2023 Tesla Model Y vs 2022
- by Carsguide.com.au
- Aug 22, 2023
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On the inside expect the standard Tesla stuff, like synthetic leather interior trim, the huge 15-inch centre tablet screen with integrated nav and always online connectivity, dual wireless chargers, and a panoramic sunroof.
The whole look and feel is super slick, as always, but is notably missing Apple CarPlay or Android Auto. Tesla is hoping you’ll use built-in versions of all your favourite apps. Too bad if you use one which isn’t offered.
LED headlights, performance tyres, and a power tailgate add to the gear list, but interestingly there’s no V2L - one key feature still missing from the Tesla brand, and something which adds a slight advantage to its rivals from Kia and Hyundai.
Of course, the software is the biggest sell. As though to prove Tesla is a software company first and a car brand second, the software in this car is by far the best on the market.
It’s super slick, and offers the most feature packed and functional app. It’s stuff like this which is hard to go back from, and is still keeping Teslas feeling more futuristic than most electric rivals.
It’s worth noting: even at this inflated price, the Model Y Performance still seems like decent value given how quick it is.
The only comparisons, cars like the Porsche Taycan, Audi e-tron GT, and BMW iX cost more, with the exception of the Kia EV6 GT which is similarly priced and offers similar specs and features.
Price and features
Perhaps the most important contributor to the Model Y's, or even Telsa’s success as a brand is it continues to offer above and beyond features and a range on cars priced close to the entry-point of the EV market.
The Model 3 has gone from strength to strength, weathering continued price increases by also improving across the board, whether its build quality (yes, the Shanghai-built cars are much better) or range (with the new LFP battery adding even more than before.)
Can the Model Y continue this trend? The signs are initially against it. Yes, it only costs $5000 more than the equivalent Model 3, but just a week after it went on sale in Australia it was hit by a price-rise, with the ticket for the entry-level Rear-Wheel Drive model boosted to $72,300. Lucky for those with quick trigger-fingers on the order button, who managed to pick one up at the original $63,900 starting price.
Unfortunately, the Model Y’s price falls above the $3000 rebate value in NSW where we tested the car, meaning it was only eligible for a stamp duty exemption (Although, that's also close to $3000).
The entry-level Y also has slightly less range than the equivalent Model 3, at a WLTP-rated 455km, losing nearly 40km. We’ll talk about this more in the ‘range and charging’ part of this review.
For now there is no mid-spec Long Range Model Y, with the next variant up being the full-fat Performance, with a price-tag now set a hair's breadth under $100K, at $96,700.
The Performance has largely the same standard equipment as the base car, although it adds a bigger battery allowing for a 514km driving range, a second motor on the front axle for a 0-100km/h sprint time of 3.7 seconds, aluminium sports pedals on the inside, lowered suspension, and the signature 21-inch ‘Uberturbine’ alloy wheels.
Standard gear on the base Rear-Wheel Drive which we tested for this review included smaller 19-inch alloys with aerodynamic hubcaps, synthetic leather interior trim, Tesla’s signature 15-inch all-encompassing multimedia touchscreen with integrated nav and always-online connectivity, heating for every seat position, dual-zone climate control, a panoramic glass roof, LED headlights, and a powered tailgate.
Our car also had an optional premium paint valued at $1500, as well as the alternate black and white interior, also $1500.
Overseas the Model Y can be optioned with seven seats at a cost which roughly equates to $4500 Australian dollars, however this option is not yet available to Australian buyers.
Considering the extensive offering, particularly how comprehensive and seamless its app and navigation connectivity is, plus how much range is even on the base car, value is still very much up the top of what you can expect in this segment.
However, the recent increase in price places the Model Y in dangerous territory, as it is now more expensive than entry versions of the Hyundai Ioniq 5 and Kia EV6, both are also bespoke electric cars on dedicated EV underpinnings.
It doesn’t help the Model Y is also notably missing V2L (the ability to power or charge devices externally) or an in-car power outlet. It’s also missing Apple CarPlay and Android Auto connectivity despite its impressive software offering, with the brand hoping you’ll use built-in versions of your favourite apps.
Too bad if you frequently use one which the Tesla doesn't have. Not the EV Swiss army knife it could be.
Under the bonnet
Tesla, always mysterious when it comes to hard specs, does not offer official power and torque figures for any of its models. Just the ever-impressive 0-100km/h sprint times.
However, looking at documentation the brand has officially filed in China (where the Model Y for our market is built) reveals specs of 220kW/440Nm for the rear motor, and 137kW/219Nm for the front motor, placing it pretty far up there in the EV performance charts.
It’s not just raw power, either. The Model Y performance also scores a lowered ride, bigger brakes, impressive torque vectoring software to keep everything under control, and interestingly, what Tesla tells us is a new suspension tune (even newer than the set-up we tested when the Model Y first arrived in Australia in late 2022.)
It’s all very impressive-sounding, but does it work? Read on to find out.
Under the bonnet
Tesla does not officially talk about the power and torque specs of its electric motors, although generally the brand’s performance aspirations has them performing well compared to rivals.
Hardware seems to be identical to the Model 3, which means more than adequate punch, although, with the additional weight, it doesn’t feel quite as sharp as its sedan sibling.
The Model Y RWD ships exclusively with the brand’s latest LFP battery. This means an increase in range over its more traditional lithium-ion predecessor, but also avoiding the need for the controversially-sourced cobalt in its production.
As a reminder, this means the base Rear-Drive model can travel 455km on a single charge, while the Performance can travel 514km on a single charge. Great range for an EV in this class.
Efficiency
The Model Y Performance has an official, WLTP-rated consumption number of 15.4kWh/100km, which grants the car a 514km driving range.
Few EVs manage to get over the 500km range mark, so this fact alone is pretty impressive.
In our testing the car returned a higher figure of 18.7kWh/100km, reducing range to the mid-400s on a full charge.
We only had the car for three days, so I expect, like the standard Model Y, it would be possible to get close to the official number with a longer-term test.
When it comes to charging, the Model Y can hit an impressive 250kW on a fast DC charger, allowing a charge time of around half an hour on a compatible unit. Expect more like an hour and a half on a more common 50kW unit.
Meanwhile the slow AC charger will hit a peak of 11kW, allowing the Model Y to charge from 10 per cent in more like seven hours. Still, adding roughly 75km of range an hour is worth it for longer stays at shopping centres or the like.
Interestingly, the Model Y doesn’t offer V2L, that is - the ability to power devices from its charging port. It seems to be one key piece of EV equipment missing from its spec list.
Efficiency
The Model Y Rear-Wheel Drive we tested has an official energy consumption claim of 14.6kWh/100km which is excellent for something in this size-bracket. Our testing of the car actually managed to best this number, with my three days of testing involving over 300km of mixed conditions landing at 14.3kWh/100km. Surprisingly good.
The Performance variant is slightly less efficient at a claimed 15.4kWh/100km, but you’ll have to wait for a follow up test for us to validate that number.
Before you go nuts customising your Model Y, keep in mind larger alloy wheels can be significantly detrimental to range on an EV, our car had the most eco-friendly standard wheels with aerodynamic hubcaps.
When it comes to charging, the Model Y is the same as the Model 3, offering a solid 11kW charge rate on AC, the same as its key rivals, but a well above par 250kW on a DC charger.
The brand says using one of its ‘Supercharger’ locations you can expect around 300km of range to be added in just five minutes. The battery has a pre-conditioning system which preps it to the optimal temperature if you set a supercharger location as the destination in the navigation system. We suggest using it if you’re in a hurry.
While the Model Y doesn’t offer V2L, it is able to make use of the most extensive set of charging hardware in the country, thanks to its ability to charge at the usual public EV locations, as well as the Tesla ones, which are software locked to other EVs.
Driving
I’ll just cut to the chase here: Sorry Musk haters, the Model Y Performance is truly, deeply impressive.
I didn’t stopwatch test its 0-100km/h sprint time, but 3.7 seconds certainly feels possible, and totally visceral.
Yes, the Model Y Performance will turn your groceries into a fine paste on the back of the boot if you stick your foot in, but the sprint time is far from the most impressive part of the drive experience.
I’d hand this honour over to the handling. The Model Y is simply incredible at holding onto the road.
Try as I might on one of Sydney’s best and curviest roads, the Model Y simply wouldn’t misbehave.
It’s almost surreal feeling the computers work their magic in the corners, taming the physics of a 2.0-tonne SUV, constantly fighting understeer or oversteer on the fly to keep it all tidy.
It does all of this in silence, with just the tyre roar to indicate your velocity. I must admit. I didn’t expect such ferocious ability from this car.
I certainly expected speed, but not this level of tidiness for something heavier and taller than a Model 3.
The trouble for a traditional car enthusiast, then, is the fact the Model Y is almost too good. It’s clinical in the way it attacks the road, and feels almost unfair, artificial, as though a computer is doing the work for you (it might as well be).
It feels risk-free, drama-free, feedback-free. While the experience of driving such a machine is nothing short of incredible, I somehow think it’s not the kind of thrills combustion enthusiasts are looking for.
Even the steering is artificial, with three heavily computer-assisted modes. I must say, 'Sport' and 'Standard' are a bit too heavy, with my preferred steering mode being the 'Chill' setting, which is the lightest and makes the car feel a bit easier to wrangle in the corners.
The three regen modes will actually appeal to a variety of tastes, allowing the car to behave either like a single-pedal EV (my preferred mode) or more like a combustion car, with a creep mode and a roll mode which will be more familiar to those who haven’t experienced an EV before, or are not fans of regenerative braking.
The new suspension has improved the ride significantly, with the Model Y Performance lacking the brittle edge which I experienced when the Model Y first arrived a few months ago.
It feels like it deals with sudden jolts a bit better, but make no mistake, this is still a firm ride, and the Y still has a firm frame.
While the ride has improved, it is still susceptible to significant amounts of jiggle, with the ride being notably busy over poor road surfaces. Still, it’s good to see this common issue with Teslas starting to move in the right direction.
Driving
I was lucky enough to have tested the Model Y back-to-back against an equivalent-spec Model 3, and things were quite revealing.
As mentioned earlier, the driving position is immediately quite beneficial, with a better view of the road out front, and the more commanding aspect which SUV buyers love.
The rear, however, manages to have an even more limited view than the Model 3 due to the sloped roof and high boot lid, leaving you with only a tiny letterbox aspect to see directly out the rear.
The Model Y maintains the same key interactive elements to the Model 3. This means a somewhat artificial steering tune, which is also a little heavy, even in its lightest 'comfort' mode.
Acceleration is instantaneous, making the Y feel rapid and agile, and while the steering is heavy, it is also responsive, making this heavy EV feel quite reactive and fun.
It’s not quite as fun as the Model 3, though. The extra weight and ride height means performance is blunted a little, and it feels burdened in the corners. It simply doesn’t stick to the tarmac as well, and is more inclined to punish its tyres.
Still, it is absolutely possible to have a blast in this SUV, even if it doesn’t quite have the urgency or confidence of its little sibling.
Then there’s the ride. The Model Y rides hard. Unnecessarily hard. It’s the same issue which is present in the Model 3, only you notice it more with the Y’s additional heft over sharp bumps and frequent corrugations.
To its credit, it means it handles better than it probably would with a significantly softer treatment, but it would mean a world of difference to take the harsh edge off of it. I think most family focused buyers (i.e. the target audience for an SUV) would make the trade.
The radar screen and software looks great, and for the most part is okay to use, especially the radar display, but it’s a shame this car hasn’t compensated for the lack of a digital dash by adding even a holographic display.
It means you have to direct your eyes a significant distance from the road to peer at your speed on the centrally-located panel. While each context menu on this screen is packed with info, some of the touch elements are also small and annoying to jab at while your trying to drive. Even the climate functions are like this.
It’s a shame to have a system which looks this good, but is at times quite annoying to use.
One thing the Model Y is excellent at, though, is how smooth its drive characteristics are. Once you get used to its regenerative braking, the experience of driving this car is just nice.
The deceleration has an exponential aspect to it, so you can just gradually let the accelerator pedal out to come to a near-stop. It’s similar to the 'i-pedal' system used in Hyundai Group EVs, although feels a bit smarter in the way it rolls the regen on.
It's very efficient, too, using the regen or blended braking in the little gaps where some other EVs would simply use mechanical brakes.
While we have covered some negatives here, the Model Y is still an excellent EV to drive. It’s undeniably rapid, more so than most other SUVs in this size and price bracket, it’s quiet in the cabin, and has those smooth regen characteristics which most EV buyers love.
It’s just a little odd it doesn’t have a more family-friendly ride and the option for lighter steering.
Safety
Teslas are very impressive when it comes to safety, with an almost unprecedented number of sensors, and, importantly, great software to process what the car sees.
This is best seen through the radar screen which the car displays alongside the map, which is constantly collecting data on what the car sees around it.
It gives you confidence the car has seen and categorised a potential threat, usually before you have, and if ANCAP’s testing is anything to go by, it works, too.
The Model Y, including this Performance variant, wears a maximum five ANCAP stars, performing extremely well across all categories, with a particularly high score in ‘adult occupant protection’, and ‘Safety Assist’ which considers the abilities of its automatic safety systems.
While the Model Y’s suite is broader than individual standard active safety items offered by other brands, equivalents of most systems like auto emergency braking, blind-spot monitoring, lane keep assist, and things like traffic sign recognition are on-board.
Even the adaptive cruise control is one of the best on the market, remarkably good at lane keeping and steering assist, but I’d question whether it’s worth splashing for the controversial 'Full Self Driving' option.
Coming in at more than $10,000, it’s questionable if any of the included software features are even legal to use.
Safety
To me, a score of nine or 10 in the safety category requires something beyond the usual active equipment list. It demands innovation, or at least to bring something new. I believe the Teslas do that through their unrivalled array of sensors and cameras, which relay to a central computer.
This is, of course, required for the brand’s signature and ever-controversial ‘Autopilot’ self-driving technology, but it has the consequence of the car building a comprehensive map of hazards around it unlike pretty much any other vehicle on sale.
This is best expressed through the car’s ‘self-driving’ visualisation screen, which takes up the right-hand side of the touch panel while driving.
It’s a look-in to the cars ‘brain’ and acts as a radar reference for the driver. The car sees things and categorises them, giving you the confidence it will always know when a collision is imminent.
On the topic of the ‘Autopilot’ suite, I can hardly recommend the ‘Full Self Driving’ version. At a cost of a whopping $10,100 the value add is questionable, given the car isn’t legally allowed to drive itself.
The standard advanced cruise system is more than enough, allowing the car to all but drive itself, with reminders to keep your hands on the wheel.
It is alarmingly good at lane adjustments and impressively smooth when it comes to steering itself and keeping the correct speed, although when faced with rapidly slowing traffic it proved to jam on the brakes a bit abruptly at times.
Equivalent versions of auto emergency braking, lane keep assist, blind-spot monitoring, and rear cross-traffic alert are also all present. The Model Y is yet to be rated by ANCAP but it has scored as well as the maximum five-star rated Model 3 overseas.
The rear seats feature two outboard ISOFIX and three top-tether child-seat mounting points.
Ownership
It’s a good question: What’s it like to own a Tesla. Some of the numbers aren’t promising, like, for example, the four-year and 80,000km warranty promise which is one of the shortest new car warranties on the market right now.
However, Tesla does cover the high voltage battery and drive components for a much longer eight years and 192,000km, guaranteeing 70 per cent of the car’s original battery capacity at that time.
Teslas have condition-based servicing (because, of course they do), meaning the car will tell you when it wants to visit a Tesla workshop based on various inputs. Seems logical, but not very transparent.
Ownership
As with the rest of Tesla’s range, the Model Y has a disappointing four-year and 80,000km full-car warranty, behind only BMW when it comes to mainstream automakers.
Tesla is hoping its eight-year and 192,000km battery and drivetrain warranty will be enough to win consumers over. I can’t help but wonder what happens should the main panel fail in any way, though.
It is a lot cheaper to run an electric car than it is to fuel one up, though, and Tesla’s limited list of service items (coolants and filters mainly, EVs require minimal parts) seems reasonably priced.
It is worth noting all Model 3s and Ys ship with expensive EV-specific Hankook or Michelin tyres. You’ll want to keep these in good shape and replace them on time as a badly worn set, or change to a cheaper or non-EV specific set will detrimentally impact energy consumption.
The Model Y has condition-based servicing, meaning it will tell you when it wants to go to a Tesla workshop.
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