World’s most outrageous people mover
Electric performance and weird doors really give the Model X wings, writes David Linklater.
Tesla has a reputation for achieving the seemingly impossible. The Model X certainly qualifies: it’s made the people-mover cool to Kiwis, if public reaction during our local test is anything to go buy.
True, Tesla calls the Model X an SUV. But it’s not really, is it? It has a one-and-a-bit-box body shape, minimal ground clearance and a flat floor with three rows of seats. There’s nothing that makes it an SUV and everything that fits the MPV mould. Which should not surprise. It’s an American car and while they still love SUVs and trucks (like we do) over there, new-car buyers have absolutely no issue with people-movers either. Or ‘‘minivans’’ as they like to call them.
But let’s not get bogged down in semantics. No need when there are so many other distractions.
Think of the Model X as a tall version of the Model S: same ‘‘skateboard’’ platform full of lithium-ion batteries, same basic drivetrain and same dashboard layout, including the signatureTesla 17-inch touch-screen that controls pretty much everything.
Nobody really cares about any of that because the Model X’s unique selling proposition is its so-called Falcon door arrangement – possibly the ultimate piece of automotive street theatre.
The rear doors are enormous two-piece gullwing-type structures that are hinged in the middle and completely power operated. Tesla says this is for practical purposes: because they can open at virtually angle and the car is surrounded by sensors, they will never hit anything and will open as much as possible in any given space. The large aperture makes for easy rearseat access. Which is all very well, but it’s really about showing off. The doors can be activated by the handles, buttons in the rear cabin, the remote keyfob or (of course) the touch-screen. So you can flap them all you like from the driver’s seat.
Although it is also impressively practical. You can have it in fiveseat form, but ours was fitted with the rather luxurious six-seat option ($5000), with two cosseting chairs in the centre row and another two right at the back. For passengers it’s certainly a swish way to travel, with the Model X running on silent battery power and generous glass areas – including the world’s largest one-piece panoramic windscreen, which extends right into the roof. Separate air conditioning, too.
Tesla hasn’t quite nailed the luxury interior thing (see above, it’s an American brand), but there’s no denying the Model X feels special with that massive touch-screen and the sheer sense of space.
You can also give the interior a serious lift in ambience with a few choice options, although none come cheap: our car had a black interior finish ($5500), carbon fibre trim inserts ($400) and what Tesla calls a Premium Upgrades Package ($7500) with extra leather trim (the seat upholstery is standard though), Alcantara, LED lighting inside and out, and a premium air filtration system that includes a ‘‘bioweapon defence mode’’. Yep.
The Premium Package also has ‘‘self presenting front doors’’. They’re powered too and sensors in the seats make them clever enough to know when assistance is needed. From the outside, touch the handle and the door will swing out as wide as it can, taking into account whatever’s next to it. Jump in, press the brake and the driver’s door will automatically swing shut again. It’s also automatic when you want to exit, but once you’ve vacated the seat the front doors are smart enough to cancel the power assistance so you can just push it closed manually.
Party tricks galore, but I know what you’re thinking: sounds like a lot of stuff to go wrong. Well, maybe. We certainly had a doorissue or two during our four days with car. Facing a strong headwind near the beach, neither of the front doors would power open – they simply moved a few centimetres, then retreated. Parked close to one high kerb, the rear Falcon door also refused to open more than a pinch on one occasion – even though the kerb was still (just) lower than the lip of the door.
Or maybe I’m just an awesome precision-parker, especially given I had to protect some painfully expensive 22-inch alloys: $9100. Just saying.
Anyway, none of this is disastrous because you can always over-ride the system and operate the doors manually. But it’s a bit embarrassing when you’re trying to show off. Which is the main point of the Model X. You’ve not really losing much in the driving experience compared with a Model S sedan; although the X is taller and heavier, the centre of gravity isn’t a whole lot higher because you have all of those heavy batteries right down low in the chassis. Teslas are supposed to be fast and this one is. Our test vehicle was the 90D, which means a 90kWh battery and Dual motors for all-wheel drive.
Not crazy-fast, mind: Tesla claims 0-96kmh (that’s 60mph) in 4.8 seconds, with the caveat that its performance figures are achieved without taking into account the first 30cm (to replicate dragstrip grip). Just so you know.
But it’s still quick enough to give your passengers a surprise (or get you told off, say no more), with the immediate torque of electric power pushing you right back into your seat.
The 90D comes as standard with smart air suspension, but don’t expect an especially sporting drive. There’s an enormous amount of traction and mechanical grip, but it doesn’t offer the kind of steering and chassis involvement that’ll put a smile on your face.
You can move up to a 100D, but the ultimate is the P100D: the ‘‘P’’ bringing Tesla’s infamous Ludicrous performance mode and a 0-96kmh time of 2.9 seconds.
That’s the kind of sheer go to really flap your doors about.