Tesla Model X VS Audi Q7
Tesla Model X
- Brutal acceleration
- Excellent handling
- Falcon Wing doors
- Auto doors can be slow to open and close
- Body styling is a little plain
- Expensive options
- Sleek design.
- Great cabin.
- Still strong engine.
- Not much cheaper than the 200kW.
- Some options are ludicrously priced.
- No CarPlay or Android.
Tesla Model X
Richard Berry road tests and reviews the Tesla Model X SUV, with specs, energy consumption and verdict at its Australian launch in Victoria.
At some point Tesla need to come clean... and admit they're aliens. That they're the first fleet of colonists belonging to a super advanced civilisation from another planet.
How else are their vehicles so fast? How else can they travel so far on electricity alone and then be charged so quickly? And how is it they've mastered fully autonomous technology while other car companies are just dabbling with experimental self-driving tech?
Wake up people, Elon Musk isn't Tesla's CEO he's General Eeeekbleeeergh from Centauri 1. Come on, his really bad human mask is a dead giveaway.
Okay, maybe not. But we were mighty impressed with the Model S when we reviewed it and now the Model X large SUV has arrived in Australia. Like the Model S the Model X is completely electric, and with a best 0-100km/h claim of 3.1s that doesn't just make it the fastest accelerating SUV around, it's actually one of the quickest cars on the planet.
So does this new gift from our alien overlords live up to the hype? Maybe it's quick to 100km/h but does it handle like a block of cheese at the first corner? Is it a practical SUV? Does it tow? And what made me want to throw up? We found out by piloting the angriest one in the range - the P100D.
Audi’s big banger Q7 relaunched late last year with a slimmer-hipped, lower slung replacement for the old bruiser.
There are a few bits missing that are standard on the more highly powered version, so with a relatively narrow price difference, is it a good fit for options-box tickers?
|Engine Type||3.0L turbo|
Tesla Model X8.6/10
Hugely impressive all round – from its brutal acceleration to its practicality. It's expensive when optioned to the hilt, but this is a special car. I miss the noise of petrol engines, though and the drama which goes with it. Alien technology, then? Nope, more likely the future of human travel. Just make sure you have the stomach for it.
Would you pick a Model X over an X6 or GLE Coupe? Tell us what you think in the comments below.
The 200kW Q7 is a brilliant car and the 160kW is little different. It’s hard to make the economic case for spending less, though, as options will quickly land you in 200kW price territory unless, of course, you’ve stretched yourself for the $96,300 in the first place.
If you have stretched, you’re getting an even better overall car than the excellent BMW X5. The fundamentals of the Q7 are such that you could almost whack the 2.0 TFSI from the A3 in it and it would still be just fine.
Does the Audi Q7's new styling sway you or is the options list too pricey? Tell us what you think in the comments below.
Tesla Model X8/10
I'm pretty sure the designer who came up with the shape for the Model X was sitting at his computer and looked down at the mouse in his hand and said: "That's it! Now where are we having lunch?"
With coupe styling similar to BMW's X6 and Mercedes-Benz's GLE Coupe and with short overhangs like them too, the Model X is one sleek hunk of SUV. Actually at the time of writing the Model X is officially the most aerodynamic SUV on earth with a drag coefficient of 0.24, that makes it 0.01 slipperier than the Audi Q8 SUV Concept.
The Q8 will come as a fully electric SUV like the Model X, but the Benz GLE Coupe and BMW X6 run are powered by diesel and petrol only. The closest electric equivalent is the GLE 500e and the X5 xDrive 40e, but these are plug-in hybrids that still use petrol. The Model X is far closer in shape, size and spirit to the GLE Coupe and X6 - it's just that their electric versions haven't been born yet.
The Model X is just short of drop-dead gorgeous, just short because there are some elements which while they may make aerodynamic sense aren't that aesthetically pleasing. Sure electric cars don't need a grille, but its face is a bit plain without a mouth. The way the rear of the car ends abruptly like it's been sawn off reminds me of the Toyota Prius's bottom.
What makes it possible to overlook these not-so-pretty points are stunning design features such as the massive swept back windscreen, the wheel arches filled with giant 22-inch rims and those upward opening Falcon Wing doors.
That slippery shape also hides just how enormous the Model X is but the dimensions don't. At 5037mm end to end the Model X is 137mm longer than the Benz GLE Coupe and 128mm more than the BMW X6. The width with mirrors folded out is 2271mm which is 142mm wider than the GLE Coupe and 101mm more than the X6. But at 1680mm the Model X isn't as tall as them – the GLE coupe is 1709mm and the X6 is 1702mm.
Ground clearance ranges from 137-211mm, which is not bad for an SUV.
It may be an SUV but the Model X has all the Tesla hallmarks – from that window profile to the featureless face. The same goes for the cabin with its giant display, beautiful high-quality materials and stylish design.
The new Q7 is, thankfully, a lot less imposing than the first generation. That car really did loom and as time went by it became ever more covered in bling. The restraint of the new car is admirable (and good business sense – there’s bound to be a bigger Q8 before long) and looks more like a jacked-up wagon than a full-on SUV.
As is Audi’s wont, there’s lots of aluminium, particularly in the MQB Evo chassis itself (shared with some pretty posh things like the Bentley Bentayga) as well as doors and bonnet.
Despite being smaller, there are still seven seats in the Q7, with a reasonably accessible pair of rear pews providing you’re at least four years old and in possession of two working legs. That third row gets its own air-conditioning vents, cupholders (there are six in total) and somewhere to store your ration of Smarties.
The middle row of seats can be slid fore and aft through about 15cm to liberate or rob the third row of space. The middle rear seat passenger does have to contend with a fairly solid transmission tunnel, however.
Storage is well scattered around the cabin, with four bottle holders, a shallow bin under the centre armrest and a few cubby holes here and there to supplement the good-sized glove box. Audi says the minimum boot volume is 770L with the third row of seats down and 1955 with both rows folded away. With the third row up, an educated guess says somewhere in the region of 300L is still available. There's also ISOFIX child seat mounts for all five rear seats.
The driver gets a clean, clear dashboard with two big dials flanking the central info screen and, as usual, everything is spot-on ergonomically. The dash is considerably less visually weighty than the old car, with full width air-con vents, the middle section blowing diffuse air so you’re not in a windtunnel from a 1980s music video clip.
Tesla Model X8/10
Yes it's fast and electric but if you take the utility out of an SUV you're left with just a sports vehicle, right? So the Model X needs to be practical – and it is.
There are five seats as standard, but you can option six or seven seat layouts. The GLE coupe, the X6, even the Q8 (when it finally arrives) only have room for five. All are individual buckets seats in the Model X – two in the front, three in the second row and two more in the third in the case of the seven seater.
Now the real test. I'm 191cm tall, so apart from being refused entry onto some amusement park rides sitting behind my own driving position can be a challenge in various cars. In the Model X I fit but with about a thumb nail's gap – which is fine. Headroom is good because of the recessed windows in the Falcon Wing doors' which become the roof when closed.
The P100D we drove was optioned with seven seats. Back in the third row headroom is limited because of the roofline. Legroom is adjustable because the second row seat can slide forward but I couldn't sit behind myself. The third row really is for kids or Danny DeVito – entry though is excellent thanks to that sliding second row.
Storage is good with six cup holders (two in each row of seats), medium sized bottle holders in the front doors (the back doors don't because, gravity), a large centre console bin, and a glovebox.
There's no engine under the bonnet and so it becomes a front boot (a froot?). The combined luggage capacity of the froot and the back boot (with the third row folded) is 2180 litres.
All doors open automatically – the front ones and the rear Falcon wings. They are a bit slow and forcing them only makes them grind their motors angrily. They're a great party trick but if you're getting in and out frequently – as I was when doing the photo shoot, they become a hassle.
The Falcon doors are clever, though, in that they can open in just 30cm of space either side of the vehicle.
Price and features
Tesla Model X9/10
The P100D is the king of Model Xs (the P stands for Performance, the D for Dual motors) and has a list price of $271,987. Under this is the $194,039 100D, then below that is the 90D for $187,671 and then the line-up's 75D entry variant for $166,488.
Yes the P100D we drove is $100K more than the entry car, but you do get some sweet standard features. Things like the Ludicrous Speed Upgrade which drops the 0-100km/h time from 5.0 seconds to 3.1 seconds. There's the higher capacity battery for increased range and performance, plus the rear spoiler with three height settings. The Falcon wing doors are standard, too.
Other standard features found on each variant include the 17-inch touch screen, nine-speaker sound system with Bluetooth connectivity and front and rear parking sensors. Not counting the reversing camera the Model X also comes equipped with seven other cameras – these are for the Enhanced Autopilot self-driving option ($7500) which is currently being developed but will be rolled out soon according to Tesla.
Standard as a five seater, a six seat option costs $4500 and seven seats will need you to part with $6000.
Our test vehicle was also fitted with the optional Towing Package – yup you can tow with the Model X. It's braked towing capacity is 2500kg.
Our test car with all of its options was pushing the $300K mark.
With a price just a few thousand down on the original 200kW version, it almost seems like Audi doesn’t really want you to buy the base model. The price difference is “only” $7600. Remember that bit.
Despite the lower sticker, there is a generous equipment list, particularly on the safety front. Standard are a 10-speaker stereo with DAB+, Bluetooth and dual USB ports, 19-inch alloys, dual-zone climate control, blind spot sensor, reversing camera, keyless entry and start, front and rear parking sensors and park assist, cruise control, electric front seats with driver’s seat memory, satnav, bi-xenon headlights with level adjustment, auto headlights and wipers, leather trim (some real, some not), electric tailgate and tyre-pressure monitoring.
Our car had the optional Audi Connect wifi hotspot feature ($750), metallic paint (at a hefty $2400), Assistance Package - which adds adaptive cruise, active lane assist, pre-sense front, traffic jam assist, collision assist and turn assist ($4075), LED headlights ($2800!), Parking Assistance Package, which adds auto-parking and 360-degree cameras ($1300), full body paint finish ($1300) and interior inlays of high gloss black and oak (an even more mystifying $1690). This brought the total to an eye-watering $110,615.
That’s only $5000 less than a similarly optioned 200kW, which has a few more standard additions, more power obviously, bigger wheels and the full digital “virtual dashboard” from the lovely TT. Of course, neither Q7 is particularly cheap. If you’re willing to lose all-wheel drive, you can have a BMW X5 starting at $86,200 for the rear-wheel drive 170kW 2.0 diesel (but only with five seats).
Audi’s MMI system controls the operation of the retractable 8.3-inch screen that rises majestically from the centre of the dash. MMI looks after the entertainment, satnav and various settings of the car and does a fine job of it, supplemented by a generous touchpad for you to write out your destination with your finger, or choose your radio station.
You can also speak in reasonably normal terms to the nav via voice activation and it will take you to the nearest public toilet, or a petrol station or a nearby Italian restaurant.
Engine & trans
Tesla Model X9/10
The Model X is all wheel drive. The P100D has a 193kW/330Nm at the front axle and a 375kW/600Nm at the rear; the rest of the variants just have the 193kW/330Nm motor front and rear.
There is no transmission in the traditional sense, just a single fixed ratio (1:8.28) gear. That means smooth, strong instantaneous oomph.
The 160kW is the same basic unit as the 200kW, just with the lower power figure and 500Nm of torque (down from 600Nm) to push its 2135kg frame to 100km/h in 7.3 seconds.
Fuel economy, courtesy of the ZF eight speed automatic and stop-start, is a claimed 5.8L/100km and, it must be said, a fairly unlikely figure to achieve. We saw 9.2L/100km on the dash display, which is still pretty impressive for such a large vehicle.
The Q7 is also rated to tow 3500kg with trailer brakes.
Tesla Model X9/10
The P100D has a 100kWh battery pack which is stored under the floor. The NEDC official range for the P100d is 542km, but in reality Tesla says that your range on a full charge is about 100k less than that.
The 100D also has the 100kWh battery, but with a range of 656km NEDC. Following on from that is the 90D with a 90kWh (489km) and the 75D with the 75kWh battery (417km).
Charging through one of Tesla's Supercharger stations will put 270km into the battery in 20 minutes, while the wall unit which comes free (you have to pay to install it) will top it up at 40km per hour. There's also a charging cable which will plug straight into your power point at home – it's a lot slower at about 10-15km per hour but fine as a last resort.
Tesla Model X9/10
I've had a couple of brushes with car sickness in the past, but never as a driver – until now. So full-on is the Model X P100Ds acceleration and my need to drive every car like it's a rally stage that I managed to make myself a little bit... ahem queasy.
It's not so much car sick, as train sick because piloting the Model X is like driving a high speed train – you've got that instantaneous sledgehammer acceleration, you're seated fairly high and the view from the cockpit with the giant windscreen (the largest in production) is cinematic. The bonnet is short and dips away so much so that the base of the windscreen appears to be the front of the car. Combine this with almost total silence and the only indication that you're travelling at warp speed is what feels like a punch in the guts and the landscape rushing towards you.
It's almost totally silent because there is a faraway hum of electric motors and I also picked up a bit of wind noise that seemed to come from around the rear doors. Apart from that the cabin is so well insulated there was next to no road noise.
How did it handle when it came to the first corner? Gobsmackingly well. The course wasn't an easy one either. Tesla had chosen the Black Spur – one of the best driving roads in Victoria that twists its way from Healesville to Marysville. I've driven it in everything from hot hatches to family sedans, but the Model X would be up there in proper sports car territory.
With the batteries running along the floor there's a low centre of mass and that goes a long way to reducing body roll and the air suspension not only gives the SUV a comfortable ride but great handling too.
Steering is on the heavier side, but it's quick and accurate.
Braking is almost not needed. As soon as you lift off the accelerator regenerative braking washes off speed quickly.
The driver's seat felt a bit tight around my legs - blame my height – but comfortable across my back - a bit on the firmer side through – some would say supportive.
While forward visibility is unrivalled, the small back window is hard to see through – the reversing camera is excellent, however.
The drive was only a short one, but in my 50km blast I used an average of 329Wh/km. The car wasn't fully charged when I set out and the gauge told me it had about 230km 'in the tank'. Upon returning there was just 138km left – but I was driving hard enough for me to make myself sick.
It might be down 40kW and 100Nm of torque, but the Q7 still feels pretty nimble for what is a very heavy car, despite its average weight loss of 325kg. The mid-range is very strong, meaning effortless overtaking from rarely more than a toe on the throttle pedal. When your car is this big, the last thing you want to be worrying about is whether it will trip over itself when you’re in the cut and thrust of the school pick up or daily commute.
This is the first Q7 I’ve driven without the air suspension and it was a pleasant surprise. It rode and handled almost as well and you’d have to wonder whether it’s worth the extra outlay. When a press fleet has nothing but air-suspended cars, it makes journalists suspicious; I’m pleased to say there was no need. The only real difference is more noticeable body roll when you’re getting a bit ambitious in the corners. Not really a Q7’s core business.
The steering is quite light but weights up nicely in dynamic mode. It’s tidy in the bends and excels in the wet or dry; its stay with us coincided with some truly apocalyptic rain, which the car simply shrugged off. Needless to say, the cabin is extremely quiet, with just a slight rustle around the wing mirrors and a distant growl from the engine.
Tesla Model X9/10
The Model X does not yet have an ANCAP rating, but all the signs are there that it is likely to easily score the maximum five stars. There's 12 airbags, AEB and when once the Enhanced Autopliot software is ready for download it will be fully autonomous, meaning it will drive you to where ever you need to go without you having to steer it – but check the regulations in your area before you get carried away with this, okay?
There were ISOFIX mounts and top tether points in all five of the back seats in our test car.
Eight airbags, blind-spot sensor, forward-collision mitigation, forward-collision warning, lane-departure warning, rear cross traffic alert and active safety bonnet all add up to the maximum five ANCAP safety stars.
The Assistance Package, which adds adaptive cruise control, active lane assist, pre-sense front (to keep you from crashing into the car in front), collision assist (helps you out with your braking and steering when the car thinks you’re heading into a crash) and turn assist (stops you turning into the path of an oncoming car).