The Model S is a four-door sedan that the California electric carmaker Tesla plans to build beginning in 2011, presumably as a 2012 model, and says that it will be the "first mass-produced electric vehicle."
Chief designer Franz Holzhausen terms his design “classic modernity” and we agree: this sedan gives up nothing in style to the most elegant luxury sedans with which it competes. Combining the elegance of a Maserati Quattroporte’s front end with wheels pushed to the corners and the muscular fastback of the Jag XF, this is finally an electric vehicle that doesn’t shout with a droll, utilitarian voice. The roof is comprised of two large sunroofs back to back, made almost entirely of smoke-tinted glass.
The interior looks to be an elegant, airy affair with high-quality leather and soft-touch surfaces, again matching the best luxury competition. Alas, the company went high-tech for the instrumentation that’s entirely digital. The analog facsimile gauges are bright and clear, everything is well laid out and visible, but without the tactile response of real switches and knobs the center stack will require the driver to look away from the road for all control inputs. A comprehensive voice recognition system will hopefully allay these concerns. A fascinating touch is electronics that communicate in real time with remote mechanics who will be able to diagnose and even repair some problems from afar.
Tesla bills the Model S as a seven-passenger vehicle. We contest the seven-passenger claim—the rearmost occupants would be toddlers at best. Suggesting the Model S will replace SUVs and crossovers is also a stretch. But the hatchback convenience and large size mean lots of comfort and significant cargo capacity for small to medium families, with massively lower operating costs than equivalent-sized gasoline vehicles.
The Model S reaches 60 mph in approximately 5.6 seconds, and the low-end response from the electric motors should feel big-block V-8 strong. The rear-mounted powertrain is eerily silent, and should add to the vehicle’s stealth and luxury. A one-speed drivetrain seems odd, but adds lightness, reduces complexity and still manages a 130-mph top speed. Also keeping weight under control is a mostly aluminum construction for both chassis and body panels. The sedan boasts a 45/55-percent front/rear weight distribution and tips the scales at just over 4,000 pounds, respectable given its size, technology, and performance. A drivetrain and battery pack mounted low in the vehicle yield a low center of gravity for tenacious handling.
With the top-option battery pack, Tesla Motors promises a 300-mile range. The standard battery pack gives just 160 miles of driving, the second-tier pack 230 miles. The company plans to rent the 300-mile pack to those who only occasionally use their vehicles for longer journeys; alternately, owners can later purchase upgraded battery packs if their driving needs change.
To fast-charge a Tesla Model S, buyers can purchase extra equipment from the dealer and enjoy just 45 minutes from empty to fully charged. Standard charge time from a household 220V (i.e., clothes dryer) outlet is a little under four hours. The company claims that the cost and environmental impact of charging is hugely below that of one tank of gasoline.
Promised is a three- or four-year total-vehicle warranty, bumper-to-bumper. Battery pack life is stated as seven to ten years, but no cost has been cited.
Estimated price: $49,900 after a $7,500 Federal tax credit. But CEO Elon Musk stresses that operating costs—especially for those who lease a Model S—make the actual cost of this vehicle no more than that of a $35,000 2010 Ford Taurus. That comparison is based on $4/gallon gas.
There is no safety data on the Tesla Model S as of this writing, as it’s built on a completely new platform. One concern we have is the optional rear-facing child seats; being so close to the rear bumper and roofline, we’ll be curious to see how they address occupant protection in that rather exposed location.
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