Tesla Model S Long Range Extended Range and Luxury Comfort

Tesla lowers Model Y, S, and X range estimations following exaggeration complaints

Tesla has lowered the range estimates across several Model Y, S, and X vehicles in the US, reducing the figure on certain trims by up to six percent. As reported by Electrek, Teslas online configurator now displays an estimated range of 285 miles for the Model Ys Performance trim, down 18 miles from its previous 303-mile estimate.

The Model Y Long Range is down to 310 miles from 330 while the Model Xs Plaid has dropped from 333 miles to 326. Estimates for the Model S Plaid have also been updated more specifically, the configuration with 19-inch wheels which has fallen from 396 miles to 359. These changes have not been made to Teslas UK and EU listings, and ranges across other vehicles like the Cybertruck, Model 3, and the Model Y Rear-Wheel Drive remain unaffected.

Image: Tesla / The Verge and Image: Tesla / The Verge

Tesla has not offered an explanation for the lowered range estimations. Drive Tesla reports that the changes are related to two things after reviewing internal company documents. First, are comfort and functionality improvements made by Tesla that require more energy, and second is the implementation of revised EPA testing requirements that result in a higher consumption and a slight decrease in overall range.

For years, Tesla has earned a reputation for over-estimating its range figures, with the EPA claiming that CEO Elon Musk exaggerated the 400-mile range for the Tesla Model S Long Range back in 2020. Last October, the DOJ opened a probe into Teslas estimated mileage following reports that many of its figures were intentionally inflated.

Update January 5th, 8:18AM ET:Added report from Drive Tesla on reasons for the revised range estimates.

CarBuzz

It may be more than a decade old, but the Tesla Model S is still impressive, with one example breaking a cold weather range record, reports Norway's Motor.

The test was conducted on a loop between Oslo and Hjerkinn, with vehicles exposed to temperatures between 14 and 23 degrees Fahrenheit. Pitted against 29 different EVs, the Model S sailed ahead of the rest and managed to cover 329 miles (530 km) in cold weather.

On the WLTP cycle, Tesla claims the Model S can travel 394 miles (634 km) on a single charge. While it fell short of its claimed figure by 16.4%, it's still remarkable considering the conditions. A study found that, in cold weather, electric vehicles could lose up to half their range.

Other luxury vehicles, including the BMW i7 xDrive60 and Mercedes EQE 300, didn't quite manage to match the Tesla. The EQE 300, which has a claimed WLTP range of 381 miles (614 km), lost a staggering 33.39% of its range and covered just 254 miles (409 km).

Vehicles with less impressive claimed range figures fared better than the Mercedes-EQ. The i7 traveled 263 miles (424 km) even though its WLTP range pegs the big Bimmer at 370 miles (595 km). The electric 7 Series fell short of its claimed range by 28.74%.

The smaller BMW i4 eDrive40 went 6.2 miles (10 km) further than the i7, despite having a lesser claimed range of 351 miles (565 km). It's worth noting it also beats the more expensive EQE sedan. Percentage-wise, the i4 fell short of its claimed figure by 23.19%.

The Model S isn't the most efficient in cold weather, though. Despite coming in dead last, the Chinese Maxus Euniq 6 came closest to matching its claimed WLTP range of 220 miles (354 km). It covered 197 miles (317 km) in the cold weather test.

It's the Toyota bZ4X 2WD that finished furthest away from its estimated range figure. The automaker claims its first modern electric vehicle can travel 312 miles (503 km) but just breached the 200-mile mark, finishing at 201 miles (323 km). That represents a staggering 35.79% difference between the WLTP figure and real-world use. This isn't the first time we've heard of the electric Toyota falling short of range claims.

In the United States, the bZ4X recently returned to the market after Toyota paused sales due to a recall.

The Tesla Model X Plaid also performed well, considering its heft and performance. The 1,020-horsepower electric SUV covered 276 miles (444 km) in the chilly temperatures. Under WLTP standards, Tesla claims the high-performance Model X can travel 337 miles (543 km). The Plaid saw a loss of 18.23% due to the unique test conditions.

The Texas-based automaker recently previewed its cold-weather testing regime, demonstrating how safety and handling changes can be made with data gleaned from these exercises. We're guessing the company also used the opportunity to improve vehicle range in freezing temperatures.

Interestingly, the automaker was fined for exaggerating cold weather range claims in South Korea. The Korea Fair Trade Commission alleged that the automaker was providing misguided information to consumers.

2019 Tesla Model S Long Range review: Familiar, yet oh so much better

The Model S is more than a familiar face at this point. The early concept version rolled out way back in 2009, while the production car first hit the road in 2012. Since then, other than a little nip and tuck in 2016, the car has remained visually unchanged. That's a long time for any car to stand still, but in the luxury sedan market, where the prevalence of short-term leases reflects the constant desire for something fresh, seven years is an absolute eternity.

The Good

Astonishing performance and range and, finally, the handling to match.

The Bad

Visually, it's time for a bit of a reboot inside and out.

The Bottom Line

Subtle changes mean big things for Tesla's premier sedan.

But you know what they say about judging a book by its cover. The 2019 Tesla Model S Long Range you see here rolled into my life with some significant changes under the familiar skin, including new suspension, a new motor and all sorts of wonderful new software updates to bring it all together. The net result is a car with an amazing 370 miles of range, but that's just the beginning.

What's new

The hallmark feature of the new Tesla Model S Long Range is, of course, its range. 370 miles puts it well ahead of the competition, going nearly twice as far as some of the new crop of luxo-EVs from Audi and Mercedes-Benz and the like. I won't get into a debate about how much range people need, because that's a complicated question, but suffice to say that 370 miles is enough to banish range fears from the minds of even the most anxious of drivers.

The truly fascinating thing is that 370 miles -- 35 more than before -- is delivered by exactly the same 100 kilowatt-hour battery pack. Where'd Tesla find that extra range, then? It required a series of tweaks, some subtle, some more substantial.

That 370 miles -- 35 than before -- is delivered by exactly the same 100 kilowatt-hour battery pack.

Far and away the biggest contributors are the new motor and inverter. Well, new to the Model S anyway. Both are actually a transplant from the Model 3, but where the motor sits in the rear of Tesla's newer sedan, in the Model S that motor sits up front. Interestingly, this motor is of the permanent magnet variety, whereas the older motor at the rear is still of the induction type.

There's a lot of nuance in comparing permanent magnet motors to induction types, as individual motor design and construction can counter general performance concepts, but suffice to say that those of the former variety tend to be smaller and more efficient, but more expensive. The greater efficiency here means more effective regeneration (more important at the front than the rear of the car due to the weight shift forward), but it also means a boost in power at the front relative to the previous Model S. More on that later, but the net result is a 0-to-60 sprint in just 3.7 seconds. Yes, that's fast, and this isn't even the Performance.

Suspension is also new, revised dampers at each corner that can dynamically adjust both compression and rebound in just 10 milliseconds. That means when you toggle into the new sport driving mode it happens really quickly, but more importantly it means the car can dynamically react to your inputs, adjusting stiffness from side-to-side to, for example, mitigate body roll.

This has led to a host of other suspension tweaks, including revised spring rates, smaller anti-roll bars and a raft of new software to tie it all together. As a part of this change, the Model S has a new location-based highway mode, where the car will automatically lower itself (and its aerodynamic resistance) when entering a highway. Previously, this was purely based on speed. Now, even if you hit traffic and have to slow down, the car will stay low.

Finally, new sets of tires for both the 19- and 21-inch wheel sizes offer both lower rolling resistance but, conversely, higher ultimate grip. Those going for all-seasons will get Tesla-specific revisions of the Goodyear Eagle Touring, while summer rubber is either Michelin Pilot Sport 4 or 4S.

What's old

It's a good thing the original Model S was awful pretty because it's still here, more or less visually unchanged. That 2016 nip and tuck really did wonders to tidy up an otherwise too-busy nose, but elsewhere it's all very much the same car.

That continues on the interior. Some new trim and color choices added over the years have kept things from getting too stale, but for a car that starts at $85,000, the interior on the Model S Long Range is sadly deficient. Materials are generally decent and I appreciate the choice to go with vegan leather, though many would prefer the real thing. The overall look and refinement here pales in comparison with even something like the Volvo V60, which is available for less than $40,000. In a more apples-to-apples comparison, Audi's (admittedly shorter-range) E-Tron offers far better accommodations for a $74,800 starting price.

And it's not just the look and feel that's lacking. Tesla still doesn't offer ventilated seats and that infotainment system, so striking back in 2012, now feels dated. Worse, it still lacks support for both Android Auto and Apple CarPlay. A 360, bird's eye parking view is also missing, which is extra perplexing given the dizzying number of cameras on seemingly every surface of the car.

OTA life

So, seven years on, the Model S is still lacking some pretty key functionality, but that's offset by other, often novel features added to the car over the years -- many even delivered retroactively to older cars via Tesla's famous over-the-air updates.

Autopilot is the most notable and easily the most controversial. Encompassing a suite of various safety and convenience features, Autopilot has evolved radically since its introduction in 2014. The system has had its ups and downs, and certainly a few PR blackeyes, but as it stands today it's remarkably good, debatably the most comprehensive system of its kind available in the US.

While it lacks the hands-off capability of Cadillac's Super Cruise, Autopilot is more useful on more roads and, with Navigate on Autopilot, can now automatically change lanes and even take exits. It's so good you'll be tempted to take your hands off the wheel, which is why so many people do, but please don't. I will yet again remind you that this is not a self-driving car. Keep your hands on the wheel and your eyes on the road, folks.

Autopilot is so good you'll be tempted to take your hands off the wheel, which is why oh so many people do, but please don't.

There are many more little features tucked away in the infotainment screens, many of which you'd never find unless you know where to look for them. Dog mode is a personal favorite, since my pups love little more than to go for rides, but have to stay home in the warmer months. With dog mode, you pick a temperature and the car holds it there even after you've locked the doors. Crucially, the car also displays a big, friendly message on display, hopefully preventing breaking-and-entering by a well-meaning passer-by.

That builds on the remote preconditioning features the Model S has always offered, and some new goodies like sentry mode, which will use all those cameras to film anything nefarious going on around your parked car. There's even a new Tesla Arcade, a potential revenue stream the auto industry has never seen before.

The drive

OK, all that's great, but how does the thing drive? Remarkably well, I'm happy to report. The Model S has always been a bit of a rocketship and it still very much is. The scoot to 60 in 3.7 seconds is impressive, but as ever with EVs it doesn't tell the story of how quick the car feels. Being able to squirt your way up to speed at any time with just a flick of your right ankle is addictive -- though not good for your range.

So that aspect of the Model S hasn't changed, but the handling has, and for the better. The Model S was always a comfortable car and a reasonably capable handler, but it never really felt comfortable being pushed. It could hold a nice line through a corner at speed, but hit a bump or try to change directions quickly and things would start to fall apart.

The new suspension and tires offer both substantially improved ride quality as well as more rewarding handling.

That's not the case any longer. The new suspension and tires offer both substantially improved ride quality as well as more rewarding handling. It's a pretty remarkable transformation given the platform hasn't changed, just the components bolted to it, but those components conspire to make a car that, though big and heavy, is legitimately engaging.

But there's one fly in the ointment that I never noticed in previous iterations of the Model S, and that's torque steer. Though nowhere near as bad as, say, a Mazdaspeed 3 or Saab 9-3 Viggen or any forearm-testing, front-wheel-drive car of yore, I did have to keep a firm grip on the wheel when accelerating hard. This was especially true in the rain. I've driven many flavors of the Model S over the years and never noticed this foible before, so I'm inclined to point the finger at the increased torque from that new motor. However, it could just as easily be due to a change in wheel offset or some other geometry change. Either way, I wouldn't be surprised if Tesla finds some way to fix this via software update. It wouldn't be the first time.

And what about that fabled range? For my testing I covered 379 miles and "burned" 109.6 kWh of charge. Given the 100 kWh pack, that gives a theoretical maximum range of 348 miles -- which of course is impossible given you don't actually have access to the full pack. Regardless, my testing included numerous acceleration tests and a fair bit of well, let's call it brisk driving.

For the last 180 of those miles I just drove the car in a normal way, not hypermiling and not avoiding the highway, but not launching at every traffic light, either. Given the consumption over that period the car indicated a theoretical maximum range of 382 miles. In other words, I have no doubt that 370 mile EPA rating is realistic. And, of course, impressive.

Competition and pricing

The Model S's stiffest competition comes from in-house, in the form of its sibling the Model 3 Long Range. For $49,900, plus $1,125 delivery, you get a smaller but still comfortable sedan that'll do 310 miles on a charge and get to 60 in 4.4 seconds. But if performance is what you want, another $10,000 gets you into the Performance trim, dropping that down to 3.2 seconds. If you need help deciding on whats right for you, our handy Tesla buyers guide is just the ticket.

Even the Model 3 Performance is still a fair bit cheaper than the $85,000 starting price of the Model S Long Range. For that you're getting a very well-equipped car with Autopilot and all-wheel drive. Any color other than black will cost you at least $1,500, the white you see here costing $2,000. 19-inch wheels are standard, and would be my pick, but 21s are $4,500 if you're so inclined. The all-black, Atari 2600-themed interior is included in the base price, but I'd cough up another $1,500 to get pretty much anything else.

And then there's the $6,000 "self-driving" upgrade, which until recently I strongly advised against. Now, with the extra Autopilot functionality and Enhanced Summon, I'd actually consider it. Total price? $94,500, plus $1,125 delivery.

(For more about how the Model S and Model 3 stack up, check out our Tesla Buying Guide).

Wrap-up

The luxury sedan segment has moved on quite a ways since 2012, and the Model S still feels thoroughly impressive in 2019. The range, already best-in-class, is now even further down the road from the competition. The acceleration continues to be superb and, thanks to the new suspension, the car finally has the handling to match. Autopilot just keeps getting better and new features such as dog mode and Tesla Arcade show that there's a lot more life to come.

However, as futuristic as all that is, the car is still in desperate need of some updates. The interior doesn't hold a candle to the competition and those few, key missing features like ventilated seats just seem more and more curious the longer the car goes without them.

The new Tesla Model S Long Range is not the complete refresh that many have been hoping for, but maybe that's OK. This is a big step forward for what was already the most capable electric luxury sedan on the market.