Tesla Model X VS Audi SQ5
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
- Great chassis
- Loaded with tech
- Petrol engine is smooth and fast
- Could look a bit more exciting
- Now knocking on $100k
- Warranty package starting to look short
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 SQ5 is one of those marvellous cars that kind of came out of nowhere and instantly defined a genre. Technically, it probably shouldn't have existed. And for a company that is pretty much straight down the line, the decision to launch it as a diesel seemed extra odd. Not that we minded, of course.
The diesel engine was a masterstroke; André the Giant brawny, and with some clever engineering to make it sound like it actually wasn't an oil-burner. But it wasn't just a straight-line screamer - the SQ5 could corner, and it was tremendous fun while doing so.
So this second-generation car had a lot to live up to. But then - heresy of heresies - we found out that, for the moment at least, the SQ5 would be coming with a petrol engine. Without that Herculean torque figure, it's also slightly slower to the 100km/h benchmark.
So has Audi ended our love affair (by that I mean the one between the SQ5 and me)?
|Engine Type||3.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
It's no hot hatch, but it's fast, stylish and plenty enough fun to be considered the ultimate family all-rounder. Unless your kids are freakishly tall or you need to regularly carry wardrobes, it's a great family wagon that can easily deal with the day-to-day stuff, with a comfortable ride and plenty of space.
Some families, like mine, like some genuine performance with their practicality, and the SQ5 is all the car you'll ever need. It may not be the diesel, it may not have that lovely gravelly silliness, but it still looks and feels great, and is full of some of the most advanced tech in a fast SUV today.
Most important, though, it's just as much fun as it ever was.
Is the SQ5 still on your list without the diesel? Or are fast SUVs the work of the devil?
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 Q5 is the usual studied restraint from Ingolstadt. No, it's not a striking piece of design, and some find it hard to tell the new car apart from the old one. Move up to the SQ5 and again it's a bit of a sleeper. The 21-inch wheels look brilliant, and the deeper bumpers and skirts, along with the lower ride height, add a bit of aggression, too.
Inside, the Nappa leather is very nice, especially with the detailed stitching and diamond quilting. There's more space in here than there was before, so while still cosy it doesn't feel tight. As with the rest of the Audi range, the new interior lifts the best bits of the A4, which thankfully did not include the weird pin-stripe detail on the console trim. It has gone the only way it should - out.
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.
As before, the SQ5 is comfortable but cosy. Front-seat passengers are, of course, perfectly fine, and rear-seat dwellers have reasonable head and leg room - our six-foot-two teenager was happy enough back there. Rear-seat passengers can also choose their own climate-control temperature.
Two cupholders are provided front and rear, for a total of four, and the doors each have pockets with bottle holders.
Based as it is on the Q5, boot space is up over the old model by 10 litres, meaning between 550 and 610 litres when the rear seats are in place, and then 1550 litres with the seats folded. Like its cousin the Tiguan, the rear seats slide forward and back.
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.
One factoid I really like telling people is that the SQ5 was, for quite some time, the biggest-selling single Q5 model in the country, despite costing upwards of $90,000 on the road.
This new car weighs in at $99,611. Standard are 21-inch alloys, three-zone climate control, a 10-speaker stereo, ambient interior lighting, a comprehensive safety package, reversing camera, around-view cameras, front and rear parking sensors, auto park, keyless entry and start, nappa leather interior, active cruise control, electric heated front seats, sat nav, auto LED headlights, auto wipers, an electric (foot-wavey) tailgate, a wireless hotspot, Audi's 'Virtual Cockpit' digital dash and a space-saver spare.
The media system is Audi's MMI system, which is displayed on the 8.0-inch screen perched on the dash. Controlled by a rotary dial or a touchpad just in front of the dial, it's also got Apple CarPlay and Android Auto as standard. The sound is good and it's even better if you go for the $5600 'Technik package', which adds a 19-speaker Bang & Olufsen system, head-up display and the brilliant Matrix LED headlights, all of which we had on our test car. While $5600 isn't messing about, it's a fair bit of stuff, especially when you consider the Matrix LEDs alone cost half of that on some Audis.
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 two-tonne-plus (tare) SQ5 streaks from0-100km/h in 5.4 seconds, with power reaching the road via Audi's Quattro system with a mechanical centre diff. Torque is generally apportioned 40/60 front to rear, but can be 85/15 either way when needed. The eight-speed ZF continues on and is, as ever, brilliant.
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.
The old SQ5 wasn't perfect, by any stretch, but goodness gracious was it a barrel of laughs. No car as heavy or as high-riding as the SQ5 had any right to be so much fun, but somehow it was, without the compromise of a super-hard ride or a din from fat tyres.
The numbers are a bit of a compromise; weight is down by around 130kg, but you're also missing 200Nm compared to the old car. The colossal torque figure was a big part of that car's appeal, and I did miss it. However, once I'd got over that, I found something just as fun underneath.
As with the rest of the Q5 range, it's quieter on the cruise and the cabin is once again the best in the business, borrowing much from the A4. With adaptive dampers set in comfort mode, it's comfortable and compliant and road noise is kept to a minimum. I'm not a huge fan of the light steering in this mode, but it's set to be low stress rather than man-handled.
Step up into Dynamic and everything beefs up; the ride stiffens and the car actually drops to lower the centre of gravity. The exhaust opens up and starts popping and farting, too, while the steering weights up and the throttle drops any easygoing slack.
Throwing it down through the bends of some NSW Blue Mountains back roads, this car sparkles. It's tons of fun (literally), with the security of the of the Quattro drivetrain underneath. The exhaust isn't quite enough to make me want to wind the windows down on a cold morning, but it's amusing enough inside given the stereo plumps up the racket a bit.
Despite being down on torque, it still feels very strong in the mid-range. It doesn't quite have the organ-squishing punch of the diesel, but the smoother, more linear delivery feels more conventional, particularly with most of the power heading to the rear wheels.
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.
The SQ5's five-star ANCAP rating (May 2017) comes courtesy of eight airbags, ABS, stability and traction controls, exit warning system (which lets you know if you're about to clobber a cyclist, pedestrian or approaching car), cross-traffic assist (stops you turning across approaching traffic), blind-spot warning, forward collision warning (up to 250km/h), around-view camera and front and rear AEB.
There are three top-tether restraints and two ISOFIX points.
Audi offers its three year/unlimited kilometre warranty, which is competitive in the segment, but much cheaper cars (and Lexus, for that matter) offer more. You can pay for a further four years and up to 160,000km on top of the standard warrant. Roadside assistance is yours for the duration of the standard warranty.
Servicing comes every twelve months or 15,000km, and you can purchase a plan to cover the first three years or 45,000km, whichever comes first, for $1870 - which is $280 more than any of the other Q5s.