This is a guide to the Tesla Model 3 brakes for the Tesla Model 3 SR, LR, and Performance models. It includes Stock/OEM specifications as well as a long list of aftermarket upgrades. If you have a product you think should be included or adjustments to the post please email me!
- General Information
- Stock / OEM Specifications
- Performance Upgrades
A Standard Range RWD Tesla Model 3 weighs in at 3,552 lbs, while the Dual Motor models tip the scales at 4,072 lbs. By comparison, a 2022 Mazda Miata weighs in at 2,341lbs. Stopping a Model 3 Performance is almost like stopping two Miatas, especially with passengers in the car. Luckily, Model 3s have a combination of elements attempting to bring them to a stop. The first and most significant way a Tesla and many other battery-powered electric vehicles slow is through the use of regenerative braking. Also known as regen, regenerative braking takes the kinetic energy of the vehicle's forward motion and turns the car's electric motor in to a generator. During acceleration the electric motor drives the wheels, but during deceleration the wheels are driving the electric motor and transferring that power back to the battery. One of the first things I did when I took ownership of Project Emotiv3 was taking a spirited drive through the best windy backroads the San Francisco Bay Area has to offer. I was amazed that I only had to touch the brake pedal one time.
The second way a BEV is slowed or stopped is through a traditional anti-lock braking system (ABS) equipped 4-wheel disc system. The hydraulic system attached to your brake pedal applies pressure to the brake calipers at each corner of the car. These calipers then squeeze a pair of brake pads against brake rotors slowing the car through friction. More of a visual learner? Donut Media has a quick video primer on How Brakes Work.
Things to Know About Tesla Model 3 Brakes
The following are a few quick things to note before we move in to the nitty-gritty details of pad sizes, rotor specifications, and replacement parts:
Brake Lights during Regenerative Braking
Given that your view is from the driver's seat you may be asking yourself if the brake lights light up if you never touch the brake pedal. In one-pedal driving, the brake lights on a Model 3 will still light up based on your rate of deceleration. The car will determine this programatically and you can see if the brakes are lit on the vehicle graphic in the center display. Drive smoothly and the car will figure out when to light them up. The brake lights obviously function as usual when using the disc brakes.
The Model 3 is equipped with low-drag calipers. In a low-drag caliper the piston is designed to retract slightly when the brake pedal is released. This is meant to reduce friction by releasing the brake pad further from the brake disc and thus increasing rolling efficiency. Mountain Pass Performance has found that with heavy track use the mechanism that allows OEM calipers to be low-drag starts to lose its effectiveness.
Electronic Parking / Emergency Brake
Where is the parking brake switch on a Tesla Model 3? That is kind of a trick question. The parking brake in a Model 3 is automatically applied when the car is shifted in to Park. This can be done with the vehicle's right-hand side control stalk. You can manually apply the parking brake on the Model 3 by holding the button at the end of the stalk for 3 seconds, even when the car is in motion. Applying the parking brake while in motion is only to be used in an emergency situation. The parking/emergency brake only applies force to the rear brakes, but given regenerative braking this situation is unlikely to ever happen to you.
In what seemed like an industry first, back in 2018 the Tesla Model 3 ABS system was updated to improve braking performance at the limit via an over-the-air (OTA) update. This tells us that the Model 3's ABS system makes heavy use of algorithms to determine how to apply the brakes in heavy braking situations.
While not directly involved with regeneration or friction braking, many Tesla Model 3 owners have reported "phantom braking". Phantom braking is when the car detects an obstacle that does not actually exist and suddenly brakes seemingly for no reason. This is said to occur more frequently when in Autopilot or Full-Self Driving modes, but has also been triggered by the car's forward-collision warning system.
Regular Brake Maintenance
This is incorrect. Vast majority of vehicle motion is returned to the battery, as the electric motors act like a generator in reverse. Brake pads on a Tesla literally never need to be replaced for lifetime of the car.— Elon Musk (@elonmusk) December 26, 2018
Tesla CEO, Elon Musk, has famously claimed that the brake pads on Tesla's never need to be replaced. For the vast majority of Tesla's used as daily drivers this could be true, but the factory recommends that your brake fluid be inspected and flushed every two years. Furthermore, if you live in a cold climate you should have your brake caliper pins cleaned and greased every year.
Brake System Recalls
The following NHTSA recalls related to the Tesla Model 3 braking system have been issued:
- May 2021 - 2019-2021 Model 3 : 21V-387 Loose Brake Caliper Bolts
- October 2021 - 2017-2021 Model 3: 21V-846 Unexpected Activation of Automatic Emergency Brake
The Tesla factory also recently delivered a car without installing an inner brake pad. Not a great look for Tesla, but a fantastic testament to the efficacy of regenerative braking.
Model 3 Performance
The front brake caliper on the Model 3 Performance is a 4-piston unit made by Brembo finished in red. The rear calipers are a 1-piston unit made by Brembo and also finished in red. The rear calipers feature an automatic electronic parking brake piggy-backed on to the caliper. The front 2-piece rotors measure 355mm x 25mm and weigh 19.5lbs. The rear 2-piece rotors measure 335mm x 20mm and weigh 14.1lbs.
The front and rear pad shape on the Model 3 Performance appears to be unique to the vehicle. The front pad is extremely similar to the FMSI D1001, however the backing plate has taller ears. Having gone through every FMSI shape, I believe the rear pad is completely unique to the Model 3 Performance. Tesla offers a "Track Package" for the Model 3. The brake fluid and brake pads are, for all intents and purposes, mystery meat. 1L (or 2x 500mL bottles) of brake fluid are required for a full system flush.
Factory Part Numbers:
- 1044641-00-G - Brembo Caliper - Front, Left / US Driver's Side (8008220-00-A Without Pads)
- 1044642-00-G - Brembo Caliper - Front, Right / US Passenger's Side (8008222-00-A Without Pads)
- 1044616-00-D - Brake Rotor - Front, "Sport Bimaterial"
- 8008242-00-C - Brake Pad Kit - Front, "Sport"
- 8008243-00-B - Brake Pad Kit - Front, "Track"
- 1188643-00-C - Brembo Caliper - Rear, Left / US Driver's Side (8008224-00-B Without Pads)
- 1188644-00-C - Brembo Caliper - Rear, Right / US Passenger's Side (8008232-00-B Without Pads)
- 1044636-00-D - Brake Rotor - Rear, "Sport Bimaterial"
- 8008246-00-D - Brake Pad Kit - Rear, "Sport"
- 8008247-00-B - Brake Pad Kit - Rear, "Track"
Model 3 "Base" / Standard Range and Long Range
The front brake caliper on the Model 3 "Base" Standard Range and Long Range models is a 4-piston unit made by Brembo finished in gray. The rear calipers are a 1-piston unit made by Mando in an unfinished gray. The rear calipers feature an automatic electronic parking brake piggy-backed on to the caliper. The front 1-piece rotors measure 320mm x 25mm. The rear 1-piece rotors measure 335mm x 20mm. The rear rotors are the same size as the Performance rotor which allows for the lighter 2-piece Performance rotor to be used on the Base model.
The front pad shape on the "Base" Model 3 is FMSI D810/D968. Fun fact, this pad shape fits the Ferrari F40 Caliper and is shared with the Ferrari F40, Ferrari F50, and other mid-ought Lamborghinis. The rear pad shape on the "Base" Model 3 is FMSI D1929. The rear pad shape is shared with the Chevrolet Sonic. The factory "Track Package" will not fit the Base brakes. No need to fear. Emotive Engineering can hook you up with a much better package. 1L (or 2x 500mL bottles) of brake fluid are required for a full system flush.
Factory Part Numbers:
- 1044621-00-D - Brembo Caliper - Front, Left / US Driver's Side (8008202-00-A Without Pads)
- 1044622-00-E - Brembo Caliper - Front, Right / US Passenger's Side (8008204-00-A Without Pads)
- 1044611-00-D - Brake Rotor - Front, Base "Cast Iron"
- 8008240-00-B - Brake Pad Kit - Front, "Base"
- 1044623-00-I - Mando Caliper - Rear, Left / US Driver's Side (8008206-00-A Without Pads)
- 1044624-00-I - Mando Caliper - Rear, Right / US Passenger's Side (8008214-00-A Without Pads)
- 1044631-00-D - Brake Rotor - Rear, Base "Cast Iron"
- 8008244-00-B - Brake Pad Kit - Rear, "Base"
Rear Electronic Parking Brake Retraction
The rear electronic parking brake (EPB) on the Model 3 Performance works by applying force on your rear brake calipers. When activated it pushes on the piston and when deactivated it retracts the piston. The EPB functions on the single piston by pushing it closer and closer to the brake pads as they are worn. This means the calipers will be extended and will need to be retracted in order to install new brake pads. You will still need a pad spreader (more accurately, a piston retractor) regardless of the method as the EPB retracts itself but does not necessarily pull the brake piston in. There are number of ways to work around this situation:
For new enough brake pads and one-pedal drivers it may be possible to simply put the car in to Transport Mode to retract the parking brake. This mode is meant for pulling the car on to a flat bed or trailer and will disengage the parking brake. In my experience after running stock brake pads on one track day, engaging Transport Mode was not enough to retract the parking brake to install brand new brake pads.
The brute force method for disabling the EPB is by simply removing it from the brake caliper. You will still want to engage Transport Mode, then unplug the EPB wiring harness, remove the unit from the rear of the caliper, and retract the EPB with the appropriate wrench. On the Model 3 Performance this is "reverse threaded" so righty-tighty will actually be retracting the EPB.
Purchase a custom cable to retract the EPB. This plugs directly in to the wiring on the EPB to retract the piston with the use of a standard 9V battery to provide a signal.
If $25 USD seems steep to you, the above cable method can be applied with a 9V and some wiring. For a more professional MacGyver-ing, 9V snaps with alligator clips are about $5 delivered to your door in 2 days with some extras to share with your friends. On the Performance calipers the plug is square on one side. To retract the inner piston, connect the (-) lead to the contact closest to the squared end while connecting (+) to the contact at the round end. The system does not automatically stop, so break the circuit when you hear a change in sound.
Always use a torque wrench to check brake component fasteners. It would not hurt to do this even on a brand new car given it is the subject of a recall.
- Front Caliper Bolts: 94N·m / 69ft·lb
- Front Brake Line Banjo Bolt: 42N·m / 31ft·lb
- Rear Caliper Bolts: 83N·m / 61ft·lb
For those of us looking to optimize the performance of our Model 3's there is a lot to be desired from the factory braking system. Regenerative braking adds some built-in trail braking for the car, but after a couple of laps on the racetrack the factory brakes get downright scary. I recently tested this in the name of science and would recommend fresh fluid and pads right off the bat if you are considering track time. The basic upgrade paths for modern braking systems are the same for any vehicle, whether battery electric or internal combustion engine driven. To start with, fresh performance brake fluid and more aggressive brake pads go a long way for feel and stopping distance. New OEM sized brake rotors can potentially help with cooling and aftermarket stainless steel brake lines add consistency and durability to your braking system.
The subject of brake fluid is a lengthy one and I have done a full write up in the Track Day Brake Fluid Guide. The TL;DR is that brake fluid is one of the most critical components of your vehicle and you want to choose a brake fluid that has a high dry boiling point. This is especially true on a heavy car like the Model 3. I personally like the relatively new Project Mu G-Four 335 for its on paper performance and unique green color to help assist with full flushes. It also changes from green to clear when it is time to flush the fluid. Released in 2020, it is a relatively new product so many have not even had a chance to try it. Some may balk at the price point of high-end brake fluids compared to some, but it is relatively inexpensive insurance given the importance of your braking system and its cost compared to other components. Here are a few of the top widely available fluids to consider with prices as of January 2022:
|Fluid Type||Grade||Dry BP||Wet BP||Price per Liter|
|AP Racing Radi-CAL R4||DOT4||644||383||$77.90|
|Project Mu G-four 335||DOT4||635||430||$55.00|
|Wilwood EXP 600 Plus||DOT4||626||417||$46.00|
|StopTech STR-660 Ultra Performance Race||DOT4||622||404||$44.00|
Many enthusiasts will swear by Castrol SRF or Motul RBF660/RBF600, but these are the highest dry boiling point street and track use fluids on paper that you can have delivered by next week. An extensive list of other performance brake fluids can be found in the aforementioned Brake Fluid Guide.
Brake pads make the connection from your foot though the caliper to the rotor. Brake pads are typically made of a metal shaving mixture known as the friction material. This friction material is then bonded to a steel backing plate. The brake pad sits in your caliper to make a brake rotor sandwich. The brake caliper pushes on either one or both of the backing plates. For the Model 3 front brakes the caliper pushes on both pads and the rear brakes push on the in-board pad closest to the chassis of the car. Friction materials can vary widely from brake pad to brake pad and one of the reasons "racing brake pads" can bring your car to a stop much quicker is because they have a much more abrasive metal mixture in their friction material.
The stock pads, sometimes referred to as Original Equipment Manufacturer (OEM), that come on the Tesla Model 3 are not meant for performance driving. We know this to be true because Tesla themselves market a "Track Pack" that includes new brake pads. While some might think that Tesla knows best, this is a case where you have no idea what you are getting. Luckily, there are an abundance of manufacters for aftermarket brake pads. As listed in the stock specifications above, the Model 3 Performance and Model 3 "Base" models do not share brake pads and finding pads that fit the Model 3 Performance is not as easy as one would hope.
The following is a list of aftermarket pads that fit on the Tesla Model 3. The hardcore track enthusiast will typically have a set of low-noise and low-dust pads they run on the street and a separate set of high-friction, high-bite track specific pads. If you are the type that will only do spirited driving you would probably benefit from a set of high-performance street pads, you may not want to move to a full-on track pad. Track pads will dust more significantly under heavy use, are harder on brake rotors, and simply cost more. Track pads also tend to have higher ideal operating temperature ranges for stopping power and you may not experience these brake temperatures simply going on a canyon cruise. You may actually prefer a non-Track, performance street pad because of this.
If you know you want to have a track capable Tesla, many owners choose to leave their track pads in for street use as well. Because of regenerative braking and the Model 3's low drag calipers, you will not experience the excessive noise that track pads would generate on a traditional internal-combustion engined car, especially if you are a "one-pedal driver" using "HOLD" mode regenerative braking settings. You can assume that all pads listed here can be used on the street with the caveats noted above.
If you look at the table you might be asking "what's up with the Carbotech part numbers and why are they so similar"? The founders at G-LOC were once part of Carbotech Brakes and went out on their own in the mid-2010s. Initially their products were virtually the same, but it is unclear if that is still the case today. Emotive Engineering carries G-LOC pads because of the Puskar brother's commitment to customer service and motorsports. Carbotech, Cobalt Friction, ENDLESS, G-LOC, Paragon, Porterfield, and Raybestos offer many other friction material compounds, but only those that are typically used by track day and high-performance street enthusiasts are listed.
|Friction Compound||Track||Performance||Base - SR/LR||Notes|
|Carbotech XP12||👍||✔️||✔️||Recommend XP12 front with R12 rear.|
|Carbotech XP10||👍||✔️||✔️||Recommend XP10 rear with XP12 front.|
|Carbotech AX6||🚫||✔️||✔️||"Autocross"-specific compound. High brake torque from 0°C.|
|Carbotech 1521||🚫||✔️||✔️||"Autocross"-specific compound. High brake torque from 0°C.|
|Cobalt Friction XR2||👍||✔️||✔️|
|EBC Bluestuff NDX||👍||✔️||✔️||Available for front axle only.|
|EBC Greenstuff 2000||🚫||❌||✔️||Available for front axle only.|
|EBC RP-1 Track and Race||👍||❌||✔️||Available for front axle only.|
|EBC RP-X Track and Race||🚫👍||❌||✔️||Available for front axle only.|
|EBC Yellowstuff 4000||🚫||✔️||✔️||Available for front axle only.|
|Endless EX90||👍||✔️||✔️||North American product name. Also known as MX72.|
|Endless EX99||👍||✔️||✔️||North American product name. Also known as CC-Rg. More aggressive than EX90.|
|G-LOC R12||👍||✔️||✔️||Recommend R12 front with R12 rear.|
|G-LOC R10||👍||✔️||✔️||Recommend R10 rear with R12 front.|
|G-LOC R6||🚫||✔️||✔️||Autocross-specific compound. High brake torque from 0°C.|
|NRS Galvanized||🚫||❌||✔️||Base-only. Claims to be low-corrosion.|
|OEM Track Pack||🚫||✔️||❌|
|Paragon P2||🚫||✔️||✔️||Manufactured by Winmax|
|Paragon P3||🚫||✔️||✔️||Manufactured by Winmax|
|Paragon R5||👍||✔️||✔️||Manufactured by Winmax|
|Paragon R7||👍||✔️||✔️||Manufactured by Winmax|
|Racing Brake XT910||🚫||✔️||✔️|
|Racing Brake XT970||👍||✔️||✔️|
|Raybestos ST-43||👍||🥴||✔️||Available for Performance on rear axle only.|
|Unplugged Performance Street and Track||👍||✔️||✔️||Unknown compound from Performance Friction.|
This is believed to be a comprehensive list of pads for the Model 3 Performance front and rear, but not for the Base/SR/LR Model 3 pads. The front pad on the Base brakes is a very common pad size and it would be unhelpful to enumerate every application available. Luckily, it seems that the pads that are being produced for the Model 3 Performance are being done so because of demand from the enthusiast community and represent a list of pads you would probably want to run on your Base Model 3 anyhow. Unfortunately, much of choosing a friction material comes down to experimentation of what your preferred type is and reading reviews on the internet. I hope to write a more detailed guide on these compounds and divide them up by Performance and "Base" offerings in the near future.
Brake Rotors (Discs)
Rotors are the meat of the brake sandwich. They are bolted to your wheel hub and get clamped by the brake pads to slow or stop your Model 3. Usually a metal disc is pretty boring, but good rotors feature an internal vane structure that will aid in cooling the rotor. The rotor is the largest part in your brake system and is the best component to dissipate heat from the system. There is not much to be said here given the slim offerings of brake rotors for the Model 3 Performance. Just know that over time your brake pads will wear down your rotors and they will need to be replaced when they reach their minimum thickness. Some rotors will feature different slotting, drilling, and hat construction. At the end of the day, whatever you pick from this list will likely be a good option for you. Aesthetics, theoretical brake cooling, and the reputation of the manufacturer are your basic parameters for choosing a rotor. Two-piece rotors will typically offer lower weight and potential cost savings as you can swap out just the friction ring and not the rotor hat.
The truth of the matter is that brake rotors are going to be slim pickings and a niche market for the Tesla Model 3. Remember Elon's claim that you never have to replace the brake pads on a Model 3? That is doubly true for brake rotors during daily driving of a Model 3. Thank God for the performance aftermarket.
A word of caution when buying rotors for the Model 3 Performance. Most are are generally ignorant to the Model 3 brake differences and do not understand that the rotor will not fit your vehicle. For instance, a very well known distributor is listing a 320mm plain vented Brembo rotor for the Model 3 Performance front disc. 320mm is the size of the Base model front rotor. Many random sites will list a Base rotor as fitting a Performance model. Ensure you are ordering from a vendor that knows Tesla Model 3s and what you are ordering is going to fit your specific model.
|Model||Performance, Front||Performance, Rear||Base - SR/LR, Front||Base - SR/LR, Rear|
|Brembo Premium OE||❌||❌||✔️||✔️|
|Centric Plain 120 Series||❌||❌||✔️||✔️|
|Dynamic Friction (Multiple Slot and Drill Configs)||❌||❌||✔️||✔️|
|EBC (Multiple Slot and Drill Configs)||❌||❌||✔️||✔️|
|Mountain Pass Performance Page Mill 2-pc||✔️||✔️||✔️||✔️|
|Paragon Performance 2-pc||✔️||✔️||❌||❌|
|R1 Concepts Carbon GEOMET||❌||❌||✔️||✔️|
|Racing Brake 2-pc||✔️||✔️||✔️||✔️|
Stainless Steel Brake Lines
OE brake lines are usually made of a thick and durable rubber. Over time these lines can degrade which results in cracking and leaking fluid. The time period for this, however, is very very very long. In all likelihood your car will have been sold or in the junkyard by the time your rubber brake lines have failed. Many run these rubber brake lines on their track vehicles as well. To say it plainly, stainless steel brake lines are a nice to have.
So why do enthusiasts switch to braided stainless steel brake lines? Stainless steel does not become dry and brittle like rubber. It is also more resistent to being cut by road debris or contact with suspension components. But most importantly, stainless steel brake lines do not swell under pressure and heat as rubber lines do in an extended period of hard driving. This theoretically means that your brake pedal stays firm and your braking stays consistent. Stainless steel lines are a relatively inexpensive upgrade for punished track driven cars, but you can skip them for pure street use.
Stainless steel lines for your Model 3 Base and Model 3 Performance can be found from the brands below and will work universally on any trim level. I would not be the least bit surprised if they all came from the same factory with different branding.
- Redwood Motorsports
- Mountain Pass Performance
- Proline Braided Lines
- Tevo Solutions
- Unplugged Performance
- VR Performance (Vivid Racing)
Brake Master Cylinder Brace
The Tesla Model 3 has a lot of thick sheets of metal. The firewall is not one of these particularly thick sheets. This especially true when the force of the brake master cylinder is being pushed away from the firewall. This firewall flex leads to a slightly spongy feel in the brakes. The solution to this is to restrict the movement of the brake master cylinder as it attempts to be pushed from the firewall. This is done by bolting a brace to other solid under "hood" components to push back as the master cylinder moves.
Brake Master Cylinder Braces for your Model 3 Base and Model 3 Performance can be found from the brands below and will work universally on either trim level. The Mountain Pass Performance piece was definitely "first to the game" in Tesla Master Cylinder Braces but the PLM piece is available at a significant discount. Mountain Pass Performance has gone through a couple iterations of their brace to improve it and I believe this is the piece to have. Master Cylinder Braces are available from the following manufacturers:
- Mountain Pass Performance
- Private Label Manufacturing (right-hand drive only)
Big Brake Kits
For the vast majority of track day enthusiasts, upgraded fluid, pads, rotors, a brake master cylinder brace, and stainless lines will provide all of the braking power they need for lap after lap of track duty. For the truly track afflicted, a big brake kit (BBK) can aid thermal absorption and heat dissipation. An added potential benefit is also easier pad swaps (depending on the caliper design) and lighter weight. The tricky part is making sure that the BBK fits your wheel setup, but manufacturers will typically send you a template before your purchase or can confirm popular wheel setups with a simple phone call. If an application lists it will fit 18" wheels that does not mean it will fit every 18" wheel. Buyer beware.
While not exactly what would be considered a traditional BBK, there are also options to use larger and thicker rotors with your stock brake calipers by fitting bespoke caliper brackets. This provides the benefit of cooling from larger rotors without having to upgrade to more expensive brake calipers. The expense comes at the potential increased weight of a larger rotor, however the Model 3 Base features a 1-pc rotor which is typically heavier than a 2-pc design. This middle ground upgrade is available from companies like Paragon Performance.
|Model||Pistons||Rotor Diameter||Position||Minimum Wheel Size||Price|
|Alcon by Paragon||6||380mm||Front||19"||2,950|
|AP Racing by Essex Radi-CAL||6||372mm||Front||18"||$5,299|
|Brembo GT (Cast)||6||355mm||Front||18"||$3,835|
|Brembo GTS (Cast and Anodized)||6||355mm||Front||18"||$3,835|
|Brembo GTS (Billet)||6||355mm||Front||18"||$7,995|
|Mountain Pass Performance Page Mill Brackets and 2-Pc Conversion||6||365mm||Front||19"||$1,380|
|Mountain Pass Performance Performance Caliper Rear BBK||1||332mm||Rear||18"||$1,680|
|Mountain Pass Performance StopTech STR-60 368||6||368mm||Front||18"||$4,175|
|Mountain Pass Performance StopTech STR-60 380||6||380mm||Front||19"||$4,290|
|Racing Brake 365/355 Base Caliper Brackets Only||4/1||365mm / 355mm||Both||19"||$2,736|
|Racing Brake 370/365 Cadillac CTS-V Brackets Only||6/2||370mm / 365mm||Both||19"||$2,950|
|Racing Brake 380/365||6/2||380mm / 365mm||Both||19"||$5,950|
|Racing Brake 390/390||6/2||390mm / 390mm||Both||19"||$6,500|
|Unlplugged Performance BFB Carbon Ceramic||6||394mm||Front||18"||$7,995|
|Unlplugged Performance x PFC||6||394mm||Front||18"||$4,595|
These big brake kits for your Tesla Model 3 will work universally on any trim level. There are a lot of different characteristics of these kits such as rotor design and ease of pad install which are beyond the scope of this article and which I hope to cover in the near future.
An Ongoing Guide
I hope this gives you a high-level overview of the aftermarket brake component offerings available for your Tesla Model 3. With amazing weight distribution and electric torque, the Model 3 makes for an awesomely fun track toy. Just make sure you are safe and take the time to upgrade the brakes. In order to go fast around a racetrack, you have to be able to control your speed. If you know of a product that I missed or are a manufacturer looking to add something to the list, please email [email@example.com]. I hope to update this guide and provide other more detailed model-specific guides in the future. Happy motoring!