Not the most scientific method, but I was researching some things and came across Car and Driver specs on the model 3's with different tire options. This gives you and idea of the change from 235 Primacy MXM4 all-season's to 235 Michelin Pilot Sport 4S.
I attribute deltas 100% to tire compound as the brakes are not hot enough for caliper size to matter and I'm assuming maximal brake torque/wheel lock inducing ABS was applied during testing. I'm also assuming lower profile doesn't make these numbers better although feel may improve.
My conclusion is narrow tire with sticker compound is the best option for daily. I am assuming lower road noise, better efficiency, and improved braking. Looks like its time to order the 245/40/19's over the 265/35/19's I was considering.
MXM4's
"The car we tested rode on the base 18-inch tires, which means workaday 235/45R-18 Michelin Primacy MXM4 all-season rubber. As such, the chassis test numbers—a 176-foot stop from 70 mph and 0.84 g around the skidpad—were unremarkable, even by mainstream-family-sedan standards"
- Braking, 70-0 mph: 176 ft
- Roadholding, 300-ft-dia skidpad: 0.84 g
2018 Tesla Model 3 Long Range Instrumented Test
PS4s
"The Model 3 stopped from 70 mph in 147 feet where all the gas-burning competitors needed at least 150. The Tesla produces strong deceleration from the regenerative system as soon as the driver lifts off the accelerator, even before applying the left pedal to bring the friction brakes into play. Also credit the grippy performance tires and upgraded brakes—the regular rear-drive Model 3 with the standard brakes and shod with all-season tires on 18-inch wheels produced only 0.84 g of lateral grip and needed 176 feet to stop from 70 mph."
- Braking, 70–0 mph: 147 ft
- Roadholding, 300-ft-dia skidpad: 0.95 g
2018 Tesla Model 3 Performance Rules the Passing Lane
And for an idea of "wide tires = better" theory
"Expectations of greater lateral grip from the wider-than-stock Michelin Pilot Super Sport tires (265/30 front, 285/30 rear) and stiffened suspension similarly went unmet. The Competition-package car recorded 0.99 g on our skidpad—0.01 g less than the best figure we’ve gotten from a regular M4 and only 0.05 g better than the worst figure we have on file from the lineup, that being from an M4 convertible."
2016 BMW M4 Coupe DCT Competition Package – Review – Car and Driver
I attribute deltas 100% to tire compound as the brakes are not hot enough for caliper size to matter and I'm assuming maximal brake torque/wheel lock inducing ABS was applied during testing. I'm also assuming lower profile doesn't make these numbers better although feel may improve.
My conclusion is narrow tire with sticker compound is the best option for daily. I am assuming lower road noise, better efficiency, and improved braking. Looks like its time to order the 245/40/19's over the 265/35/19's I was considering.
MXM4's
"The car we tested rode on the base 18-inch tires, which means workaday 235/45R-18 Michelin Primacy MXM4 all-season rubber. As such, the chassis test numbers—a 176-foot stop from 70 mph and 0.84 g around the skidpad—were unremarkable, even by mainstream-family-sedan standards"
- Braking, 70-0 mph: 176 ft
- Roadholding, 300-ft-dia skidpad: 0.84 g
2018 Tesla Model 3 Long Range Instrumented Test
PS4s
"The Model 3 stopped from 70 mph in 147 feet where all the gas-burning competitors needed at least 150. The Tesla produces strong deceleration from the regenerative system as soon as the driver lifts off the accelerator, even before applying the left pedal to bring the friction brakes into play. Also credit the grippy performance tires and upgraded brakes—the regular rear-drive Model 3 with the standard brakes and shod with all-season tires on 18-inch wheels produced only 0.84 g of lateral grip and needed 176 feet to stop from 70 mph."
- Braking, 70–0 mph: 147 ft
- Roadholding, 300-ft-dia skidpad: 0.95 g
2018 Tesla Model 3 Performance Rules the Passing Lane
And for an idea of "wide tires = better" theory
"Expectations of greater lateral grip from the wider-than-stock Michelin Pilot Super Sport tires (265/30 front, 285/30 rear) and stiffened suspension similarly went unmet. The Competition-package car recorded 0.99 g on our skidpad—0.01 g less than the best figure we’ve gotten from a regular M4 and only 0.05 g better than the worst figure we have on file from the lineup, that being from an M4 convertible."
2016 BMW M4 Coupe DCT Competition Package – Review – Car and Driver