The newest F Sport Performance version of the IS takes us back to the golden era of compact sports sedans with naturally aspirated V-8 engines.

About a decade ago, compact sports sedans offered naturally aspirated V-8s that absolutely ripped. Before everyone went turbo, the E90 BMW M3, the B7 Audi RS4, and the W204 Mercedes C63 AMG crammed in sweet-sounding V-8s to create experiences that we still remember fondly today. Now that we're feeling sufficiently nostalgic for those four-door screamers, we'll get to the point that Lexus apparently shares our passion for those cars, because the new 2022 IS500 is essentially a return of Lexus's V-8 compact sedan, the IS F.

There are no turbos under the IS500's hood. What is under there is closely related to the IS F's 5.0-liter V-8 from a decade ago. The engine—shared with the RC F—now produces 472 horsepower and 395 pound-feet of torque, or 56 more horsepower and 24 more pound-feet than its spiritual predecessor. In a turbocharged world, the V-8's horsepower and especially its torque numbers aren't at the level of the M or AMG models', so Lexus is setting expectations by positioning the IS500 as an F Sport Performance model rather than a full-blown IS F.

What does that mean for the IS500's driving experience? We can't quite say yet, but we did recently get the chance to ride in the passenger's seat of the IS500 prototype at an event at Eagles Canyon Raceway in Texas, near Toyota's headquarters in Plano. Professional race-car driver Townsend Bell was behind the wheel.

Keep in mind that the IS500 prototype we rode in wasn't exactly the same car that you'll be able to buy at Lexus dealerships later this year. Wrapped in an obnoxious neon-yellow and black livery, this car was specially prepped for the IS500's debut at Sebring International Raceway earlier this year. It wore an aftermarket exhaust, 20-inch wheels, and grippier Michelin Pilot Sport 4S summer tires compared to the stock car, which will have 19-inch wheels and the same Bridgestone Potenza S001L summer tires as the IS350 F Sport with the handling package.

This means that our impression of the IS500's handling isn't exactly representative, but we weren't behind the wheel anyway. We can tell you that the 5.0-liter V-8 engine is a lovely addition to the latest IS and brings back a lot of those tingly V-8 memories. We're familiar with the glorious sound of this Lexus V-8 by now, and it makes itself known in the IS500. Although the prototype's aftermarket exhaust surely enhanced the auditory experience, we'd still rather listen to this characterful engine run up to its 7300-rpm redline than a BMW M3's twin-turbo inline-six.

Unlike the V-6-powered IS350 F Sport we drove that day on the test track, the V-8 has the grunt to shove you into the back of your seat, and the eight-speed automatic transmission upshifts and downshifts quickly. Lexus claims that the IS500 is 143 pounds heavier than a rear-wheel-drive IS350, and we assume that most of that weight is in the nose. Like the IS F that came before it, a noticeable hood bulge is the clearest sign that this is packing something special under there.

Thanks to the ability to completely deactivate stability control, the IS500 will play as much as you like—as Bell demonstrated by easily swinging the tail out wide for a satisfying drift. It also features the same torque-vectoring rear differential that's optional on the IS350 F Sport. But this car is not meant to be a track monster, and we felt plenty of compliance in the suspension tuning, with more body roll than you'd find in an M3 Competition or a C63, for instance.

We're enticed by the overall package that the IS500 promises to deliver, and we hope that the price is attractive enough to further increase its enthusiast appeal. Lexus has strongly hinted that it will be positioned closer to the M340i and AMG C43s of the world, meaning it could bring back a V-8 to the low-$60,000 range. If so, this could become the hidden gem of the sports-sedan world. Now all that's left is for Lexus to let us in the driver's seat.

(caranddriver.com)

The brake mechanism is hydraulic or mechanical and will not be released when the battery is discharged.

Most cars you can buy on the market today have electric parking brakes. Parking brakes are becoming rarer. How do electric parking brakes work? They make it easier to move uphill and downhill because they block the wheels until they have enough torque to start the vehicle.

What if you pull the electric parking brake switch while driving? Will the same thing happen with a handbrake? No, it will not, because the control unit in the car recognizes this situation as braking the car and there is no wheel lock. The electric brake then applies force at intervals, ie the ABS is activated. Basically, concentrate and don’t pull the electric parking brake switch while driving.

The brake mechanism is hydraulic or mechanical and will not be released when the battery is discharged. That is, no electricity is required to maintain a firm brake grip.

With stricter emissions regulations, combustion engine bans coming into force in the future and changing attitudes to electrification, the restomod scene has exploded with new electric possibilities. You can now get no end of classic cars modified or completely overhauled to run on e-power.

But Everrati is convinced its electric creations aren't as simple as just swapping out a combustion engine for an electric powertrain.

'We take some of the world's most beautiful and seminal cars, restore and re-engineer them, always operating with full respect for the brands that created them,' says Everrati boss, Justin Lunny.

We've driven a prototype of Everrati's latest creation – a 964-generation 911 – to see if an electric icon can really work.

What's Everrati?

It's a technological and engineering company founded in 2019, designed to cater to those who want to keep their classic cars but make sure they're ready for the electric age. The company has had previous projects with the Mercedes SL and Land Rover Defender and, more recently, has diverted its attention to classic and retro generations of the 911.

But what Everrati strives to do is not just restore and redefine a classic by making it electric but keep as much of the DNA from the original as possible. Fun is the priority here, with Everrati seeing the benefits of an EV powertrain like instant torque and throttle adjustability being front and centre with its sports car projects. The advantages of holier-than-thou zero-emissions running, cheaper running costs, (predicted) cheaper maintenance costs and the ability to whizz around clean air or congestion zones for free are mere bonuses.

So, with this 964-generation 911 project, the targets have always been about maintaining the car's weight and weight distribution, its retro looks and its Porsche feel inside.

So how has Everrati done that?

You'll need at least £250k to start the process. The team take a 964 donor car (either one you already own, or one Everrati will source for you to perform the restoration on for an extra cost), strip it down to parts and water blast, then rust protect, the chassis, seam-welding it in the process. The front and rear wheelarches, doors and bonnet are recreated with carbonfibre to keep weight down.

Speaking of weight, Everrati has the aim of keeping the each of the electric 911s it makes as close to the standard car as possible. The 53kWh battery pack is split into two, housed beneath the front and rear bonnets to maintain the car's 40:60 front/rear weight balance. A single e-motor drives the rear wheels, producing 500bhp and 369lb ft (even more power than the 964 Turbo S could ever claim). Everrati claims around 150 miles on a single charge – not a huge number, but the team see this as an 'A-to-A car' – something to go for a drive in when you have some free time, rather than an entirely usable daily driver – given the clientele will almost certainly have fat enough wallets to have more than one car in the garage.

Everrati says the entire process can also be reversed, if the owner changes their mind, allowing the engine and transmission to be refitted. If you stick with the EV powertrain, the team also offers to refurbish the engine and keep it in storage, or even make it a piece of art for your home.

As for dynamics, Everrati includes electronically adjustable suspension, allowing you to attack a B-road with a stiff setup or go grand touring with a squishy motorway one. Every model built also features a Quaife differential for the driven wheels and renewed Brembo brakes with drilled, ventilated discs.

Inside, it's still very much a 964 – clean and simple but with all the key switchgear in the same place – albeit with a few changes. The original seats are overhauled with four-way electrical adjustment, Porsche's Classic Communications Management system is installed in the dashboard to allow for thoroughly 21st century tech like Apple CarPlay, DAB and navigation. The dials are in keeping with Porsche's original design, but the info displayed is very much geared (wired?) towards the electric powertrain, showing the car's state of charge, power and cooling. Our test prototype was swathed in Alcantara, too.

Does it do clever EV things?

It does. There's regenerative braking if you lift off the throttle, with the option to enable regen fierce enough to drive with one pedal. Everrati has engineered in both AC and DC charging via a CCS socket, allowing your electric 911 to be charged at up to 100kW and a 10 to 100 per cent charge possible in under an hour.

When the car launches, it will have both Sport and Eco modes for the powertrain, with Sport being the default and Eco restricting throttle response.

As an aside, Everrati is also developing a sound system capable of emitting engine noises that you can modify via an app tuned to the car's speed, even including throttle blip sounds when you slow down. The tech was in its early stages when we tested it, but the team want the finished product to have speakers both outside and inside the car for the best experience. You can, of course, turn it off if you're so inclined.

Mike Kerr, Everrati's engineering director, who's had roles at Lotus and McLaren (including being the brains behind the new Artura's gearbox), told us that future development ideas include programming in torque steps to the motor to mirror the gear changes of the donor car. Everrati is also open to the possibility of better battery chemistries coming along that can increase range being fitted into the 911 creation after it's already been restored.

Come on then, how does it drive?

Well, first things first, turning the starter key to the eerie sound of silence is a little odd. Your mind takes a few minutes to adjust to a gorgeously restored 964 being active and ready to drive without a so much as a whisper. But it takes mere yards at the wheel to get over it as other, better, sensations wash over you one by one.

First is the steering. It's just so gorgeously weighted and accurate; sharp turns require a little muscle as your hands grip the petite Alcantara wheel, but you know exactly where the wheels are. Even on a straight road, the slightest flex from your bicep or twitch of your wrist translates into a microscopic change of direction. That's not a complaint: it's incredibly rare to find something modern with such alert steering in a modern car, bar the electronically assisted rack of a Ferrari Roma or 488 Pista. Gorgeous.

The suspension works exactly as intended, allowing you to firm up or slacken off the damping. We tried the setup in its hardest format and a more road-ready tune – the former added a sharper edge to the dynamics, allowing you to carve up corners with precision, the latter meant I could cruise in peace on a dual carriageway. There's some tyre noise, of course, but an original would have some, too.

As for the performance, it's... well, it's electric. Obviously. The way this thing shifts is more than enough to keep most supercars honest in a flat out drag race. And, very much unlike the wayward 964 Turbos of yore, the grip on tap allows you to hoof it mid-corner with confidence. The regenerative braking on the throttle took a little time to get used to, and I suggested to the team that an on-the-fly ability to change how much regen (allowing the car to coast on the motorway, for example) would be a bonus.

Of course, it's not a flat-six, with all of the additional involvement that brings to the mix. The addition of the 'engine' sound system helps to curb that to some degree, but there'll still be some classic car faithful that won't be able to get on with the lack of a combustion engine. Regardless, the Everrati 964 is eye-widening in how it delivers pace.

Everrati 911 Signature: verdict

Purely on objective terms, the small range, cost and the removal of one of the most iconic traits of a 911 – its flat-six engine – will be enough to cast this Everrati creation aside for some.

But the 911 even as a brand-new car is on borrowed time; even Porsche is looking at how to electrify its icon in-house. And behind the wheel of Everrati's creation, I couldn't stop smiling. The steering, suspension, atmosphere inside and sheer pace of the 964 Signature are plenty enough to involve you. It's still very much a 911 in the way it drives, which is something Everrati can be truly commended for – the stereotype of EVs being naturally heavy and inert to drive is simply untrue here. It also means it's entirely possible for OEMs to create fantastic-to-drive EV sports cars.

If the idea of futureproofing your classic for the zero-emission age sounds appealing, and you have plenty of dosh, it's at least worth giving Everrati a call.

(carmagazine.co.uk)

Although sales in March jumped 63% from last March, the results are still far from those achieved before the pandemic.

With the exception of last year's crisis, last month's sales in Europe were the lowest since March 2013 and 22% lower than in 2019. At the same time, diesels reached a historically low share of only 24%.

According to data from 26 markets in Europe, sales jumped from 842,094 last year to 1,374,313 units in March, according to Jato Dynamics. That this is still not a reason to celebrate is confirmed by the fact that quarterly sales are only 1% higher than in the same period last year, ie the lowest since 1986.

"The European market is far from pre-pandemic, and governments need to take action to increase sales and restore customer confidence," said Felipe Munoz, a global analyst at JATO Dynamics.

What is required?
Only two groups of vehicles, SUVs and electrically powered models, recorded a positive result. In March, electric vehicles reached a record 16%. Recall, last March the share was 9.7%, and in 2019 only 3.4%.

The share of SUVs has risen even more. In March 2019, it was 37%, last year 40%, and this March as much as 45%. The largest increase in popularity is recorded in Sweden, Norway and our neighboring Slovenia and Hungary.

Best selling Golf

The Golf has regained the title of best-selling model on the European market, with an increasing share of hybrid performances. Sales were 26,265 units, or only 836 units more than the second-placed Peugeot 208, which is the quarterly winner.

The Opel Corsa is in third place, ahead of the Clio and Polo, and the fourth place was taken by the Tesla Model 3, also by far the best-selling electric model.

Let's also mention the novelties. The newly launched Citroen C4 reached 5,671 registrations, and the Opel Mokka up to 5,560 units. Electric VW ID.3 and ID.4 had slightly lower sales.

When SUVs first arrived on the American scene, they were purpose-built, off-road adventure and utility vehicles. They weren’t luxurious and they weren’t comfortable; they were work wagons used by forest rangers and farmers. Somewhere along the way, they became eight-seat family vehicles, replacing the station wagon and minivan in most driveways. But the trend we’ve spotted for the 2020s seems to be an effort by automakers to recapture some semblance of that off-road adventurism after decades of moving toward making them glorified tall wagons.

The latest automaker to do that is Nissan, which has redesigned the latest 2022 Pathfinder three-row to be more rugged, more outdoorsy and slightly more capable in the dirt than its solidly street-oriented predecessor without giving up any of the luxury, safety and connectivity that modern families expect in an SUV. I drove the new ’22 Pathfinder through Southeast Michigan recently to see if Nissan’s moves to butch up the new Pathfinder have paid off.

The Family Resemblance Is Strong
The fourth-generation Pathfinder was a generic blob-shaped thing that bore no family resemblance to the chunky original 1986 model at all. This new fifth-generation model is a complete departure that incorporates some styling cues from the original Pathfinder, such as the forward-swept C-pillar, three-slot grille and overall squared-off, thick body styling. It’s actually a little shorter than the outgoing model, but changes its proportions by being taller and wider.

I have to say it looks much, much better than the last Pathfinder, with definite family resemblance to the latest angular Nissans like the larger Armada and smaller Rogue. The slim headlights taper into the wide and prominent fenders, with the taillights stretching across the rear to again emphasize the Pathfinder’s width. Its geometric looks make the new Pathfinder feel like a larger vehicle than the one it’s replacing, but the overall dimensions don’t change all that much. Suffice it to say, it both looks and feels big — this was not an effort to slim down the SUV, this was an effort to make it look more rugged and aggressive, and it worked well.

It Expects You to Drive Like the Family’s in There
Powering the 2022 Pathfinder is the same 3.5-liter V-6 that’s in the outgoing model — it makes 284 horsepower and 259 pounds-feet of torque, which is unchanged from the previous Pathfinder. What’s new is what that engine is connected to: a conventional nine-speed automatic transmission, replacing the unloved continuously variable automatic transmission in the old Pathfinder. That change is meant to improve the Pathfinder’s off-road ability, its towing durability, its driving dynamics and more — and in most ways, it delivers. It doesn’t sacrifice gas mileage, which is up 1 mpg combined in AWD versions over the 2020 model (the last model year sold). Lower trim levels increased from an EPA-estimated 22 mpg to 23 mpg, and the AWD Platinum is up from 21 to 22 mpg. The combined rating remains 23 mpg for front-drive Pathfinders, but the city/highway distribution has changed slightly to 21/27 mpg city/highway.

Driving the new Pathfinder is best done at a relaxed pace, as if the whole family is on board for a ride and you don’t want kids dropping juice boxes or Grandma to stress any joints. With moderate acceleration, the V-6 is perfectly adequate, the new nine-speed auto-shifts smoothly and calmly, and the whole experience is that of a big, heavy SUV doing what it does best: ferrying the brood to soccer practice or the mall in quiet comfort. The transmission does hunt a lot for its gears, but with nine speeds to play with, this is to be expected — only occasionally does it feel like it’s missing the beat and not keeping up with the driver’s anticipated moves. For example, when coasting down to a stop but then deciding to give it some more power as traffic has cleared from a light, it gets a little confused and might select a gear lower than it needs to. But overall, the powertrain is smooth, refined and perfectly adequate to the task of powering the Pathfinder.

The Pathfinder’s overall feel is of a heavy SUV, however, especially when negotiating tight turns and roundabouts or performing hard acceleration and braking maneuvers. Body movement is pronounced in such situations, squatting hard on its rear haunches under full acceleration, diving noticeably under hard braking and plowing through quick turns with considerable understeer. It doesn’t like being hustled along quickly, lacking the athletic feel that a Ford Explorer has with its tightly controlled body motions and punchy turbocharged engines. Slipping the drive mode selector into Sport mode does improve steering feel and feedback, but it becomes clear to the driver that this is the equivalent of a family minivan, not a sports wagon, and that you (and your passengers) are going to be happiest keeping the Pathfinder at a simmer rather than a full steaming boil.

Comfort and Style Aplenty
But the Pathfinder will happily simmer along all day, with a truly comfortable ride even on high-spec models that have big wheels and low-profile tires. Road noise does make it into the cabin, again thanks to those big wheels and tires, and it’s made even more noticeable by the lack of wind noise to mask it. But the overall serenity of the Pathfinder’s completely redesigned cabin is barely affected by the outside world. The new look inside is excellent, with a modern feel and updated electronics that combine with solid material choices and build quality to create a well-updated cabin.

Seat comfort is good, but we’re still not seeing the “magic” of the so-called Zero Gravity Seats. They just feel like seats — no better or worse than any others, really (except, perhaps, for the aforementioned Explorer, which has seat bottoms that feel too short). There’s noticeably plentiful passenger space, however, with tons of room up front or in the sliding second row, both for width and legroom. The third row in many three-row SUVs is often best used only for children, with a few notable exceptions (like the Volkswagen Atlas and Hyundai Palisade). The additional width that comes with the new 2022 Pathfinder makes the third row here a usable size for adults, as well, especially given the second row’s sliding ability, allowing for passengers in the second and third rows to negotiate available legroom among themselves. Third-row ingress and egress is easy, too, thanks to Nissan’s one-touch EZ Flex Latch and Glide button that slides and tilts the second row, even with child-safety seats attached.

The updated interior electronics are welcome, with an available 9.0-inch touchscreen multimedia system that’s located high on the dash for easy visibility and use. It’s accompanied by an available 12.3-inch digital gauge cluster that provides all sorts of information, some more useful than others, and two different configurations that look slick. There’s also an available 10.8-inch head-up display that puts all the relevant information up in the driver’s sight line but features an oddly offset speedometer readout. Still, everything is clear and easy to read, and after some experimentation with configurations and settings, you’re sure to find a setup that provides all the information you want without having to hunt through menus. As with most new vehicles these days, Apple CarPlay and Android Auto come standard, and Wi-Fi connectivity with wireless charging is available.

About That Ruggedness …
Nissan felt it important to demonstrate that the new Pathfinder is a capable off-roader, as the changes made to amp up its rugged image are more than just cosmetic. That’s why the company booked some time at Holly Oaks ORV Park north of Detroit for a brief romp through the dirt and mud to show off the Pathfinder’s terrain select function.

Rotating the selector through the options to the Mud and Ruts function changes a host of vehicle attributes, while a quick push of the central button engages the automatic hill descent control. And with that, the Pathfinder was off to tackle terrain that it’s unlikely to see in the hands of typical buyers — loose gravel ascents, steep and slippery slopes — which it did without complaint or difficulty, it must be said. We didn’t do any serious rock crawling, but let’s be honest here: Despite the Pathfinder’s looks, this is not a proper off-road machine. It does feature a new clutch that allows for predictive all-wheel drive (no longer waiting for front-wheel slip to be detected before engaging the rears, the computer makes the call before that happens now), but the all-season tires, lack of underbody skid plate protection and no locking transfer case mean this is still a soft-roader, and that’s perfectly fine. You can option up a Pathfinder with accessories that make it a bit more capable, but anyone serious about going further off-road is likely looking at a Nissan Titan pickup in Pro-4X trim instead. Suffice it to say that the Pathfinder will handle rutted dirt roads and family off-grid camping duty just fine thanks to its softer suspension, but you’re not likely to ever see one out overlanding across the Arizona desert.

Nissan has kept the trim levels and pricing for the new Pathfinder simple with four trim levels. Two option packages are available, as well, so finding a Pathfinder that has a specific option you want (like the panoramic moonroof or leather interior) means finding the required trim level. The starting price is $34,560 for a front-wheel-drive S trim, which is roughly $1,400 more than the outgoing 2020 Pathfinder, while a Platinum 4WD rings in at just less than $50,000. That’s a healthy jump over the outgoing model, but it does reflect considerable added standard equipment, the most important of which might be the updated Nissan Safety Shield 360 system that brings automatic emergency braking with pedestrian detection, lane departure warning, rear cross-traffic alert, blind spot warning, high-beam assist and class exclusive rear automatic braking — that last one being a key feature for a family car, where kids may be running around the vehicle. The Pathfinder also features a driver alertness sensor, rear door alert and rear sonar as standard, with blind spot intervention, lane intervention and traffic sign recognition as optional. Nissan’s latest ProPilot Assist cruise control is also available, which helps steer the vehicle on the highway but doesn’t let you remove your hands from the steering wheel, unlike GM’s Super Cruise system.

So in the end, yes, the new Pathfinder is indeed a bit more rugged and a bit more capable off-road. But honestly, I think the areas that will matter more to its intended buyers are the better interior space, top-notch connectivity, smooth and quiet ride, and its ability to be an even more comfortable and capable family vehicle. The trend toward being more outdoorsy after enduring pandemic lockdowns will match well with the Pathfinder’s new image and abilities, but it’s good to know Nissan hasn’t sacrificed the aforementioned areas in which the Pathfinder needed to be good in favor of new areas where it really didn’t need to go at all.

(cars.com)

Car lovers in the last few days definitely have reason to rejoice…

As we find out, the Mercedes-Maybach with a powerful V12 engine is definitely not dead. The famous German brand has finally presented a top variant of the S-Class line, which is still powered by this beastly unit. The 2022 Mercedes-Maybach S680 4Matic, is based on the new W223 generation S-Class and replaces the S650 that already exists in the Maybach portfolio. Beneath its long hood hides a six-liter V12 engine with two turbochargers that produces 621 horsepower.

This engine is powerful enough to accelerate a massive luxury sedan weighing more than 2.5 tons from zero to one hundred kilometers per hour in just 4.4 seconds, before reaching an electronically limited top speed of 210 kilometers per hour. You may also have noticed the 4Matic suffix in its name which tells us that all-wheel drive is part of the standard offering. The premium Maybach has also been given all-wheel drive, making it easier to maneuver in tight spaces.

The design and special treatment that the Mercedes-Maybach S680 received is almost identical to the one we already saw on the S580 unit introduced late last year, except for the specific markings. This means that the model wears the same radiator grille with stainless steel details, while the two-tone exterior is optional and available in 10 contrasting finishes.

The passenger cabin is where a really special story begins. The interior is characterized by ultra-delicate Nappa leather, which can be seen on the dashboard, sky and visors. To further pamper passengers and drivers, the cab recognizes hand gestures and thus controls the sliding panoramic roof, rear shades and doors. The cabin itself is quiet thanks to all the materials that make it up, but the active sound control can be attributed to the Burmeister 4D surround sound system filter, which will eliminate even the tiniest road sounds, which manage to creep into the interior of the vehicle.

According to the Mercedes brand, the S680 will be available for purchase during the first half of next year, but its official price has not been announced yet. Since we know that a slightly weaker variant of the Mercedes-Maybach S580 can be purchased at a price of 163,000 euros, we can already assume that this novelty will be significantly more expensive. Still, did the Maybach owners ever care about the price?

"With cutting-edge looks and the technology to back them up, the Model X is one of the most impressive and family-friendly electric cars you can buy"

SUVs and off-roader style cars are selling in bigger numbers than ever before, so it’s hardly surprising that a company with the profile of Tesla should want to move into this fiercely competitive class – and with the Tesla Model X, that’s exactly what it’s done.

The Tesla Model X was the first electric SUV to go on sale in the UK. While it has few direct rivals due to its seven-seat layout and blistering performance, it helped pave the way for several other upmarket electric SUVs, including the Mercedes EQC, Jaguar I-Pace and Audi e-tron.

The Model X is sure to appeal to buyers who want the style and practicality of an SUV combined with an electric powertrain. One thing’s for sure: the Model X definitely draws its fair share of attention.

Despite being around for several years now, the shape of the Model X remains instantly recognisable, with its party-piece ‘Falcon Wing’ rear doors remaining an unusual, show-stopping feature. Expect small crowds to gather whenever they open, as onlookers wait to see whether children or aliens emerge from the futuristic-looking machine. They’re not just a gimmick, either – they allow easy access from the front or rear of the car, opening fully in less space than conventional doors.

Elsewhere, the Model X is just as sleek as its Model S sister, although it shares that car’s strangely blank-looking nose treatment that detracts a little from its visual appeal. Generally, though, the Model X has novelty and a high-tech look in its favour, but we reckon the Volvo XC90 is a more handsome SUV.

Offering definite appeal, though, is the technology under the metal. We’ll get to the vital factors of range and charging time later, because the statistics that grabbed all the headlines for the Tesla Model S related to its sheer power and performance, especially the blisteringly quick Performance version. The Model X Performance model uses the same dual-motor, four-wheel-drive power system and offers outrageous performance of 0-60mph in 2.6 seconds, thanks to the car’s ‘Ludicrous mode’. In April 2020, this performance was enhanced further still with the addition of ‘Cheetah Mode,’ which puts the car into an optimal suspension setting for blisteringly quick standing starts.

That’s much faster than a Range Rover Sport SVR, Porsche Cayenne Turbo or BMW X5 M can manage – in fact it's in the same league as the Ferrari 812 Superfast for acceleration – while carrying up to seven people, two more than any of its ultra-powerful rivals can accommodate.

When you’re not exercising its explosive get-up-and-go, the Model X, like its saloon counterpart, offers a maximum driving range between charges that eclipses what most rivals can reach. Both the Long Range Plus and Performance models use a 100kWh battery, offering claimed range figures of 348 and 340 miles respectively.

Tesla has already announced updates to the Model X lineup for next year, including a new Long Range model capable of an estimated range of 360 miles. Above this, a new triple-motor model called the ‘Plaid’ is also available to order; it can sprint from 0-60mph in 2.5 seconds while managing up to 340 miles of range. According to Tesla, both new models will arrive in the UK towards the end of 2022. It’s worth noting that the models they replace are now no longer available, so there’s effectively a lull in brand new examples of the Tesla Model X arriving in the UK until at least late 2022.

In keeping with its hi-tech power system, the Model X interior is dominated by an enormous portrait-orientated touchscreen that controls much of the plentiful standard equipment, while a TFT display presents vital information to the driver. Motorway strain is alleviated by Tesla’s ‘Autopilot’ semi-autonomous driving system.

Electric power rather suits a car designed around SUV lines, too – the compact nature of the Model X’s battery packs and electric motors mean every inch of interior space can be used, so it’s a very versatile family vehicle. Five adults can stretch out on the two main seating rows, while an additional third row offers plenty of room for two children.

This all adds up to a very compelling package, which it needs to when you look at the list price. Both versions of the Model X aren’t cheap and are now more expensive than ever for two reasons: they no longer qualify for the government’s plug-in car grant (PiGC) and the entry-level Standard Range model, which used to cost from £75,000, was discontinued in 2020. The Long Range Plus model previously started from around £83,000, while the Model X Performance with ‘Ludicrous Mode’ started at around £100,000. They have been replaced by the Long Range and Plaid models, which cost from over £90,000 and £110,000 respectively; a pair of considerable price tags that would see you behind the wheel of some very exotic conventional cars.

However, there’s no forgetting the low daily running costs, the impressive range on a full charge, the tax advantages for company-car users and the sheer sense of occasion found in driving this car. The Model X will be prohibitively expensive for many, but it may just be the most complete electric family transport solution yet devised.

Tesla Model X SUV - MPG, running costs & CO2

Zero emissions make the Tesla Model X very cheap to run

There's no getting around the fact that the Tesla Model X is expensive, whichever version you choose. With prices now starting at well over £90,000 for the entry-level Model X, it is considerably more expensive than most of its established luxury rivals. Combine this with the fact that the Model X no longer qualifies for the government's plug-in car grant, and the cost becomes a factor that holds it back from scoring more highly.

Of course, the Model X’s electric luxury-car status makes it a fairly unique product for the time being at least, so wealthy eco-conscious owners may not be put off by the price. Although it's out of reach of many car buyers, the Model X’s negligible running costs will help balance out the high price for those who choose a Tesla.

Tesla Model X range & charging time
With its long range and absence of any exhaust emissions, the Tesla Model X certainly has what it takes to save money on running costs compared to a conventional petrol or diesel SUV. However, its high purchase price places it out of reach of many motorists.

There’s one type of user for whom the high purchase price of the Model X might not matter – the small percentage of business drivers whose company-car allowance will stretch to the Tesla’s substantially high five-figure (P11D) starting price. If you belong to this rather exclusive club, it’s well worth considering the entry-level Long Range Plus model against premium seven-seat diesel SUVs such as the similarly priced Mercedes GLS 350d or Range Rover TDV6 – if only for the huge saving you’ll make on company-car tax.

A total absence of CO2 emissions means the Model X will cost nothing in Benefit-in-Kind (BiK) company-car tax for 2020/21. This means it’ll cost massively less to run than the aforementioned GLS 350d – the latter’s CO2 figure of over 200g/km places it in the top BiK bracket, attracting the highest company-car tax costs.

Once the purchase cost of the Model X is out of the way, private owners can look forward to some serious savings compared to petrol or diesel SUVs of the same size – most notably a much reduced fuel bill. Electricity is far cheaper than petrol or diesel and all models have an impressive range. This means you’re not limited to short urban trips within dashing distance of a recharging point.

The Long Range Plus and Performance models in the Model X range have the same battery size, but varying power outputs and maximum ranges. The 100kWh battery pack of the Long Range Plus has a 348-mile range but the Performance model manages 340 miles. An overnight charge will cost only a few pounds.

It should be remembered, though, that the car’s actual range will vary between drivers. Tesla admits that range will vary depending on cruising speed, outside temperature and whether your air-conditioning is switched on or off. However, with increasing numbers of fast-charge points appearing at motorway service areas, a mid-journey charge can be scheduled during a lunch stop, making long-haul family road trips a possibility – something not all electric cars can offer. The ever-growing Tesla Supercharger fast-charge network can top up the Model X to 80% within half an hour.

Along with an exemption from VED (road tax), the Model X is also exempt from the annual additional surcharge payable on cars costing more than £40,000.

Insurance
Perhaps due to high repair costs and the Model X’s brisk performance, all versions occupy insurance group 50, the highest banding there is. This compares to the group 45 rating of diesel Range Rovers, although the Mercedes GLS 350d is also placed in group 50. It’s certainly worth obtaining an insurance quote before you decide to buy.

Warranty
Tesla offers an impressive warranty for all cars supplied in the UK, although it’s supplied by AXA insurance rather than Tesla itself. It’s a four-year/50,000-mile policy, while the battery and drive units are covered separately with an eight-year/unlimited-mileage warranty. The main warranty can be extended for up to a total of eight years.

Servicing
Tesla states that its cars require less mechanical servicing than conventional petrol or diesel models, but recommends an inspection every 12,500 miles – or yearly, whichever is the more frequent. Maintenance plans are available to help spread the cost of. Software updates can be performed during scheduled maintenance appointments, or downloaded ‘over the air’ by the car’s on-board internet connection. Tesla suggests that you connect your vehicle to your home’s Wi-Fi network for the fastest possible download time.

Tesla Model X SUV - Engines, drive & performance

If anything belies the idea that electric cars are slow, it’s the Tesla Model X

Despite the fact that it’s a heavy car (weighing in at around 2,300kg), the Model X is satisfying and rewarding to drive on challenging roads. It could never be described as agile, but doesn’t suffer the lumbering, roly-poly feel of most large SUVs. This is thanks to the batteries sitting as low down as possible in the body, which means the Model X has an extremely low centre of gravity, minimising body lean in corners.

As all models use Tesla’s dual-motor, four-wheel-drive configuration, there’s loads of traction on greasy roads or loose surfaces and you can carry a lot of speed through corners without losing confidence. There’s a lot of technology at your disposal to keep the Model X on an even keel, including ‘smart’ air suspension linked to the car’s sat-nav system. This can vary the car’s ride height depending on speed and the kind of surface you’re travelling on.

It’s a shame, then, that the feel from the Model X’s electrically assisted steering is rather unconvincing and artificial – akin to a computer game. Although accurate and controllable, you have to rely on your eyes and ears to gauge when the Tesla is close to its limits.

Tesla Model X electric motor
Whichever version of the Tesla Model X you go for, you’ll have an exceptionally quick car on your hands. The Long Range Plus model can cover 0-60mph in 4.4 seconds. Top of the tree sits the Performance, which has a ‘Ludicrous mode’ to enable 0-62mph in a jaw-dropping 2.6 seconds. A software update in April 2020 added ‘Cheetah Stance’, which lowers the nose of the car and adjusts the suspension to improve performance for standing starts. Its wealth of performance abilities comfortably make the Model X Performance the fastest SUV ever built, yet one with a reasonable 340-mile range between charges.

Although the initial rush of acceleration is quite an experience, it isn’t quite so dazzling once you’ve reached cruising speed. At normal speeds, the car’s overtaking ability on the motorway doesn’t feel massively better than that of a powerful diesel or petrol car. The surge from 40-70mph, though – a speed range that covers overtaking slow traffic on single-carriageway roads, for example – is really very impressive.

Tesla Model X SUV - Interior & comfort

It’s very light, airy and comfortable, but the build quality of the Tesla Model X is a concern

As you might expect, the Model X is also a terrifically serene car to travel in, with barely a whirl from the motor as you pull away and only the faintest hint of wind noise rustling around the front of the car when you’re up to speed. Needless to say, with so little background noise to overcome, the stereo sounds fantastic.

Beyond its hi-tech touches, though, the Tesla’s interior isn’t actually the most imaginatively designed, nor are all the materials from the top drawer. All the switches that control things not directed from the huge central screen come from Mercedes of old, and some of the plastics on show can’t rival Audi or BMW for quality.

Tesla Model X dashboard
Hop into the Tesla Model X and you’d be forgiven for being temporarily stunned by the sheer size of the vast central touchscreen from which just about all of the car’s functions are controlled. While it looks impressive and seems like a fantastic idea, it might take you longer to completely get the hang of compared to other systems, especially if you’re used to a more conventional layout.

The old touchscreen weakness still applies, too – you may find yourself stabbing inaccurately at the screen on bumpy roads. We’d prefer a few more tactile physical buttons that you can use on the move without taking your eyes off the road.

There’s another screen that dominates the experience too, and that’s the one behind the steering wheel, which shows all the information you’d expect to find in the instrument binnacle of a conventional car. Like Audi’s Virtual Cockpit system, it’s fully configurable by the driver and can show things like speed, battery charge, sat-nav directions, range and what you’re listening to on the car’s stereo.

Connectivity in the Model X is a strong point; install the Tesla app on your smartphone and you can control a range of functions, including the remote-opening doors, climate control and even the headlights and horn. The app also shows how much range your car has left.

Equipment
The Tesla Model X is a lavishly equipped car, whether you choose the Long Range Plus or Performance. All have an air-suspension system with a GPS link that remembers where a higher ride height is required, those eye-catching ‘falcon wing’ rear doors and a huge panoramic windscreen and sunroof. More prosaic are the standard heated seats, keyless go, sat nav with real-time traffic information and up to four ISOFIX child-seat points, depending on the number of seats you choose.

Options
The Model X can be chosen with five, six or seven seats, the first coming as standard. Choosing a three-row, six-seat layout costs an additional £6,300, while a seventh seat is an additional £3,400.

‘Enhanced Autopilot’ is another £5,900, but enables the car to autonomously change lanes to overtake slower traffic, and even to pull off onto slip roads according to the navigation route being followed. A full self-driving capability can be purchased post-delivery, and enables the car to begin its journey with a simple voice command of where you want to go – it can then theoretically do all the driving work itself. However, although the system is “ready to go”, it’s not yet approved for full use on public roads.

Tesla Model X SUV - Practicality & boot space

There’s no doubting the Tesla Model X is a very practical car

The Tesla Model X is a little more compact than more conventional SUVs and its form isn’t dictated by having to accommodate a bulky petrol or diesel engine. Although its outline has a conventional bonnet, you’ll find nothing under it other than a few mechanical service points and a storage area. In fact, the latter contributes to the Model X being an extremely practical family hauler.

Tesla Model X interior space & storage

You can choose the Model X with anything between five and seven seats, and the seats in the first two rows are very comfortable and spacious. Up front, visibility is excellent (although the steep rake of the windscreen does mean that distracting reflections are frustratingly frequent) and there’s plenty of adjustment for the seat and steering wheel.

Getting in and out is easy in both the front and back, with the clever ‘Falcon Wing’ rear doors providing a wide aperture for access to the two back rows, but some may find the 15 seconds they take to open and close a little wearisome. We were impressed by how little space they take up when opened, though, and a proximity sensor is fitted to prevent the doors from striking obstacles.

There’s plenty of leg and headroom for those in the second row, but the third row is better suited to children.

The car comes with an eight-year/unlimited-mileage warranty for its battery and motor, along with a more general four-year/50,000-mile warranty.

Boot space
At the front of the car, a 187-litre storage space under the bonnet can take soft luggage. If you want to lug as much gear as possible, combining this and the boot with all the rear seats folded flat adds up to 2,367 litres of load volume – the same as the far bulkier Mercedes GLS manages. Loading is made easy thanks to a rear boot floor that can be raised for a reduced lip height; there’s also a removable panel for accessing a deep compartment where you can store the car’s charging cables.

Towing
Software is included that monitors trailer sway and applies the brakes to keep car and trailer on an even keel. The braked trailer towing limit is 2,280kg which reduces to 1,588 if you choose the optional 22-inch wheels.

Tesla Model X SUV - Reliability & safety

No evidence of reliability yet, but Tesla’s reputation is encouraging

The Tesla Model X was crash-tested by Euro NCAP in late 2019, earning a five-star safety rating. In 2016, Tesla was the runaway winner of our Driver Power manufacturer survey but since then it hasn’t made an appearance due to too few responses from owners. However, we’ve heard little in the way of complaints from Model X owners, even with the vast array of technology hidden under the car’s bodywork.

Tesla Model X reliability
We can’t compare Tesla’s 2016 Driver Power survey results with those of brands that feature in newer surveys. However, it is fair to say that owners then had mainly positive words for their cars, and we’ve heard little to suggest that things have changed. Owners rated the Model X very highly for reliability, although build quality came in for a little less praise. The Model X is closely related to the Model S under the surface and that car is now well proven. However, some owners in America have reported faults with the ‘falcon wing’ doors.

Safety
When the Model X was crash-tested by Euro NCAP it scored a maximum five-star rating - the same overall score as the Model S and Model 3. The Model X rated highly across the board, including 98% for adult occupant protection and 81% for child occupant protection.

Thanks to its advanced suite of standard safety kit that includes autonomous emergency braking and the ‘Autopilot’ driving assistance system, the Model X scored a highly impressive 94% for safety assistance - a rating only matched in 2019 by the Model 3.

(carbayer.co.uk)