Tesla P85D is the best car for traffic light grand prix. It provides instant supercar-like acceleration but does so in such a way that other drivers will be surprised. It's impressive, but unless you want to own the fastest model in the range, it doesn't add anything over the standard car to justify its hefty price premium.
If the standard four-wheel-drive Tesla Model S 85D isn't fast enough for you, Tesla has the answer in the form of the P85D. P stands for Performance, and the main difference between the cars, apart from the £16,000 price increase, is the addition of a larger 470bhp electric motor to the rear axle, giving the P85D a total of 691bhp.
The result is a claimed 0-60mph time of 3.1 seconds, which is fast enough to rival the Porsche 911 Turbo S and Lamborghini Huracán.
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While the supercar delivers a lot of noise and fury during its acceleration, the most interesting aspect of the P85D's performance is how little drama is involved. All you do is step on the accelerator and the car cruises along without a sound or fuss.
This is greatly helped by the four-wheel drive system. Like a standard car, there is no physical connection between the two axles for torque distribution, but power is split 32:68 front to rear, so there are no problems with off-road traction. And because the Model S looks so simple, its acceleration can easily surprise unsuspecting passengers. As for the rest of the driving experience, the P85D is largely the same as the standard car, so while it's quick in a straight line, it feels a bit heavy and sluggish in corners, with not much steering feedback and a lot of body roll.
Opt for the Performance model, and in standard guise, it looks identical to the 85D, save for the red-painted brake calipers and subtle P85D badging on the trunk lid. This arguably makes it the best Q car, but Tesla does offer some sporty options.
The car in our pictures has gray 21-inch Turbine alloy wheels (£3,800), and although they are large, they don't affect the ride when you add the £2,100 air suspension. There's also a carbon fiber boot lip spoiler (£850), while the cabin can be upgraded with carbon fiber for the dashboard, doors, and storage between the front seats (£850).
A Tesla Model S P85D rolled off a transporter in front of Car and Driver headquarters, its cherry-red paint splattered with mud as if it had come from its assembly plant in Fremont, California, via the Oregon Trail. The car's accidental arrival belies the enormity of the moment; the first electric car to undergo long-term testing Car and Driver makes the seismic changes our industry will face feel very real and very imminent. You'll see something similar the day you take delivery of your first plug-in vehicle.
The Model S begins a 4000-mile delivery from Ann Arbor to Los Angeles via New York City, the car that completes the journey can steer itself on the highway, its two electric motors are now known to produce a combined 463 horsepower, and 17 one-inch touchscreens, twice upgraded through software updates, has learned to plan for the necessary high-speed charging breaks on long-distance routes. Those stops will be dictated by Tesla's Supercharger network, which has grown from 188 locations in the US to 325 during our time with the car, including a station just three miles from our Ann Arbor office. When we need a fast flow of electricity, the Supercharger can recharge the battery at a speed about 10 times faster than the first charge at 1585 Eisenhower Place. Our Model S was still red when it completed its 40,000-mile stint, but in many ways, it was as if we were living with a different car.
Our P85D (read: performance, 85 kWh battery, dual-motor all-wheel drive) started at a pricey $105,670 base price. We boosted those numbers with 21-inch wheels ($4500), panoramic glass roof ($2500), air springs ($2250), high-capacity onboard charger ($1500), red paint ($1500), and a carbon fiber spoiler ($1000). Inside, we spent a lot of money on aggressively bolstered Tesla “next generation” seats ($3500), a high-fidelity sound system ($2500), rear-facing third-row seats ($2500), carbon fiber interior trim ($800), a cold weather package ($750), and a technology package that includes the hardware needed to activate the Autopilot self-driving feature ($4250).
Our large car batteries make electric living easy. The EPA rates the P85D at 253 miles per charge, while our real-world range test came in at 206 miles during a 75 mph highway cruise. The exact numbers aren't as important as the fact that the Model S easily met our staff's daily demands with plenty of power to spare. This is not out of the question for staff traveling long distances, and we have never felt uncomfortable taking the car at the weekend, when charging is less convenient or guaranteed. There's a good reason why new electric vehicles are targeting the 200-mile threshold that Tesla has already broken.
The quiet and smooth Model S is a productive commuter vehicle. Its electric life is so smooth that we took a cross-country trip to see how the car performed in extreme use cases. We wanted to know if electric vehicles could replace internal combustion-powered vehicles as the only car.
Any trip that requires a Supercharger stop or two is relatively painless. However, anything longer will quickly become boring. Our coast-to-coast routine involves two or three hours of driving, followed by about 45 minutes of charging, rinsing, and repeating. We covered 3,647 miles in four days, spending 57 hours behind the wheel and another 15 hours, and 22 minutes on electricity (not including overnight charging). Slightly slower speeds are required (speed range kills) and frequent long stops mean the Tesla travels long distances at Teamster speeds. We pass and stack familiar trucks for days across middle America, but the real inconvenience is that your meal is dictated by the location of the Supercharger. Some stops have no service so you'll be craving the opportunity to eat at Cracker Barrel.
Tesla deserves credit for building the infrastructure critical to electric vehicle adoption. No other automaker has made such a commitment. The difference between the Tesla Model S and Nissan Leaf lies in the Supercharger network and also the larger capacity battery pack.
That, plus a stunning, neck-snapping performance. Tesla admitted that its original 691 hp figure was fake in September 2015. The motor could produce that much power if powered, say, from a nuclear reactor, but the battery installed inside could only deliver enough power to produce 463 ponies. While the record correction doesn't make the Model S slower, Tesla's software does. In January 2017, Tesla admitted that its software limited maximum output after the car exceeded a predetermined number of launches and hard accelerations to protect the powertrain. We do not doubt that our teen drivers have crossed that threshold. The company also said it would remove this protection with the next software update, presumably to avoid lawsuits and also to reassure customers. Between initial and final performance testing, our P85D slowed from zero to 60 mph 3.3 seconds to 3.7 seconds. The quarter-mile stretched another half-second after the first run's 11.8 seconds.
Time has certainly made our Tesla smarter. A software update in October 2015 enabled Autopilot, which combines adaptive cruise control, a self-steering lane-keeping program, and automatic lane changes (activated by triggering a turn signal). Autopilot can cover miles on the highway without driver involvement, but it sometimes pulls—suddenly and alarmingly—on the steering wheel when it loses track of lane markings, causing the vehicle to drift out of its lane.
Tesla's blind spot monitor relies on ultrasonic sensors that most automakers only use as parking spot spotters. CEO Elon Musk said Tesla prefers this approach because, compared to radar-based alternatives, its sensors work at lower speeds and better detect “soft” objects, such as people. However, ultrasonic sensors have a smaller range than radar, so they cannot detect cars traveling fast in the next lane. This makes automatic lane changes a dicey proposition. The new Tesla uses eight cameras that provide a 360-degree view around the car, improving its ability to change lanes.
Autopilot's inability to handle all scenarios was highlighted in a fatal crash in May 2016 in which a Model S operating on Autopilot crashed into a semi-trailer crossing the path of a Tesla.
The service visit was a three-day affair that began with a 180-mile transfer to the Cleveland service center. Michigan franchise laws prohibit Tesla from setting up a direct-to-consumer factory shop here or using a team of mobile guards to service cars in the state. Tesla does perform some tasks in our office, as it can legally work on company-owned cars in Michigan.
Overall, our Model S proved reliable, with none of the battery or motor failures that plagued some early cars. However, some build quality issues remind us that Tesla is the youngest automaker by a large margin. Adding to the aggravation is that service centers are often slow to schedule minor warranty work. Note the three-month lag between ordering and installation of the third driver's seat in our Service Timeline. That driver's seat (along with the first replacement) developed enough play in the frame to cause noise against the center console. Midway through testing, the sunroof started leaking during a rainstorm and required two service visits to repair. The chrome trim on the rear hatch had to be replaced after the original let moisture into the taillights. The 5,010-pound P85D also sports control arms and anti-roll-bar end links, and is running through a PS2 Michelin Pilot Sport at 15,000 miles. We sacrificed one windshield, one tire, and one wheel for Michigan's highways.
The Model S's new and distinctive aura is equal parts Silicon Valley ingenuity and startup naivety. In its efforts to redefine the user experience, Tesla forgot some simple features that we take for granted. There are no handles above the doors, no sunshades for the sunroof, and no rear wiper. Fixed rear headrests stick to the rear sightline, and our seven-passenger Model S had just three cupholders.
While the technology in the car feels very relevant, a less sophisticated car will be better able to stand the test of time. Our Model S's 3G modem was outdated when it arrived at our office, and the navigation system often displayed blank gray tiles when Google Maps loaded. Simpler tasks like changing radio stations left the impression that the 17-inch touchscreen was aging unnecessarily, slowing down the performance of older smartphones. The complaint first appeared in the logbook with just 11,861 miles on the clock, while other drivers counted a 10-second delay between tapping the screen and listening to a new station.
Our long-distance drive highlighted that Tesla's range estimates have always been optimistic. This difference requires the driver to do constant mental calculations, evaluating how quickly the predicted range drops compared to the climb odometer. Over 40,000 miles, the estimated range drops 1.4 miles for every mile driven.
We averaged 69 MPGe, well below the EPA's combined 93 MPGe. With the national average electricity at 13 cents per kWh, the cost of running our Tesla is the same as driving a 38 mpg car on gas costing $2.40 per gallon.
However, efficiency seems to be one of the less convincing arguments for buying a Tesla. The appeal of the Model S lies in the sensation of instant torque, the comfort of smooth acceleration, the quietness of idling, and the convenience of refueling at home. Tesla alone makes EVs cool, focusing on the ultimate desire for style and performance. We just hope the company can make continuous improvements like we saw with the Model S. If Musk can improve the build quality and send SpaceX rockets to get prices out of the upper stratosphere like he wants to with the $35,000 Model 3. , Tesla's transformation from startup to automotive institution will be complete.
The Model S's built-in trip planner maintains a conservative power reserve and supports frequent but short charging. As we crossed middle America, the navigation system suggested stopping at nearly every Supercharger along our route. But because the charging rate slows as the battery fills, we found it quicker to ignore Tesla's recommendations, drive the car until it was nearly empty, and plug it in just to charge a little longer. Our routine: Drive between 120 and 200 miles at about 5 mph over the speed limit, charge for 20 to 45 minutes until the approximate 50-mile range is greater than necessary for the next stint, and then get back on the road. We usually arrived at the next stop with 20 to 30 miles to go, although uphill assignments caused us to slow down or fall behind the semis on several occasions. Starting with a range of 247 miles and climbing a little over 1000 feet in 190 miles to Weatherford, Oklahoma, we reached the summit at just the indicated two miles.
Traveling this way requires advance planning to know which chargers to visit and which to skip. We used Google Maps and plugged into our charging station of choice knowing we wouldn't risk running more than 200 miles.
In hindsight, we'd add one more pre-planning task: Note the nearby facilities listed on Tesla's Supercharger webpage. You can't avoid mediocre megachain dining along the Supercharger chain, but you can avoid the disappointment of grabbing a charger at dinner time only to discover it's located in a remote hotel. And even the most well-planned trip requires a good pair of walking shoes. It often requires a decent climb—sometimes across lawns, over landscaped embankments, or along busy roads—to fuel passengers.
After 16 months and more than 33,000 miles, our Tesla Model S P85D has left us with the impression that electric vehicles can serve as practical everyday transportation with few compromises regarding where, when, or how fast we drive. Some staff have fully embraced the idea of quiet, smooth acceleration as the ultimate luxury. “It makes anything with a three-pointed star look like a Karl Benz,” said test director Don Sherman.
Our Model S's massive 85 kWh battery (recently surpassed by a 100 kWh option) had enough capacity to cover 150 miles before the driver even needed to think about plugging it in. As Sherman explains: “This Tesla really changes your driving style to a bimodal way. With the full package, you enjoy stimulating acceleration capabilities, changing the lives of the uninitiated who buckle up for a quick jump. The last half of the range turns one hypermiler into milk every last mile before the plug.”
Although the EPA rates the P85D as having a range of 253 miles, we conducted a formal range test in 75-degree heat in June, driving from Ann Arbor to Kalamazoo, Michigan, and back. Our procedure included setting the battery to trip mode and adjusting the automatic temperature control to 72 degrees with the range mode setting enabled. We then traveled Interstate 94 with the adaptive cruise control set at 75 mph, negotiating what little traffic there was to maintain that speed as much as possible. The Model S estimated a range of 246 miles at the start of testing, but we covered 206 miles before using the Ann Arbor Supercharger with the indicator showing only three miles remaining.
This figure is the furthest we've ever traveled on a single charge, but some staff think the Model S P85D can cover even greater distances without reducing average speed. During his second annual trip to Virginia International Raceway in our Tesla, online editor Alexander Stoklosa drove 201 miles between Superchargers at or near the posted speed limit and still had 50 miles remaining. Aside from the Kalamazoo range test, this is the furthest we've ever traveled on a single charge. No one has yet dared to prove that a Tesla can go further, so we're accumulating miles a little slower toward the 40,000-mile goal than we usually do in similar gasoline-powered cars.
Some interior trim parts show excessive play when lightly pressed, and without the sound of the combustion engine to mask vibrations and squeaks, anything that moves unnecessarily has the potential to be a nuisance to the Tesla. “The driver's seat creaked. Likewise with the driver's window when it is turned on or off. The brakes also squeak. It’s a screeching car,” notes Stoklosa.
We continue to be aggravated by the glacial response of the 17-inch touchscreen that we reported in our previous update. Our Tesla service center confirms that the system is functioning normally and only recommends periodically resetting the system by holding the scroll wheel on the left and right spokes of the steering wheel simultaneously. That's the kind of troubleshooting we'd expect from a corporate IT help desk, not a forward-thinking startup in Silicon Valley, especially since resetting the system won't fix the situation.
Long-term driving of the Tesla Model S P85D with Car and Driver may cause a feeling of butterflies in your stomach, or stomach in your throat, or the sensation that partially digested butterflies have suddenly escaped your throat. These are just some of the reactions passengers have reported after boarding Tesla's electric rocket. Of all the fast, sleek cars that pass through our parking lots, the Tesla Model S is the only one that consistently wows auto enthusiasts and agnostics alike. We're big fans of the P85D's 3.3-second burst from zero to 60 mph—sudden but never violent—but we're even happier that Tesla seems to be getting the average American interested in cars again.
the software update introduces Summon, a new feature that lets drivers move the Model S into or out of a tight parking spot or garage while standing outside the car, either without any input—touch the door handle to cancel the self-parking mission—or by issuing a command via smartphone. While providing an initial glimpse of an autonomous driving mode that would allow owners to “summon” the car from a parking lot, for example, to the curb in front of a restaurant, Tesla is currently asking owners to limit its use to private property. Here in the Midwest, where our parking lots are often bigger than our cornfields, those restrictions make the Summoning more of a party trick than a useful function, but we're still intrigued by an automaker that doesn't stop improving its cars once it's done. sold out. However, Tesla's tendency to leave these software functions in a seemingly perpetual Beta state also makes us worry that they will never be completed.
Even though the rain was falling from the sky, it only trickled into the cabin—only a few drops in total—when turning left. At least the problem appeared at the right time. Our car was scheduled to make an 182-mile trip to our nearest retailer in Lyndhurst, Ohio (near Cleveland), for 25,000 miles of service.
But the leak continued until we sent the car back to the service center two months later and a Tesla technician cleaned the drain and fixed the problem. However, the real driver of the visit was the loud and frequent knocking sound coming from the front suspension.
The replacement bent driver's seat installed in November 2015 is now loose and wobbly, so a second replacement (actually a third, if you count the seat being installed only long enough for the technician to determine that it too is damaged.) is now on its way to us. One driver also reported that the rear-facing jump seat became unlocked when occupied by a child. This happened during an uphill right turn, but we couldn't reproduce it, and the dealer didn't find anything wrong during the inspection.
With just over 31,000 miles on the Tesla's odometer, we spent $725 on two new Michelin Pilot Sport PS2 front tires to replace the original tires, which were worn out. During the exchange, we discovered the right front wheel was bent. A local wheel repair specialist determined they were beyond repair, so we ordered replacements from Tesla and swapped them for 19-inch wheels and all-season tires while waiting for them to arrive.
Given all that, it seems pointless to mention the $30 repair of the windshield stone chip.
Months in Fleet: 16 months Current Mileage: 33,028 miles
Average Fuel Economy: 68 MPGe Battery Capacity: 85 kWh C/D Observed Range: 326 miles
Service: $756 Normal Wear: $725 Repairs: $0
Damage and Destruction: $1497
