As someone that has raced a Model 3 in the rain and dry quite a bit, I'm not sure I agree the SC is more sophisticated. It's the same grab a brake on one wheel to correct the rotation kind of system as all others, which is pretty simple and limited. It's not like the Model 3 grabs the steering wheel and steers for you (even though it could!) or can apply positive torque vectoring at the wheels. I've never noticed the Model 3 add power which would kind of be the next amazing step in stability control.
Even in track mode, the Model 3 doesn't have control anything like a modern Ferrari that just lets you maintain a slip angle in their drift mode.
My impression has always been that what really helps the Model 3 is the amazing traction control, which limits how "out of sorts" the car gets due to excess power, which means the SC has less work to do, and of course the SC can kill power very quickly due to the high torque control bandwidth of an EV.
With a good AWD setup stability control / brake actuation shouldn't be needed to maintain slip angle.
My last ICE AWD car could maintain its slip angle all the way through long sweeping turns on the track, with stability control and traction control fully disabled. I had to do the work of using the brakes to get the rotation started, i.e. trail braking, but as soon as it settled into my desired slip angle (barest hint of oversteer) in the beginning of a turn, I could get on the throttle and maintain that slip angle + limit of grip all the way through.
That car did have a computer-controlled electromechanical clutch in the center, and the center diff itself had a rear bias when the clutch wasn't locking it up. So probably a big part of how it maintained slip angle was adjusting center lockup to effectively adjust front:rear torque. It didn't have or need any torque vectoring diffs, the front and rear diffs were just normal helical/torsen style LSDs, and they were enough to avoid any spinning wheels on the track. (It didn't do brake-based torque vectoring either.)
Maybe with a rear torque vectoring diff it could've initiated the slip angle under power, without needing to trail brake. If I *didn't* trail brake and got on the power mid-turn it would just understeer even more. Once I got used to trail braking though it wasn't a problem at all, it felt good and natural in that car.
An AWD EV with separate motors front & rear ought to be able to do that exact same trick of maintaining slip angle under power, by varying front:rear torque, with even faster and more precise control. The thing a stock M3P is missing is limited slip diffs front & rear...it might still need to waste brakes simulating an LSD (or just do without and limit power). Of course in an EV the better solution than an LSD, in my opinion, is per-wheel motors. The S Plaid is already there in the rear!
Maybe the M3P has programming to maintain slip angle in that fashion already, but if so I haven't felt it yet from playing around on ramps, it seems to always oversteer or understeer under power depending on what I set the "handling balance" slider to. It certainly can initiate rotation under power in a way that ICE AWD car of mine never did! I should really try 50:50 more though, that might be the ticket for maintaining slip angle. I've mostly been keeping it rear biased on ramps just for fun (probably not faster).
I love my M3P, but when someone comes out with a fast, sporty 4 door EV with quad motors, and software to take full advantage, I'm there!