Kia Tasman vs Tesla Model S

What's the difference?

The new Kia Tasman X-Line might not win everyone over with its styling, but as the saying goes, it’s what’s on the inside that counts. And in this case, Kia has delivered a ute that stacks up impressively where it matters most with its passenger comfort, towing ability, and on-road manners.

It also offers relative good value for the segment and plenty of thoughtful features for families and weekend DIYers. I’ve grown to like it and judging by my son’s enthusiasm, Kia has at least one very young brand ambassador already sold.

I spoke to a friend who bought a Model S before one had even hit the ground here in Australia. He chuckled when I told him how much this car cost but then said something I'd already suspected. "My mates who own a P100D would never drop that kind of money on a normal car. Buying a Tesla is like buying shares in the company, you're buying into the future."

And that's kind of the point. A $300,000 Audi RS7 (fully-loaded, obviously) is a bit slower in a straight line, looks just as good, is extremely well-built and emits noises that make people like me go as weak at the knees (just as the Model S' acceleration does). And would probably win a 10 lap race with the Tesla around Mount Panorama.

The Tesla is the future of cars. It may still be decades before the internal combustion engine is gone, but Tesla buyers are getting the jump, and today the Model S is the best car in which to make that leap.

If there’s one thing the Kia Tasman won’t do, it’s blend in. This ute has probably attracted more comments from my friends and family than any other car I’ve tested (and not all of them have been glowing).

With its distinctive, almost swollen curbside stance, the Tasman is a polarising sight. That said, it looks far better in person than in photos, and if you’re unsure, it’s worth giving it a proper once-over before making up your mind.

Kia has leaned hard into the bruiser aesthetic, with chunky 18-inch machined alloy wheels, large body panels, thick plastic wheel-arch mouldings, a bold grille, and a bonnet that seems to stretch on forever.

The details add to the effect, with LED projection headlights, vertical LED daytime running lights, and a handy little storage pocket above the rear wheel arch - which my son immediately claimed as a treasure box, though it’s really meant for practical items like work gloves.

At the rear, corner steps make climbing into the tray easier, but curiously, despite its 224mm ground clearance, Kia hasn’t added side steps for easier cabin access.

Step inside, and any doubts about the exterior styling may quickly fade. The Tasman’s cabin is impressive, with a spacious, premium feel that punches above expectations for a first-time ute.

There’s synthetic leather upholstery and trims, plenty of soft-touch materials in all the right places and a neat honeycomb detail framing the air vents.

The centrepiece is a sleek panoramic display set-up that combines dual 12.3-inch screens with a dedicated 5.0-inch climate control panel, giving the dash a thoroughly modern and upmarket look.

The Model S is definitely the looker of the three Tesla models on sale (the Model 3 might be some way from release, but you can reserve one and it's... weird-looking). With a slinky, Jaguar XF/Audi A7 roofline and low-slung stance, it looks the business. Like the X, the detailing of the car's surfacing and panel gaps aren't where other $200,000+ cars are, but it has improved a lot over the last couple of years.

The cabin has improved even more than the exterior.

The styling is quite sparse, really. Teslas look like computer renders in real life, especially in white, with little in the way of jewellery or detailed design elements. And that's probably the idea. It's a cleaner design than when first launched, with a simpler, flatter snout that brings out the headlights better.

The cabin has improved even more than the exterior. It's still the same minimalist design, but it fits together much more tightly than it used to. The 17.0-inch portrait screen is still there in its central but skewed-to-the-driver position and is now up to version 8. It's an impressive interface, covering off the vast majority of functions in the car, and is mostly easy to use. The responsiveness is key to its usability. If it was underpowered, you'd quickly start demanding real buttons.

The Kia Tasman impresses when it comes to passenger space. This is a genuine five-seater for adults, which is remarkable for a ute that hasn’t gone full-American-behemoth like a Ram or Chevrolet.

At 168cm (5' 6") the only small challenge for me is the lack of side steps because with its 224mm ground clearance and higher seating, climbing in and out can be a bit of a workout, especially on a slope.

Surprisingly, my eight-year-old had little trouble getting in, though he’s not always graceful on the exit. Expect to lend a hand with younger kids.

Seat comfort is excellent across both rows. Long seat bases provide proper under-thigh support and padding is generous. Both front seats are heated across three levels, though it’s a bit disappointing that only the driver’s seat is electric at this grade.

The rear bench is wide enough to comfortably fit three adults, and the flat floor ensures legroom is consistent for everyone. ISOFIX child-seat mounts and top-tether anchor points are present on the outboard seats, though there’s none in the middle, which might disappoint larger families.

Storage options are abundant, making the cabin easy to keep tidy. Up front, there are dual glove boxes - one large enough for more than just the manual and another more well-suited to a phone and wallet.

The middle console is shallow but long and features a 12-volt socket and a lid that flips over to create a picnic tray. There are a couple of generously-sized cupholders and drink bottle holders in each row, perfect if you have one of those emotional support water bottles!

The centre console also houses most of the charging options, including two USB-C ports and two wireless charging pads. There are another two USB-C ports unusually placed on the dash.

The rear offers zipped soft map pockets, device holders on the backs of the front seats, and more in the fold-down armrest.

The rear bench slides forward in a 60/40 split, and the seat bases lift to reveal 31L of storage, when accommodating the jack. Rear passengers also enjoy directional air vents, two USB-C ports and a 240-volt domestic outlet.

Technology in the cabin is mostly intuitive. The touchscreen is responsive, wireless Apple CarPlay is easy to connect, and the built-in sat nav comes with 10 years of map updates.

My only minor gripe is the climate control panel, as the steering wheel occasionally blocks it and the toggle symbols can be tricky to read.

Outside, the tray offers solid practicality with a soft-drop tailgate, full-size spare wheel, LED tray lights, and a payload capacity of 1027kg.

Tray dimensions are 1512mm H x 1572mm W x 540mm D, giving 1173L of storage, plus an extra 240-volt domestic outlet for DIY or worksite convenience.

The Model S is a rare car in this class in that it has an almost completely flat floor, meaning rear seat passengers don't have to negotiate a transmission tunnel. The two motors run physically independently of each other so there's no crankshaft to get in the way.

The floor is thicker than a normal car, it's like a big skateboard underneath. That means your knees are up higher, which might cause numb bum on a long trip. The rear seats are comfortable enough, but middle seat occupants might feel like the outboard passengers are falling into them.

With all that torque, when you do load it up, the extra kilos barely make a dent on the performance.

The view out isn't too bad given the rising window line, and if you've got the big two piece sunroof (without cover, irritatingly... ), it's quite airy out back. And hot (with the sunroof), but you do get rear air-con vents.

The boot is an eminently sensible 744 litres with the seats up and 1795 with the seats down, although the floor doesn't fold flat. While it's a big boot, it's relatively shallow so your suitcases go in on their sides. Up in the front boot (or froot) there's another 150 litres, so you can pack a lot in to the Model S. And with all that torque, when you do load it up, the extra kilos barely make a dent on the performance.

Tesla is basically a technology company - well, a battery company - that makes cars, so the features and options reflect that. It's a gadget-laden five-door hatch powered exclusively by electricity and seemingly full of things that will drain the batteries quickly.

If you view the car's price purely through its standard features list and the cost of options, you're missing the point. If it had a 3.0-litre turbo six, there's no way you'd pay this kind of money for the Model S. But it doesn't have that, it has a bleeding edge battery pack and propulsion system.

The Model S can be had for as little as $118,652 for the 60 offering 400km range, rear-wheel drive, and 5.8s 0-100km/h (but move quickly, Tesla has just axed this model), or as much as this P100D which starts at $250,582.

Standard are a seven-speaker stereo, leather-like trim, 19-inch alloys, reversing camera, 17.0-inch touchscreen, keyless entry and start, forward collision warning, digital dashboard, electric front seats, sat nav, auto LED headlights, auto wipers, internet connectivity via included SIM card, power mirrors and windows and air suspension.

Our P100D came with 21-inch grey 'Turbine' wheels ($6800), panoramic roof ($2300) multi-coat pearl paint (white, $2300) and carbon-fibre interior trim bits for $1500, as well as a carbon lip spoiler for another $1500.

We also had the 11-speaker audio upgrade (with neodymium magnets, don't you know) for $3800 and the 'Subzero Weather Package' (seat heaters, heated steering wheel, wiper blade defrosters and washer nozzle heaters) and on-board high-power charger (speeds up charging with the 'Tesla Wall Connector', $2300).

There was also 'Enhanced Autopilot' ($7600) and 'Full Self-Driving Capability' ($4600). The former is meant for highway running, and comes with four cameras (up from one) and 12 ultrasonic sensors around the car, as well as upgraded processing power to run it all.

The full self-driving is meant for around town. The idea is you punch in a destination, or speak to the computer or passive-aggressively stay silent, which triggers the car to check your calendar and take you to the address in the appointment. Part of the extra cost of that is yet more cameras (up to eight), more sensors, and more number-crunching power.

A 'Premium Upgrades' package adds the overkill of a 'Bioweapon Defense (sic) Mode' that knocks out 99.97 per cent of exhaust particulates and other contaminants.

We would love to tell you how all that worked, but being Tesla 'Hardware 2', it's not ready yet. While these features are being fleet-tested by 1000 cars in the US, your car will run it all in "shadow mode" for data and behaviour validation. One day you'll go to your car and a software update will be ready to download and install the functionality.

Unusually, you can retrofit both of these features for about $1500 more (each) than if you order them up-front. That's very cool and Tesla is probably the only car company in the world that will let you do it.

The 17.0-inch screen's software is regularly updated, like a mobile phone's. Also like a mobile is the sometimes less successful update, in this case the slightly bewildering and difficult-to-use music interface that is very keen for you to make a selection with voice commands, but not ones that go through your phone.

A 'Premium Upgrades' package adds the overkill of a 'Bioweapon Defense (sic) Mode' that knocks out 99.97 per cent of exhaust particulates and other contaminants, using two activated carbon air filters for other nasties like NO2 and hydrocarbon exhaust fumes.

LED turning lights and fog lights, real leather on the armrests, steering wheel and lower dashboard (if you also have leather seating), nappa leather and Alcantara on the dashboard, soft LED interior lighting, power tailgate and backlit door handles for $5300. Thankfully, the silly self-opening front doors in the Model X's pack aren't in this little lot.

Grand total? $297,792. On the road in, say, NSW... $313,013. Youch.

All Kia Tasman variants are powered by the same 2.2-litre, four-cylinder turbo-diesel engine, producing 154kW of power and 440Nm of torque.

That places it close to its Isuzu D-Max counterpart in terms of output, though Ford and Toyota rivals still offer slightly higher torque which is something to consider if you’re planning to tow larger toys or heavy trailers.

The X-Line holds its own with a 3.5-tonne braked towing capacity, a rear differential lock, and three terrain modes ('Snow', 'Mud' and 'Sand') for added confidence off the beaten track.

Kia has also included a clever ‘Tow Mode’, accessible via its own menu under Trailer on the media display. This feature allows you to select the weight range of whatever you’re towing, which fine-tunes the driving experience, especially how the eight-speed automatic shifts under load.

The P100D ships with two electric motors fed by a huge battery pack which triples as the bulk of the chassis and a super-strong crash structure. It's also shared with the Model X SUV.

Combined power output is 568kW with more of it out the back rather than up front. Torque is quoted at 1000Nm, but it's likely more than that. Claimed 0-100km/h time is a mildly unbelievable 2.7 seconds, with a further two-tenths to be shaved off when you press and hold Ludicrous Mode and accept a warning that you'll wear the car out faster if you use it.

With 'Ludicrous Mode' comes not just software but a higher capacity fuse that allows more power to be drawn from the batteries for longer to provide the searing acceleration.

The X-Line claims an official combined fuel consumption of 7.8L/100km and comes with a generous 80L fuel tank, giving it a theoretical driving range of around 1000km.

In real-world use, a mix of school runs, grocery trips, and a few longer drives, I recorded 8.8L/100km, which is a strong result for a ute of this size and capability.

Of course, this figure doesn’t account for towing a trailer or fully loading the tray, but for everyday family life, the Tasman strikes a good balance between power and efficiency. It’s the kind of ute you can happily drive all week without constantly hunting for a fuel station.

Zippo. Obviously with the new rules for Tesla Superchargers, it's not as cheap to own and run a Tesla as it was before (from January 2017, all new orders don't get free juice after the first 400kWh), but if you charge it at home (and can get away with it), it'll probably be cheaper than using Tesla's chargers. If you look, there's a company offering $1 per day charging for electric cars.

If I'd charged the car to 100 percent rather than the 80 percent recommended by Tesla for most charges (past that mark, the charge rate drops and the software has to slow to a trickle, doling out the electrons to the different cells), I would have managed just over 400km on the charge.

The X-Line has enough power to feel confident on the open road, though I’d have liked a touch more grunt for overtaking or quick acceleration.

The eight-speed automatic shifts smoothly most of the time, but occasionally drops out of lower gears a bit too quickly, giving a slightly luggy feel when you need an extra burst of speed.

The higher ride height has its pros and cons. Visibility is excellent and you can see the road ahead clearly but it can act a bit like a windsail on the highway, pushing the ute around in strong crosswinds. There’s some roll through corners, though less than I expected.

A practical consideration for families is that from the driver’s seat, it’s often tricky to see small children or pets near the car, so vigilance is key when they’re outside the vehicle!

Ride comfort is decent for a ute. The Tasman absorbs most bumps with ease, though it’s not always perfectly poised on rougher surfaces. Overall, it’s a comfortable open-roader and the cabin remains relatively quiet despite the rumbling turbo-diesel engine.

At over 5.4m in length with a 12.3m turning circle, manoeuvring takes a bit of planning. Thankfully, the 360-degree camera system, along with front, side, and rear parking sensors helps a lot, though I feel more comfortable backing in than reversing out of tight spaces.

The first time I drove a Model S, I enjoyed the acceleration and the silence of the electric motor (this was back in the Dark Ages when even the P90 only had one motor). And that has remained, with the air suspension providing a firm but comfortable ride despite the P100D's 21-inch rims and very low profile tyres. Electric motoring in any electric car is addictive.

Much progress has been made (yes, I'm getting to the acceleration, stay with me) in the way it drives. The earlier cars felt too computer gamey, with little feel through the wheel or the seat of your pants. The steering is better, especially in Sport mode, but not a lot gets through the air suspension, so it takes a while to build confidence in the chassis.

One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.

On the freeway (look, you can read ahead if you must) it's amazingly quiet, with just a bit of a rustling around the mirrors. Well, of course it's quiet, it's electric. For chassis and NVH (noise, vibration and harshness) squashers, not having the marvellous engine noise means much harder work to dull the other noises you just don't hear when there's an internal combustion engine.

And there's the acceleration. As the driver, you obviously know it's quick. Mash the throttle and the response is instant, the horizon closing in on you like you're attached by a very stretched and immensely strong bungee strap that's just been released. The way cars disappear in your rear vision mirror is hilarious.

It's more fun as a passenger, though. The Model X elicited whooping and laughing, but the P100D's extra 0.6s-worth of acceleration over the P90D, delivered with a truckload more G-force, equals silence. One woman said she was glad I'd caught her before dinner rather than after, before bursting forth with a range of expletives. One passenger became quite emotional, almost crying. And not just because they were stuck in a car with me.

The Model S comes with six airbags, ABS, stability and traction controls, three ISOFIX points, rollover sensors, emergency power disconnect. Additionally, when the software arrives, you'll have full AEB (ours was limited), self-driving and an ultra-clever active cruise that'll change lanes and overtake if the car you're following falls below your set speed.

The Model S scored five ANCAP stars, the maximum available, in April 2015 via the sharing arrangement with EuroNCAP.

The Kia Tasman comes with a seven-year, unlimited-kilometre warranty, which is a solid term for the class.

Complementing that is a seven-year capped-price servicing plan, with services averaging $610 per visit. That’s a little higher than some rivals.

For context, the Ford Ranger averages $399, the Toyota HiLux $580, and the Isuzu D-Max $449 per service but it does include roadside assistance if you service through a Kia dealership.

Services are spaced every 12 months or 15,000km, whichever comes first. With around 162 Kia service centres across Australia, city and regional owners are reasonably well covered.

Overall, the Tasman offers relatively straightforward ownership, even if servicing isn’t the cheapest in the segment.

Tesla offers a four-year/80,000km warranty with a parallel eight year/unlimited kilometre warranty for the battery and drive units. Roadside assist applies for the four year warranty period.

Tesla offers two maintenance plans, three and four years in length. The three year plan costs $2100 and the four year $3175. Paying for the services individually over the same period will cost $2300 and $3425 respectively. That includes a wheel alignment (if needed), but it isn't particularly cheap when compared with 'normal' luxury cars.

Your first 400kW/h of recharging is free using Tesla's supercharger network, so that would be four full charges from empty (which you wouldn't do, obviously), or about 1600km worth. After that, it's 35c per kWh or $35 for a full charge.