It has been a rather unexpected decade at Tesla. In 2007, if you said that the EV company would launch an all-electric sedan that became one of the fastest acceleration vehicles of all time and sold tens of thousands of units with numerous hardware and software improvements on the way, you would have been sent to the loony bin. And if then predicted that the company would launch an all-electric SUV that would do the same and develop and launch (something like) an affordable, stylish and long-range EV … well, maybe it's been confused with a member of the Musk family.
And yet, Elon Musk and Tesla have done all that with the Model S, the Model X and the Model 3. The company has gone further with things like the Gigafactory; household, commercial and battery products for public services; and previews of the new Tesla Roadster and Tesla Semi, too. Undoubtedly, Musk has made many ambitious promises and really lost many deadlines in recent years, but people who have bet against Tesla have lost a lot of money. (The price of Tesla shares has risen almost 1700 percent since its initial public offering in June 2010, fyi).
So far, Ars has spent time with two of Tesla's three big initials. We reviewed the Tesla Model S twice (the P85 + in 2013 and the P85D in 2015), thanks to the frequent updates of the car. And we were among the first journalists to travel together (albeit briefly) with the 3 models that came out of the factory line last fall. But until now we had only spent a few minutes behind the wheel of the model X SUV, which began deliveries in September 2015. That changes today with an adequate review of a Tesla Model X P100D.
I took the $ 161,750 SUV on an all-electric road trip from Mountain View, California to my home in Durango, Colorado, which means I got a lot of experience with both the Tesla Autopilot system and the Supercharger fast-charging network long distance of the company. (Thanks to the need to do 10 load stops during that 1,119-mile / 1,800-kilometer trip, I also had a lot of experience napping in the back.)
In summary, the experience largely felt as dreamer as Tesla's disciples would take you to believe But a fun travel vehicle for car critics does not necessarily make a recommendation for safe daily driving.
Undoubtedly, the power train is the best part of the Model X. Our test vehicle was a P100D with the speed upgrade of the absurd mode. The pair of "three-pole AC induction motors of four poles", one that drives each axis, pushes the beast of 5,531 pounds (2,509 kg) from zero to 60 mph in a claimed time of 2.9 seconds. That's super-sports territory, and this SUV has matching output figures: 603hp (450kW) and 713lb-ft (967Nm) of torque.
With all that power, the absurd way feels like an appropriate name. To start it, the launch control on the Model X is identical to the Model S:
- Left foot hard on the brake.
- Hard right foot on the floor.
- Release of the left foot.
- Speed of deformation.
The Model S looks and feels like a four-door sports car; You expect it to be fast But standing next to Model X, I'm surprised at how tall it is. The front windows are huge, they offer excellent visibility, but they also remind you how big this thing is.
However, the speed, especially in a vehicle of this size, is really ridiculous. It's amazing. Even after putting seven people in the Model X, although you can not go to zero-60 in less than 3 seconds thanks to the extra weight, it still feels more like something that should be launched from the SpaceX platform in Cape Canaveral.
In addition, the speed is intoxicating, with an almost direct connection between the accelerator and the production of dopamine in the brain. If I owned this car and was having a bad day, a couple of stop signs would make me smile in an instant. The different flavors of Dodge Hellcat work in a similar way, although with much more noise.
For all the joy I got from explosions from zero to 60, these releases use a lot of electricity. And in everyday life, I can say that the ridiculous mode is not really necessary, especially considering that the performance package and the absurd mode add up to $ 34,450 at the cost of the car. That's almost enough to buy a basic model 3.
In normal rhythm modes, the 100kWh battery carries enough juice to provide an EPA-estimated range of 289 miles (465 km) in a city and road test cycle (346 watt-hours per mile). That's excellent, although I suspect that when most people think about range, they think "how far can I get on the road?"
My average "fuel economy" on my 1,100-mile trip was 433wh / mi, good for just under 231 miles (372km) if you were to push it to the limit. My longest period was 181.1 miles, and I felt a bit anxious towards the end as I watched the battery meter drop (in retrospect, I really did not have to be alarmed).
There are two battery options in the Model X currently, a 75kWh unit with 237 miles (381km) of EPA-estimated range, and the 100 kWh package that included my P100D unit that can travel the 289 miles. However, if you choose the 100D Model X standard, you can go a little further 295 miles (475 km) thanks to some power reductions. All versions of the Model X include all-wheel drive with dual engine.
In daily driving, in which you could not test them one after the other, it is unlikely that you will notice the difference between the two. P100D and the regular 100D. But I suppose there is something to say to have the best .
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