Road test review: Tesla Model Y

Thursday, 23 June 2022

• TESLA MODEL Y

• Base price: $76,200 (RightCar estimated Clean Car Programme fee/rebate: $8625)

• Powertrain and economy: Single rear-mounted motor, 220kW/420Nm, RWD, combined economy 13.2kWh/100km (source: Manufacturer claim).

• Vital statistics: 4750mm long, 1920mm wide, 1623mm high, 2891mm wheelbase, luggage capacity 847 litres, 19-inch alloy wheels.

• Safety: Untested

• We like: Plenty of range and power, build quality, practicality, ride

• We don't like: Still not a fan of the single do-everything screen, no braking regeneration adjustment

Tesla hasn’t exactly been hurting for a lack of medium SUV offerings. It’s consistently been at the top of the monthly registrations lists (although that’s partially because it orders and ships in bulk), and as a result you see plenty of Model 3s out on the road. That means the Model Y, which has only just landed after a few years of waiting, should be hugely successful, based on the fact that everyone and their mum wants an SUV.

OUTSIDE

The Model Y is based on the Model 3, sharing around 75% of the same components, and that’s pretty evident in its styling. The two look basically the same, but the Y is taller. They carry the same fastback roofline, sloping down towards the rear, and the same funny front end that I’m still unsure about. It’s almost certainly to do with aerodynamics and maximising range, but a fully covered nose doesn’t quite sit right with me… Looks better in the metal though, by quite a margin, especially the profile and rear end.

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That extra height doesn’t translate into much more actual ride height, although there is a bump there. It seems to be mainly in the roofline, which means there’s more interior space.

Tesla has also widened the Y compared to the 3, allowing for a bigger boot and boot opening.

Our tester here is dressed in Deep Blue metallic paint, a $1700 option. White is standard. The wheels here are too, 19-inch ‘Gemini’ rims, upgradeable to 20-inch ‘Induction’ style units.

Much has been made of flush-mounted door handles like the Model Y has, largely in regard to safety and getting people out in the event of a crash. I couldn’t say if the emergency functions for popping the handles out work or not, but I wouldn’t mind a light to find them at night…

INSIDE

More Model 3 here – in fact, it’s almost entirely the same. There’s a big central touchscreen, a minimal steering wheel, wood and artificial leather trim, a pair of wireless device charger slots, a fantastic audio system (the 13-speaker system that’s optional on the 3 is standard here) and five comfy seats with plenty of space for passengers.

I’m still yet to be convinced by the touchscreen approach. You definitely get used to it as time goes on but there are so many options and things to tap, read and swipe, it feels quite messy. A head-up display would alleviate a few issues, like looking down for speed, music and navigation, but, annoyingly, Tesla doesn’t currently offer that in the Y or 3. Be also nice to have a drive mode selector, but that’s less important in a family SUV.

Rearward vision is also poor, but there are plenty of cameras and sensors to help out. You also sit higher than I remember sitting in the 3, a product of sharing components but jacking the ride height. Rear passengers will be much happier here than in the sedan. Also pays to mention the opening to the boot is much larger here than in the 3.

UNDER THE BONNET

This is the RWD model with the 60kWh battery, offering a claimed range of 455km. In real life, you’re looking at close to the same figure, which is impressive. The tester was showing around 430km on the clock when I picked it up.

Tesla doesn’t quote power figures on its website for reasons only known to Elon Musk, so the 220kW/420Nm claim above is based on varying sources online. It feels about right though, and it’s plenty of punch, with a 0-100kph time of 6.9 seconds.

The Performance version adds another motor to the front axle and chops the 0-100kph time to 3.7 seconds. It also gets a larger battery pack, good for 514km of range.

ON THE ROAD

Considering this is three-quarters a Model 3, I expected it to be quite a good drive, and it is. The low centre of mass inherent in EVs means the Model Y handles nicely, and the steering is predictable too. You can adjust it to be heavier or lighter if you’d like as well, but remember that heavier doesn’t necessarily equal better. The rack loses a bit of feeling in the back roads, but again, family SUV priorities.

The ride is good, the smaller 19-inch wheels probably a better bet if you don’t mind the style differences and would prefer a more pliant low-speed drive. It does get a bit rough on bigger bumps, but it’s far from deal-breaking.

The Autopilot system – just the base iteration here – is okay, despite the misleading name. It’s Level 2 autonomy, so it can steer itself on highways, as well as adjust its own speed. However, I couldn’t get it to automatically turn back on after manually changing lanes, as the system deactivates after moving the steering wheel. Hardly a major, as reactivating requires two downward jabs with the gear selector stalk.

Tesla’s Full Self-Driving capability is an $11,400 option, which adds automatic lane changing and smart parking.

VERDICT

It almost doesn’t matter, what I say here. The Model Y isn’t perfect, but it’s pretty damn good at everything it needs to be good at, and this version is the one that most people will buy, considering it’s the cheapest and only one under the $80k Clean Car Discount limit (although only just with the weirdly high on-road costs of around $2000 – you can’t have the larger wheels and still get the rebate). There are already Model 3 owners listing their cars on Trade Me with the intention to move to the Y, which shows how popular this thing already is.