best part of the entire car—the seats. They’re excellent. They remind me a lot of Cadillac’s Blackwing seats, both in look and feel, and that’s arguably one of the nicest things you can say about a car’s chairs. Driving the Tesla Model 3 Performance There are no two ways about it: the Model 3 Performance is the best straight-line performance value in the segment. Its dual-motor powertrain makes 510 horsepower and 554 lb-ft of torque, helping it rocket to 60 mph in a claimed 2.9 seconds. That makes it half a second quicker than the all-wheel-drive BMW M3 Competition despite the Tesla being down 13 hp and $30,000 cheaper. And, from behind the wheel, it feels even quicker than its numbers suggest. Find the courage to stomp the go pedal, and your head will smash into those impeccably sculpted headrests. I understand why full-throttle Tesla launches became so popular on social media. It’s hilarious. But, to Tesla’s credit, the throttle isn’t too touchy. You can easily roll onto power without accelerating too aggressively—it’s impressively well-judged. Nico DeMattia What isn’t as impressive is how it handles. The ride is actually pretty good, with standard adaptive dampers that round out most bumps nicely. Bigger ones can be harsh, but for the most part, the Model 3 Performance rides well enough. Where it falls down is steering feel and chassis communication. It goes where you point it and feels sharp, with a hyper-quick steering ratio and a planted body through corners. But the steering has among the least feel and the most artificially fast self-centering I’ve ever experienced. It feels painfully fake and sucks all joy from the experience. And while it corners objectively capably, its chassis doesn’t talk to your ass at all. So it never begs, or even politely asks, to be driven harder—the Model 3 Performance is a car you drive fast not because it is fun but because your favorite $TSLA influencer on YouTube says it is The Thing To Do. There’s no fluidity to the way it moves, it just feels very wooden. I never wanted to push it hard, even though I knew it probably could take it. It’s a straight-line, one-trick performance pony—a muscle car shaped like a Cadbury Egg with steering that feels like it was designed by Logitech. Nico DeMattia So what happens when you use all of that power and instantaneous speed, and the car in front of you hits its brakes? Regenerative braking will only get you so far in any EV, but when it comes time to actually apply the physical brakes, the go-fast Model 3 is a bit of a letdown. Its pedal is firm at the top but seems to give up after an inch or two of travel and gets spongy. The brakes aren’t all that effective either, requiring a heavier foot than I’d like when hauling a two-ton sport sedan back down after mind-boggling acceleration. Fast cars need good brakes; it’s a requirement, not a bonus. And the Model 3 Performance doesn’t have ‘em. This particular car also did not appear to be equipped with Autopilot with Full Self Driving (don’t even get me started on that name), but the tech worked well when I tested it last time. The Highs and Lows There are some genuinely good sports car bones here. The seats are great—some of the best in the segment—the throttle calibration is great, and I really like the view out over the hood, since the nose slopes so low. It’s like looking out the front of a supercar. Unfortunately, there are valleys that come with those peaks. That great view out only applies when you’re looking straight on, as the A-pillars are so bulky that they can easily block your view of an entire car pulling out into the road in front of you and obscuring your view through corners. Last I checked, corners are what sports sedans are made for. Get The Drive’s daily newsletter The latest car news, reviews, and features. Email address