It also has a conventional saloon rear end rather than a tailgate, and clever though the boot hinge purports to be, it loses a little practicality on this basis .Tesla Model 3 interior: a minimalist cabin
There are no buttons on the centre console, just a pair of roller-knobs on the steering wheel, four window switches on the door and the usual electric backrest and squab adjusters. It’s uncluttered and lovely – if you like controlling everything from a touchscreen. Note also the unusual, thin chromed door handles. No auto-pop-out theatrics here: you tap one end, nudging the rest of the handle out to open it manually. They open from the inside differently, too – with a simple door switch that looks just like an electric window button.
After all, this is a slippery shape. Tesla quotes a drag coefficient of just 0.23, and the car does indeed cleave through the air quietly and with minimal fuss. All the better for refinement and battery efficiency. We noted a few ergonomic inconveniences. The windscreen A-pillars are noticeably thick and the rather ugly steering wheel is chunky to hold. One quirky detail which grated was the shroud around the forward-facing camera at the top of the windscreen, which kept masking the view ahead every time we looked at the rear-view mirror.Designed for long, straight American freeways, we were interested to see how the Autopilot system performs on the UK’s congested and bendier motorways.
We spent the day at Paul Ricard to review the Model 3 Performance’s limits, both on track and at the skid pan. All the better to explore how the Performance makes use of distributing the dual motors’ torque split, adaptive thermal controls, low centre-of-gravity, 48:52 weight distribution, Brembo performance brakes and bespoke Michelin tyres.
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