Lotus Eletre vs Tesla Model S

What's the difference?

So, how does this radically different Lotus measure up to the brand’s reputation and stack up against its would-be competitors in the final summation? It doesn’t reset the benchmark in any area or stand out head and shoulders above its competition, but crucially for Lotus (and its overlords at Geely) it doesn’t feel behind its rivals. 

For the Lotus diehards this is an unrecognisable addition to the brand’s legacy of great sports cars. But this new version of the brand is looking to reach fresh customers and the Eletre will likely grab their eye with its dramatic looks.

It’s a highly competitive luxury, performance SUV that should have anyone considering a similar sized Bentley, BMW, Mercedes, or even the Lamborghini taking it for a test drive. It has both elements - luxury and performance - that will appeal to those looking for something special.

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.

The design of an electric SUV is, by its very existence, interesting as it’s something a Lotus has never been before. This is the brand’s new flagship SUV, designed to take on the likes of everything from the Bentley Bentayga to the BMW iX and even the Lamborghini Urus, so it needs to make a statement.

The design is influenced by the Evija electric hypercar, which Lotus built to kick-start its Geely era, but goes a step further with its angular design. It certainly looks more closely related to the Lamborghini SUV than any Lotus you’ve seen before.

It’s different, it looks special and will likely turn heads, but to be blunt, if you’re a Lotus lover who has an affection for the Elise, Exige and the like then this really isn’t for you.

This is a modern evolution for Lotus, created to appeal to new customers with its edgy exterior design, utterly modern interior look and premium finish.

One disappointment is the way the plethora of safety sensors and cameras can disturb the lines of the car, making it look like an unfinished prototype from some angles.

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 modern and premium design carries over into the cabin, with the model we were testing finished in grey leather and Alcantra with gold highlights. Which, along with the fact there’s leather and carpet inside, makes this feel more polished and luxurious than any previous Lotus.

But once you look beyond that you notice it’s not quite as practical as such a large SUV could be. Yes, there are a couple of cupholders in the centre console, but one is quite small and not practical for most cups/bottles.

There’s a small shelf for the wireless smartphone charging pad and the centre console box, but aside from that, there’s no other significant storage space in the front.

On the plus side the seats are comfortable and supportive, which is also true of those in the rear. The space in the rear is excellent, with plenty of head and knee room that will allow four adults to travel in comfort (adding a fifth to the middle seat would be a squeeze).

Those in the back also get access to the small screen that allows them to adjust not only the climate control but also the front seats. The rear seats also recline and there’s a pair of cupholders and USB-C ports.

The Lotus Eletre has a generous 688-litre boot, which is wide and deep. However, it comes at the expense of a spare tyre, with only a puncture repair kit provided.

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.

As mentioned earlier, there are three Eletre models, with the base model and S sharing the same powertrain, while the R gets a unique set-up.

The Eletre and Eletre S punch out a very healthy 450kW/710Nm from the dual motors that provide all-wheel drive traction. Despite being a full-size SUV, the two 450kW models are able to run 0-100km/h in only 4.5 seconds.

The Eletre R gets more powerful motors that make a staggering 675kW/985Nm, and crucially also get a two-speed transmission, which helps with acceleration. Lotus claims it has enough performance for the Eletre R to launch from 0-100km/h in just 2.9 seconds, a hugely impressive time for such a big and luxurious vehicle.

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.

Despite the different powertrains, all three Eletre models have the same 111kWh battery but the driving range varies across each one. 

The entry-grade model has a claimed WLTP range of between 535-600km, the Eletre S drops to 490-535km and the Eletre R can travel between 410-450km on a single charge.

On test we found those claims to be optimistic, certainly on the higher end, and especially if you head out of the urban environment and don’t maximise the regenerative braking to keep the battery topping up.

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 challenge for Lotus, and its competitors, is to make its cars stand out from the pack despite the increasing similarities in performance brought on by electric powertrains.

Whereas in the past we could have assessed the difference between a Lotus-built V8 compared to a BMW manufactured V8 or even a Mercedes-Benz V12, these days all the electric models produce the same quiet, effortless punch.

So, it creates a generic driving experience in some regards, when what you’re hoping for at this end of the market is something special and different. And it’s important to note I don’t use the term ‘generic’ in a negative sense, but simply the Eletre has similar driving characteristics to the electric models from BMW, Mercedes-AMG and others.

Where it does give a hint to Lotus’ heritage is in its handling, where the combination of the air suspension with adaptive dampers, torque vectoring (by braking) and the British brand’s decades of experience combine to create a surprisingly direct and responsive SUV.

You won’t mistake it for an Emira, Exige or Elise, but the Eletre does have dynamic ability a cut above your average luxury SUV.

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.

As for its ownership credentials, Lotus doesn’t offer capped price servicing, so you’ll need to discuss the on-going maintenance costs for your Eletre.

On the plus side, the new model is covered by a five-year/150,000km warranty for the car, with an eight-year/200,000km warranty for the battery.

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.