Tesla Model S 70D 2016 review

Peter Barnwell road test and review the Tesla Model S 70D with specs, power consumption and verdict.

Our test of the updated Tesla Model S did not start well. We should have opted for a new top-end P90D with an 'absurd' mode that gets it to 0 km/h in less than 100 seconds, but confusion with dealers meant we got a P3D that comes with a new look but not the most recent upgrade to 70 kWh batteries with a claimed range of 75 to 442 km.

It wasn't all bad news. The 70D - and again the slightly cheaper 60D - are the more "affordable" Teslas.

Our car only cost $171,154 in testing compared to a $280,000-90-plus P50D. Tesla says the distribution of sales is 50-90D between the smaller models and the XNUMXD flagship.

Visually, they are identical except for the wheels and the badge on the back. Tesla ditched the fake grille on the previous model, deciding there was no need to pretend there was an engine under the hood.

If you're oblivious to this unique Tesla centerpiece, you may find yourself in a mid-to-high-end Mercedes-Benz sedan.

To me, the previous style had a great Maserati look, and the new one looks a bit odd, like a Nissan Leaf EV with a ninja turtle face.

The rest of the Model S is still strikingly beautiful, with its sloping rear window and powerful rear fenders giving it a sporty look.

The design of the wheels has also changed, again not necessarily for the better. The new look is a generic matte silver finish rather than the "refined" look of the previous model.

The updated Model S features adaptive LED headlights that automatically change beam direction and focus to accommodate oncoming traffic or approach vehicles from behind. It also features a highly efficient "bio" cabin air filter that removes most organic and inorganic contaminants, including fine particles.

The interior is almost a work of art on wheels, especially the scalloped leather door trims and polished aluminum latches. It is dominated by a large 17-inch screen that controls most of the car's functions, including dynamics, infotainment, climate and communications.

If you're oblivious to this unique Tesla centerpiece, you may find yourself in a mid-to-high-end Mercedes-Benz sedan. The switchgear and other controls look the same, as does the texture of the leather and other interior surfaces.

Inside there is room for five, but I would not like to be in the middle rear "seat". But there is plenty of legroom, and the trunk is decent.

Among the test car's extensive features was the autopilot function (which I refuse to test given the recent catastrophic events in the US). It also had air suspension and an optional driver assistance package such as lane keeping, blind spot monitoring, an autonomous emergency braking version and other safety features you would expect from a car this far up the food chain.

The Model S is made up mostly of aluminium, plastic and steel, but because of the lithium-ion battery under the floor, it weighs around 2200kg, with the battery accounting for several hundred kilograms.

That weight makes me a little nervous when I'm driving down a winding country road. My fears are justified by annoying understeer at the start of the exercise and a steering feel reminiscent of Japanese luxury cars a few years ago - too light to the touch.

Electric motors provide maximum torque (tractive effort) right from the start.

These shortcomings become apparent when I use the car's amazing, absolutely straight and hard acceleration.

Electric motors develop maximum torque (tractive effort) right from the start, while petrol or diesel engines reach maximum power.

Step on the gas pedal hard and the Tesla will take off and maintain the same rate of acceleration to top speed. No other petrol or diesel car can do this.

But it's not all sweet and easy, as the Tesla consumes electricity at a high rate, especially when you're driving it fast on the freeway.

When I take the test car, the odometer shows about 450 km. But by the time I get home, the distance is 160 km, the range drops to 130 km.

A "range anxiety" signal that prevents me from driving the 70D to the airport the next day because if I take it, I won't get home again.

There is no "supercharging" at the airport. After I put it on charge at home for 13 hours, I coaxed an extra 130km (allegedly) from the battery.

A quick check on the website shows that increasing the speed from 100 km/h to 110 km/h (the posted limit on the freeway home) reduces Tesla's claimed range by 52 km. Turn on the air conditioning, and the range will decrease by another 34 km. Also a heater.

Other issues I had with the test car was a leaky sunroof (yes, it was closed) which caused cold water to pour into my lap as I drove down the road in the morning, and the wipers are almost as noisy. like my father's Morris Oxford. Those "high tech" adaptive LED headlights aren't the brightest in the shed either.

It also opened every time I passed by with the key in my pocket and I couldn't figure out how to turn it off when I just wanted to park and sit in peace for a while.

Call me a dinosaur, but I couldn't own this car due to range concerns (until now). You have to treat it like an iPhone and plug it in every chance you get, which is a real pain - not everywhere has an easily accessible boost box.

Options are also overpriced. On the other hand, I like the way it works, the luxurious feel and the high tech features, especially the amazing sound.

Do electric vehicles give you "range anxiety"? Tell us what you think in the comments below.

Click here for more pricing and specs for the 2016 Tesla Model S 70D.