Video Test - Tesla Model S Plaid (2022): The Family Supercar
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Video Test – Tesla Model S Plaid (2022): The Family Supercar

Briefly

The most powerful sedan in the world

The most powerful car in the world

From €138,990

It was very clever to present an electric car in traditional stylistic language in 2012. In doing so, Tesla suggested with the Model S that a zero-emissions engine could be used as easily as a heat engine. In fact, this was true in practice. However, this aroused many skepticism among established manufacturers, until they realized he was rocking the house with his sales figures. Since then, everyone has gone electric: The Tesla Model S ushered in a profound change in the automotive industry: a revolutionary car, that’s all.

Video Test - Tesla Model S Plaid (2022): The Family Supercar

Video Test – Tesla Model S Plaid (2022): The Family Supercar

In addition, the Model S has been constantly evolving to maintain its lead, which this year has led to the terrifying Plaid. Why this trait? Because in its European version it develops around 1020 hp: it is the most powerful mass-produced saloon in history. The maximum torque value is not disclosed, but is only reached from 100 km / h.

Although he is ten years old, the body has an exceptional Cx value of 0.208.
Although he is ten years old, the body has an exceptional Cx value of 0.208.
The headlights feature a new design...as do the taillights.
The headlights feature a new design…as do the taillights.

Exceptional performance

The brutal cavalry, worthy of a supercar, is powered by three permanent magnet motors: one in front and two in the rear. The latter are wrapped in carbon fiber to avoid stretching in case of severe stress, thus retaining all its strength. Cavalry shifts to all four wheels without a gearbox. According to the manufacturer, the Plaid reaches 100 km / h in 2.1 seconds, and then 250 km / h in 9.23 seconds. I’m not sure any model currently in production, whatever its class, can be any faster on these exercises.

Maximum, Tesla is given 322 km / h if you check the correct options (carbon-ceramic brakes, enhanced transmission), against 282 km / h by default. Speeds that can only be maintained temporarily, depending on the manufacturer, and certainly due to the inability of the battery to supply engines that are aware of their power demands for a long time.

The newly designed battery is denser than the S Performance model and lighter.
The newly designed battery is denser than the S Performance model and lighter.

However, its design presented as new would allow it to have better heat resistance, and therefore better circuit utilization capabilities, and a 15% increase in density compared to the performance of the previous model. Of the lithium-ion type, it would theoretically provide 95 kWh of net capacity, on a 400-volt system, which, according to Tesla, translates to an average WLTP range of 600 km.

In terms of charging, capable of collecting 250 kW, this Tesla car is simply advertised as being able to recover up to 291 km in 15 minutes using a supercharger. For home includes an 11.5 kW charger.

The battery is mounted between the axles consisting of a double wishbone front and a multi-link design at the rear. All finished with experimental air suspension. As for the weight, it looks pretty reasonable at 2162kg. This is less than, for example, a VW ID4! This gives an impressive ratio of 2.12 kg/hp. But how does this translate on the road?

Our test model was equipped with optional 21-inch wheels.
Our test model was equipped with optional 21-inch wheels.
This carbon fiber spoiler is for the S Plaid.
This carbon fiber spoiler is for the S Plaid.

Cockpit approx to fly

On the outside, the Plaid has specific shields, which include horizontal fog lights at the front, and modified headlights and taillights. the details. On the other hand, inside a stunning surprise awaits us: the “yoke” steering wheel. No more brave grandfather collar, make way for an item that looks like a Boeing Dreamliner. This flight control system is accompanied by a new 17-inch center display that can be rotated horizontally. Very fast, very pleasant to use: the better, the better because it has all the settings of the car. Steering, suspension, engine, driving modes, ADAS, gas generator with a new sound called “Le Glaude” …

This funny steering wheel is called
This funny steering wheel is called the “yoke,” and if it’s confusing at first, handling is instinctive.

Unlike the Model 3, the S retains a telephone in front of the driving position, digital of course, but not configurable. Plus, there’s no head-up display or AR navigation here. Another novelty, the disappearance of the stems, has been replaced by buttons located on the false steering wheel. This also applies to indicators, similar to what we see in Ferrari.

Upscale vibes on board, but the finish, certainly appropriate, still isn't impressive.
Upscale vibes on board, but the finish, certainly appropriate, still isn’t impressive.

The on-board atmosphere remains typical of the brand, that is to say, very subtle and comfortable, with practically no visible buttons, hardly any frills: hardly better than the Model 3 … The finish is most appropriate, but it remains far from that of the Porsche Taycan. The Model S makes up for much better habitability even if it’s nothing exceptional for a car around 5m long. We’re also entitled to a huge trunk, ranging from 793 liters to 1,645 liters thanks to the individual fold-down rear seats, but where they stand, these are disappointingly comfortable despite their attractive looks.

The seats are comfortable, but we would have liked to have extendable seats.
The seats are comfortable, but we would have liked to have extendable seats.
Accessible and welcome boot from 793 liters to 1645 liters.
Accessible and welcome boot from 793 liters to 1645 liters.

Up front, you get an excellent driving position, even if the non-extending seat cushion is a bit short. On the one hand, the ergonomics … I admit that I had a lot of problems with the configuration of the car, where both the center display, which relies on screens similar to those of old computers, is focused on commands. Reducing the number of buttons is a good thing, so pushing to eliminate them as much as it is in Tesla is excessive.

For example, in addition to the air conditioning controls, the screen includes gearshift controls: To engage forward gear, you make a vertical, up, movement to the left of the screen. the opposite? Same thing but down. It is not always clear. Then, when driving, other problems arise: it is difficult to change the driving mode because, again, you have to do it via the center display. The wheel was in the Manettino style, as long as it was inspired by Ferrari, it would be more practical. Next, we control the cruise control via a single switch with complex logic to understand for a homologous boom. Finally, the turn signals… I’m crazy about these basic safety items, I suffered while using them. Indicate that we will leave a roundabout, the steering wheel is pointed, it’s an impossible task!

The buttons have been reduced to their simplest on-board expression, which isn't necessarily practical, and the indicators are a headache to use.
The buttons have been reduced to their simplest on-board expression, which isn’t necessarily practical, and the indicators are a headache to use.

On the other hand, the yoke is instinctively tamed. I was afraid that it would be as direct and delicate as the Citroën SM steering wheel, I was pleasantly surprised. Prudently lowered and fairly consistent, it provides good road feel and allows precise action on the front axle.

This one is well-steered, allowing the weight to be carried without being lazy, while the rear does what is required of it. They are glued to the ground when they ride quietly but they know how to position themselves if you’re playing mass transit. Because the Model S benefits from a very low center of gravity, thanks to the location of the accumulators, it offers safe and agile road behavior, while allowing for great curves thanks to great lateral grip.

In ten years, the Model S has evolved in a dynamic way, it is still a reference, even if the Porsche Taycan Turbo S seems tougher, especially from a damping point of view. There, Tesla is certainly very successful, generally stable but not at all comfortable (the differences between the different settings are not great), characterized by irreplaceable control of body movements, but the Porsche seems to absorb roughness better, offering for that better holding trajectory. In addition, the German has a brake pedal with the best feel, that of a Tesla car that lacks bite. However, we stop very, very briefly on the Model S.

The perfect sleeper

As one would expect, in terms of performance, the Tesla Model S Plaid is still untouchable. It is clear that if it turns out to be silent, soft and progressive in everyday use, it turns violent when the force is abused. I’ve had the opportunity to drive many exotic cars, from the Lamborghini Aventador to the Aston Martin DBS Superleggera, passing through the Ferrari FFO and, most recently, the Maserati MC20, Porsche 992 Turbo S and Taycan Turbo S with no equal to the massive thrust of the Tesla Model S. , both in acceleration and in pick-up.

On the road, the Model S Plaid's performance is simply stratospheric.  It is a supercar for families.
On the road, the Model S Plaid’s performance is simply stratospheric. It is a supercar for families.

However, due to the very low ambient temperature, I was unable to use Dragster mode or its full launch assistant: to do so, the system required me to allow the battery to warm up for about twenty minutes. I did not have time. I can still notice that under strong acceleration, from a certain speed, the Tesla tends to look out of its way if the asphalt isn’t perfectly smooth. Detailing because you don’t spend your time asking the maximum from the car. In fact, it’s… physically taxing if you’re not a fighter pilot. What a machine!

The icing on the cake, despite its massive power, the Model S Plaid adheres to reasonable power requirements. Indeed, even if we could not set the regenerative braking (which nonetheless allows for a stop), it satisfied our test of 21.2 kWh / 100 km. This, on a varied road with a temperature around 5 degrees Celsius. This gives an estimated range of 500 km by the on-board computer. Concretely, at 25 ° C and driving normally, the manufacturer’s declared 600 km seems achievable. Really interesting.

#Video #Test #Tesla #Model #Plaid #Family #Supercar

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