Tesla Model X im Test Alle Daten zu Reichweite, Preis, Leistung und Laden

Tesla Model X review: All range, price, performance and charging data

Since the launch of the big Tesla SUV in 2015, the Model X has gotten a lot of electric competition. To this day, its combination of space, performance and reach is unmatched. EFAHRER has tested how the Model X performs in 2020 with the basic "Maximum Range" variant.

Space

Although on the market for years, the Model X is still the only large SUV built on a pure electric platform. The competition relies either on considerably smaller dimensions (Jaguar I-Pace: 4.70 metres in length, Model X: 5.05 metres) or on platforms that give space with their basic design for combustion engines (Mercedes EQC with a length of 4.76 metres relies on the platform of the GLC, the Audi e-tron with a length of 4.90 metres shares the platform with Q5 and Q7).

For this reason, no second electric SUV offers such space as the Model X: not only is the Ami the only car in the competitive environment with three rows of seats (either six or seven seats), it offers the largest trunk with 660 liters, under the front hood again a large compartment, in which in addition to the charging cable fits a large bag in addition to the charging cable , and even when the last row of seats is in use, there is still plenty of storage space behind the seats. None of the competitors can even compete.

The impression of generosity is most pronounced in the six-seater configuration that we had available for the test: in the second row there are then two individual armchairs with a wide gap in between. That's how business class works.

The adjustment is electrical, but there are no degrees of freedom as with the front seats. For example, the angle between the seat and the back remains the same, which is only a small limitation to finding the right position, but at the same time means that the backrests of row two do not change, but only let forward. Despite the dimensions of the car, therefore, no long objects fit into the six-seater Model X: For the transport of a 65-inch TV (the box measures 1.65 meters in width), we had to organize another car.

Note: In the original version of the text, we had incorrectly written that the five-seatversion version of the Model X was also limited in the length of the cargo space: this is not true, the rear seat backrests can be folded over in the case of the five-seater, a very long cargo space is created, which is not quite flat, however. We regret the mistake and thank you for the numerous hints.

The third row is primarily suitable for children or young people. For them, access is not a major obstacle either: our test children competed between the single-piece in the second row. With the seven-seater, this is not possible – and then it is time to wait: Although the wing doors open a really large opening, the seats in row two have to be driven far ahead in order to release the access to the rear. There are extra switches that simultaneously move the front seats to create maximum space and make access as comfortable as possible. However, this process is simply too slow for everyday life. In any case, a simple mechanism like in a small car from 1980, which can be operated quickly by muscle power, carries less frustration.

Frustration can also mean the wing doors: Actually, the complicated and in the past also error-prone swinging should allow a convenient access, especially in confined spaces. In practice, the control electronics are overcautious: when opening the doors, you have to avoid these two steps far out of the way, otherwise the central display states "obstruction detected" and the door remains half open.

Often it is also the lack of space upwards that prevents the wings from rising completely. After all, they do not open up at all in a standard German garage. Tesla would do well to switch to conventional doors on the next facelift.

The snow-white synthetic leather in our test car is very extravagant: due to the contrasts with the black plastic surfaces, this equipment looks really cool – but only as long as it is clean. A single exit with the family can change that – immediately textile flus gather at the seams and in the corners, brand-new jeans stain strongly on the seats, so that the noble impression quickly reverses. However, the synthetic leather material is very easy to clean.

The verdict of all our test drivers was nevertheless unanimous: White is cool, but no one would choose to buy it, but instead opt for black.

Drive, driving performance and driving behaviour

Most test reports (as well as our previous tests of the Tesla top models) use the performance variants, which impress with performance values far beyond the 600 hp and the associated extreme acceleration values. Tesla puts a lot of effort into the evolution of the performance models and even delivers subsequent software updates that unlock performance again (for example, with the Ludicrous Plus mode in the Model S, which improved the 0-100 time to 2.7 seconds at best).

In the shadow of the top performance models, however, the "Maximum Range" variants celebrate the greater sales successes: Our Model X is such a car, and there are also optimizations in this category. The latest software update on the Model X, for example, increases the range according to the WLTP measurement standard from 507 kilometers to 520 kilometers.

However, even the range customers will not be able to complain about low performance: 310 kW (422 hp) is enough to accelerate to country road speed for less than five seconds in the 2.5-tonne SUV – which is significantly faster than an Audi etron. Tesla can't lump in with the top speed: The supposedly weak Model X also keeps up with the continuously 250 km/h fast combustion premium class.

And unlike previously tested performance Teslas, the current Model X can maintain performance for a long time without overheating and therefore throttling.

No fast-driver car

Passionate motorway razors should still look for another car – there are several reasons for this: Beyond the motorway directional speed, the wind noises quickly rise into disrepair, especially from the area of the A-pillar and exterior mirror it gets quite loud, which does not fit either the actually excellent aerodynamics of the Model X or the vehicle class. Even the straight-line run at high motorway speeds does not fit the upper class claim: The enormous 20-inch wheels run after lane gutters and force many steering corrections.

The brakes show that they are not made for the race track when the load is high: the braking effect is perfectly ok even with a full braking of more than 200 km/h, but the Tesla brakes signal by a pronounced odour development that they do not like this exercise and do not want to repeat it quickly.

Finally, a sensitive limitation is the headlights: in the 100th 000-EuroClass are mainly used today by LED and laser headlights with matrix subdivision and dynamic recess of oncoming traffic. The Tesla still stands in the light in 2010: The low-beam automatic knows only the steps high beam or dipped beam. You can certainly live with this light up to the target speed – but if you like to drive fast at night, you should rely on Audi, BMW, Daimler or Porsche.

The driving dynamics on winding tracks are on a high Nieveau, but the direct comparison with Audi e-tron or Mercedes EQC shows what the state of the art has to offer today: the German E-SUVs can compete with sporty sedans, while the driver in the Tesla is always aware that he is balancing 2.5 tons around the corners.

Reach and charging

With 120 to 130 km/h on the motorway, model X and driver feel comfortable, the lane-keeping assistant keeps the car well on track, and the car can play its biggest asset: exemplary efficiency. Our 180-kilometer test lap, which we complete with cruise control at 130 km/h (GPS-calibrated), is completed by the Tesla with an average consumption of 29.3 kilowatt hours per 100 kilometers. Because the Model X combines the largest serial battery (100 kWh) with the largest charging window (a full charging process draws almost 106 kilowatt hours), this consumption means a range of 360 kilometers.

Even the very flat and windswept Porsche Taycan cannot undercut the fuel consumption value of the Tesla, the range is then only 300 kilometers – and thus exactly at the level of Audi e-tron, Jaguar I-Pace and Mercedes EQC. And while the German manufacturers still have a long way to go with the expansion of the charging infrastructure through their joint venture Ionity, the Tesla Supercharger network is strongly represented throughout Europe, which Model X buyers can use again free of charge.

This is where all the advantages come together: the Model X continues to drive at a lower cost than any other top-class electric car. In the meantime, Model S and Model X are supplied with an adapter that allows them to refuel on any CCS charger: The Teslas achieve the highest possible charging power (around 160 kilowatts in the test) on the ionity, Innogy and Allego chargers in Germany. The Tesla Superchargers in this country only supply a good 120 kilowatts. However, the expansion to the new Supercharger generation V3 with up to 250 kW of charging capacity has already begun. Overall, CCS compatibility means that the big Tesla is unrivaled lylessly flexible when charging. Assistance systems - by way of autopilot

In the functions for semi-autonomous driving, the Model X has fallen behind. Contrary to popular belief that Tesla is on the verge of bringing truly autonomous cars onto the road, the current cars on German roads are clearly behind premium competition. While the German manufacturers install cruise control systems in all new models, which can anticipate the speed based on the map material, which additionally include the road signage in this planning, for example, in order to brake correctly for construction sites and which also recognize stop signs and red traffic lights in the latest expansion stage and issue warning signals, such functions are missing in the Model X.

Even with the over 6. The Tesla blindly passes construction site signs for the "Full Potential for Autonomous Driving" expansion stage, and the cruise control reacts far too late to fixed speed restrictions, which are stored in the map material. Nevertheless, there is the possibility to be guided by "navigation with autopilot". The car should then change independently to turn lanes and also choose the right speed for the curve when turning. In practice, the vehemence with which the assistance systems intervene in the steering and the gaps in the sensor technology simply do not match.

In this state, the money for the package for autonomous driving is poorly invested, especially since the basic equipment already contains the distance tempomat and the lane-keeping assistant. Both work well. If the autopilot software is one day so advanced to offer real added value, then you can simply buy the option.

The fact that the software is constantly being further developed can be seen on the Model 3: During our test in December, we basically expressed the same criticism as with the Model X, but in the meantime a traffic sign and traffic light detection as a software update has been added to the Model 3.

Processing quality

In the first Model S, which we were able to test, the silentness of the electric drive was still a curse.

You could hear irritating noises in every bend: snarling seats, buzzing suspensions and a chuckle of the winding body. The Model X vintage 2020 is light years away from these times: nothing rattles, everything works, and even the gap dimensions are ok with cars delivered in Germany. Nevertheless, there are hundreds of places where the Tesla SUV lags behind the German top class.

To add up a few eye-catching ones: there is no head-up display, the towbar has to be used very cumbersomely by hand, when closing the front hood you make yourself and the hood dirty, the Michelin tires roll off loudly, for the panoramic windshield there is no glare-protection roller, but only impractical narrow sun visors, the headlights (see above) do not fit a 100. 000-EuroAuto, at the delivery (our test car had 16 kilometers on the clock when it was taken over) disturb strong plastic evaporations, the air conditioning does not work without pull and individualization options ex works are practically completely missing.

For this purpose, the Model X has all the infotainment and assistance systems installed at the basic price, which German manufacturers can pay dearly – the package for "full potential for autonomous driving" is the only option that is subject to a surcharge. The German electric SUVs cost well over 100 with equipment similar to that in the Tesla. EUR 000 and offer considerably less useful value. This makes the overall package of the Model X extremely attractive.

The conclusion

Of course, there are many things that an Audi e-tron, a Mercedes EQC and a Jaguar I-Pace can do better than the Model X. However, given the electric range, the space available and the possible towing load, the European E-SUVs are not a real competition to the Model X: the Tesla is in its own class. Contrary to expectations, the really big technical advantage of the Americans today does not manifest itself in autopilot at all, but rather in the drive: the efficiency and range of the Model X are still unattainable for The Europeans five years after its market launch, even though their cars are significantly smaller. This advantage easily comforts the details of small negligence.