Tesla Model Y test: its range in cold weather

The Tesla Model Y was eagerly awaited. This time it’s gone: it is finally available in France, and deliveries will accelerate at the start of 2022. To assess this new battery-powered SUV, we have used the Large Autonomy version on our route dedicated to autonomy. electric vehicles. Very bad surprise on the day of our test, since the thermometer indicated only 3 ° C at the start in Croissy-Beaubourg (Seine-et-Marne) and will not exceed 7 ° C halfway despite a beautiful sun. This does not correspond to our protocol, which provides for a temperature between 10 and 30 ° C (see infographic below). But, rather than canceling this test, it was interesting to observe the Model Y’s fuel consumption in cold weather.

Before departure, let’s do the introductions. Our Model Y Grande Autonomie with two electric motors and four-wheel drive costs € 59,990. He is therefore eligible for the € 2,000 bonus… on condition that he does not take any options, since beyond € 60,000 the state premium falls. Not too much of a problem, because the American SUV offers a well-supplied standard equipment (see equipment on next page). Among the equipment, let us note the 19-inch rims dressed in hubcaps favorable to aerodynamics (photo above), which we kept during the test.

Tesla communicates a WLTP cycle range of 538 km for this version but remains silent on engine power and battery capacity. This lack of transparency is incomprehensible and, in the absence of an official version, we must be content with the indiscretions gleaned from this version: power of 351 hp and battery of 74 kWh. To be taken with a grain of salt, then.

What autonomy on the motorway?

We do an extra charge at the start and take advantage of the vehicle’s connection to bring its interior to temperature (20 ° C), because it is obviously out of the question to drive with mittens and a scarf in this winter weather. Under these conditions, it is appreciable to have a series ofa heat pump which reduces the impact on the batteries, but also heated seats and steering wheel, which provide additional comfort without much impact on electricity consumption.

Our motorway journey is going smoothly, and the Model Y shows a good disposition to travel. At 130 km / h, the aerodynamic sounds are whisper-quiet, the seat-suspension comfort is uncritical, and the elevated driving position allows a good view through the large windshield. The Autopilot driving system manages distance and center of gravity well in the lane, but in the absence of a capacitive steering wheel that senses skin heat, movement in the steering often has to be applied. It is ultimately binding. We therefore prefer to drive only with adaptive cruise control.

The quick action after the toll shows the dexterity of the two electric motors (one per axle), and this Model Y doesn’t compromise on performance (0 to 100 km / h in 5 seconds). The goal of this course is not to draw on resources but to keep a speed of 130 km / h. At the end of this 109 km journey, we have 58% battery left. We therefore consumed 36% of its capacity over this distance, which gives us a consumption of 24.4 kWh / 100 km and a motorway range of 303 km. Considering the ambient cold, this is a very good result. An Audi Q4 Sportback e-tron 50 which was our standard that day consumed much more (32.5 kWh / 100 km) and competitors tested by milder temperatures on this same course did not do better: 25, 8 kWh for the Ford Mustang Mach-E and 24.7 kWh for the Volkswagen ID. 4.

Values ​​calculated according to the percentage of battery consumed (here 36%) and its useful capacity (74 kWh).

What autonomy on the road? The few maneuvers to stall the Model Y on the Ionity terminal in Vrigny (Marne), which marks the start of the second part of our route, confirm that the American’s range of action is far too great. And we will have the opportunity to suffer a little later in a Parisian car park. For the moment, place in the countryside and the roads of the secondary network. This 140 km course on portions at 70, 80 and 110 km / h with crossings of villages highlights the agility of the Model Y. The very engaging front end, the incisive steering and the virtual absence of body roll offer a real pleasure in the most winding parts. The counterpart of this dynamism is a firm amortization,

tesla model y power battery kwh

Tesla’s SUV offers three modes of regeneration: creeping, rolling and tightening. The latter corresponds to one-pedal driving (the car stops without touching the brakes) and it is very well calibrated, especially for the city. The rolling mode is the one that offers the least engine braking, but the slowing down remains strong when lifting the foot. We therefore do not have on the Model Y a real freewheel mode, yet more fluid and comfortable for driving. The sun accompanied us all the way, but without making the mercury take off, which was at best 7 ° C during this part of the road. On arrival, the American shows that he does not fear these conditions. With 29% of the battery consumed over the 140 km, consumption is fixed at 15.5 kWh / 100 km. A score that places it between the Volkswagen ID.4 (13.8 kWh) and the Ford Mustang Mach-E (17 kWh) measured by higher temperatures. With this battery flow, Model Y’s range is 477 km, not that far from the WLTP mixed value of 538 km

477 km

Values ​​calculated according to the percentage of battery consumed (here 29%) and its useful capacity (74 kWh).

TO READ. Range of electric cars: the results of our tests

Price and recharge timeTesla’s strength is its network of superchargers. Both for the power of the terminals (especially the V3s) and the planning of journeys with places and recharging times, but also for the cost. During our test, we charged 22% of the battery on a supercharger for € 5.99. The charging power remained below the 50 kW bar while it is announced at 250 kW peak. So it’s disappointing, but we were on a V1 station (150 kW). Nine of the twelve kiosks were occupied, and we were sharing our kiosk with a Model S, which divides the throughput. Same observation of a rather slow charge on an Ionity station. Again, the charge rate did not exceed 50kW peak, but we did charge 58-99% battery for the purposes of this test, a level where the battery is slower to charge. The problem with Ionity is that this network charges per time spent, and it cost us 42.68 € for 41% of battery. It is exorbitant because it corresponds to 124