It was smart to present an electric car with a conventional design language in 2012. In doing so, Tesla suggested with Model S that a zero-emission engine was as easy to use as a combustion engine. In fact, this was practically true. However, it only aroused skeptical eyebrow raises among well-established manufacturers, until they realized that it was rocking the house with its sales figures. Since then, everyone has gone electric: the Tesla Model S has initiated a profound change in the automotive industry: a revolutionary car, that’s it.
In addition, the Model S has constantly evolved to maintain its lead, which leads this year to the terrifying Plaid. Why this adjective? Because in its European version, it develops some 1,020 hp: it is the most powerful mass-produced saloon in history. The maximum torque value is not revealed, but it is only reached from 100 km/h.
Exceptional performance
This monstrous cavalry, worthy of a hypercar, is supplied by three permanent magnet motors: one at the front, two at the rear. The latter are wrapped in carbon fiber to avoid expanding in the event of strong stress, and thus retain all their power. The cavalry is transmitted to all four wheels, without a gearbox. According to the manufacturer, the Plaid reaches 100 km/h in 2.1 s, then 250 km/h in 9.23 s. Not sure that any model currently in production, whatever its category, can be faster on these exercises.
At maximum, the Tesla is given for 322 km / h if you have checked the right options (carbon-ceramic brakes, reinforced transmission), once morest 282 km / h by default. Speeds that can only be maintained temporarily, according to the factory, most certainly because of the battery unable to supply motors that are aware of their energy requirements for a long time.
That said, its architecture presented as new would allow it better resistance to heat, therefore better capacities in circuit use, and a density increased by 15% compared to that of the previous Model S Performance. Of the lithium-ion type, it would theoretically offer a net capacity of 95 kWh, on a 400-volt system, which, according to Tesla, translates into an average WLTP range of 600 km.
On the charging side, capable of collecting 250 kW, this Tesla is simply announced as being able to recover up to 291 km in 15 minutes on a supercharger. For the home, it includes an 11.5 kW charger.
The battery is installed between the axles, which are made up of a double wishbone at the front and a multi-link design at the rear. The whole is completed with a piloted pneumatic suspension. As for the weight, it appears very reasonable at 2,162 kg. This is less than that of a VW ID4 for example! This gives a rather staggering ratio of 2.12 kg/hp. But how does this translate on the road?
An almost aeronautical cockpit
Externally, the Plaid is distinguished by specific shields, incorporating horizontal fog lamps at the front, modified headlights and rear lights. Detail. On the other hand, inside, a spectacular surprise awaits us: the “Yoke” steering wheel. No more grandpa’s brave hoop, make way for an element that seems straight out of a Boeing Dreamliner. This flight control is accompanied by a new 17-inch central screen, which can be rotated horizontally. Very fast, it is very pleasant to use: so much the better because it contains all the settings of the car. Steering, suspension, engine, driving modes, ADAS, fart generator with new sound called “Le Glaude”…
Unlike the Model 3, the S retains a handset in front of the driving position, digital of course, but not configurable. In addition, there is no head-up display or augmented reality navigation here. Another novelty, the disappearance of the stalks, replaced by buttons located on the pseudo-steering wheel. This also applies to the indicators, in the manner of what we see at Ferrari.
The atmosphere on board remains typical of the brand, that is to say very refined and soothing, with practically no visible buttons, and hardly any frills: barely better than a Model 3… The finish is most suitable , but remains far from that of a Porsche Taycan. The Model S makes up for it with a much better habitability even if it is nothing exceptional for a car almost 5 m long. We are also entitled to a huge trunk, varying from 793 l to 1,645 l thanks to the individual folding rear seats, but, in place, these are disappointingly comfortable despite their attractive appearance.
Up front, you get an excellent driving position, even if the non-extendable seat cushion is a bit short. On the other hand, the ergonomics… I admit I had a lot of trouble configuring the car, both the central screen which relies on displays reminiscent of those of an old PC, concentrates commands. Reducing the number of buttons is good, pushing their eradication as far as in the Tesla is excessive.
For example, in addition to the air conditioning controls, the display incorporates those of the transmission: to engage forward gear, you perform a vertical movement, upwards, to the left of the screen. The reverse? Same, but down. Not always obvious. Then, when driving, other problems arise: difficult to change driving mode because, once more, you have to do it via the central screen. A Manettino-style wheel, as long as it was inspired by Ferrari, would have been more practical. Then, we control the cruise control via a single key with complex logic to understand for a boomer like me. Finally, turn signals… I who am a maniac of these essential safety elements, I suffered while using them. Indicate that we are going to leave a roundregarding, steering wheel pointed, it’s mission impossible!
On the other hand, the Yoke is tamed instinctively. I who feared that it would be as direct and delicate as a Citroën SM steering wheel, I was pleasantly surprised. Judiciously reduced and rather consistent, it offers a good feeling of the road and allows to act with precision on the front axle.
This one very well guided, allows weight-bearing without laziness, while the rear does what it is asked to do. It is glued to the ground when you ride quietly but knows how to position itself if you play mass transfers. As the Model S benefits from a very low center of gravity, thanks to the location of the accumulators, it presents a road behavior that is both safe and agile, while allowing impressive curve passages thanks to the significant lateral grip.
In ten years, the Model S has been able to evolve in such a way that dynamically, it remains a reference, even if a Porsche Taycan Turbo S seems more rigorous still, especially from the point of view of depreciation. There, the Tesla is certainly very successful, generally firm but not at all uncomfortable (the differences between the different settings are not huge), characterized by an irreproachable control of the movements of the body, but the Porsche seems to better absorb the roughness, presenting therefore better trajectory holding. In addition, the German has a brake pedal with the best feeling, that of the Tesla lacking bite. Nevertheless, we stop very, very short in the Model S.
The perfect sleeper
As one would have guessed, in terms of performance, the Tesla Model S Plaid remains untouchable. Clearly, if it turns out to be silent, soft and progressive in everyday use, it turns into violence when the power is exploited. I had the chance to drive many exotic machines, from the Lamborghini Aventador to the Aston Martin DBS Superleggera, passing by the Ferrari FF or, more recently, the Maserati MC20, Porsche 992 Turbo S and Taycan Turbo S None equals the formidable thrust of the Tesla Model S, both in acceleration and in pick-up.
And yet, given the very low ambient temperature, I was unable to use Dragster mode or its full launch aid: to do this, the system asked me to let the battery warm up for regarding twenty minutes. I didn’t have time. I might still note that in the event of strong acceleration, from a certain speed, the Tesla has a tendency to seek its way if the asphalt is not perfectly smooth. A detail because you don’t spend your time asking the car for the maximum. Indeed, it is physically… taxing if you are not a fighter pilot. What a machine!
The icing on the cake, despite its monstrous power, the Model S Plaid sticks to reasonable energy requirements. Indeed, even if we can not adjust its regenerative braking (which however allows to reach a stop), it was satisfied with our test of 21.2 kWh / 100 km. This, on a varied route with a temperature of around 5°C. This gives an estimated range of 500 km by the on-board computer. Concretely, by 25 ° C and driving normally, the 600 km announced by the manufacturer seem attainable. Really interesting.
