In the UK, the e-tron is a little cheaper, starting at $60,650 ($77,500), while the Model X starts at $82,980 (£106,000). But in the US, the price of e-tron is about the same as in the UK, while the Model X Long Range costs $84,990. If you’re in favor of a luxury SUV, the difference in value may not be as vital, and it’s not that big in America anyway. However, what you get for your extra money, and as Audi’s Duesmann says, the most important thing is the scope. The fundamental e-tron has a 71 kWh battery, 30% less than the one hundred kWh of the Model X. But its WLTP diversity is only 190 miles, while the Model X Long Range has a 314-mile WLTP score. Therefore, the Audi has approximately 60% of the Tesla’s battery life, 70% of the battery. The difference is not only because the Model X has more batteries, but also generates more mileage. The most expensive 55 Quattro e-trunk has 95 kWh of batteries, but still offers only 271 miles of WLTP diversity.
One of the reasons for this is the aerodynamics of both cars. Despite being a large SUV, the Model X has a drag coefficient of 0.25, while the e-tron coefficient is 0.28. Both are good, considering that a Porsche 911 has an aerodynamic coefficient of 0.29, but the Model X has a main advantage. It’s also worth pointing out the most battery when you sit inside a Model X and wonder where Tesla has placed them. Duesmann that this is a domain in which Tesla has a leader in engineering. The e-tron is definitely a five-seater, while the Model X offers six- and seven-seat options, plus a much larger garage domain if it reduces the rear seats. It can also tow 2.3 tons, compared to 1.8 of the e-tron.
Most car enthusiasts will agree that Tesla’s interiors are a little dark compared to its German competitors. There are few discrete buttons for things like air conditioning, and virtually everything is operated through the central LCD panel. The overall luxury feel is also weaker, as Audis, BMW and especially Mercedes have a much greater sense of attention to detail in the seat design and have compatibility and finish. Tesla also has a questionable reputation for quality and took tenth place from the back in a recent survey on the reliability of used cars in the UK.
However, whatever the Tesla Model X you buy, it will be faster than the e-tron, either at 60 mph and at top speed. The e-tron is prone to understeer and you can feel its full weight of 2.5 tons, while the Model X weighs almost the same but arrives in a much more agile way. If you take a look at Mercedes’ alternative, the EQC, the differences are similar. It has about the same value as the e-tron, but with similar deficiencies in terms of range, interior space, towing capacity, maneuverability and performance, while benefiting from an interior design that many would prefer to the Model X.
Tesla doesn’t fall asleep on the battery’s laurels either. We’ve already talked about how Tesla is already the next generation of cobalt-free battery technology, but the company has also been very smart in reaching agreements with battery manufacturers, such as the recently announced extension of its 3-year joint venture with Panasonic. Array There are rumors that cobalt-free batteries are part of an agreement with Chinese battery manufacturer CATL.
However, explaining that Tesla’s advantage is basically derived from the merit of its battery would be a mistake. Jack Dolan of A2Mac1 believes it’s not an individual merit that gives Tesla the leadership, but the combination of many factors. A2Mac1 is a global company that dismantles the manufacturer’s new cars and creates a database on how they are assembled, which is signed by the world’s leading automakers. So, A2Mac1 knows a couple of things some cars do better than others. From battery density to the way dashboard tools are attached to a crossbar, Tesla cars have more benefits. The dismantling of the Model 3 through Nikkei Business Publications also claimed to have discovered electronic parts that were at least six years earlier than a “major Japanese car manufacturer” could achieve in autonomous driving.
All those benefits come from a single main engine. Tesla took electric cars seriously, while German brands continued to put all the design eggs of their engines in the diesel basket because they believe CO2 emissions were the biggest problem. Then it turned out that NOx waste was also a problem, and they had massaged their CO2 figures anyway. It was only after they learned their mistakes that they also needed an EV strategy. Audi would probably have the selection of five other electric vehicle platforms, but the company has only been generating natural electric vehicles for a few years, and VW’s highly anticipated ID.3 has been re-ordered a few days ago. BMW would possibly have unveiled its i3 in 2014, but has since turned a blind eye and recently announced its first electric SUV, the iX3.
Overall, Tesla is advancing therefore because it has been building classic electric cars for longer than other automakers and has taken a more positive position to boost the market in new directions. German automakers still keep their bets with plug-in hybrids and hybrids along with natural electric cars, clinging to internal combustion engines for as long as possible. They have a lot of production history and massive capabilities, however, as the market place becomes electric, much of what they were smart will become less relevant and possibly never reach Tesla. That’s why Tesla’s inventory has tripled in price over the next year, and continues to increase. The investor network can see where things are going.
I’m the editor of the independent electric vehicle WhichEV. I have over 25 years of experience as a generation journalist and a great love of automobiles.
I am the editor of the online website of independent electric vehicles WhichEV. I have over 25 years of experience as a generation journalist and a lifelong love of automobiles. I first saw the prospect of electric cars when I became one of the first people to drive a Nissan Leaf in 2011. I love how automotive design and devices mix in electric cars, making them fun and technically fascinating. They also have much to contribute to combating climate change and metropolitan pollution. In addition to being editor-in-chief of WhichEV, I am director of the master’s program in interactive journalism at the City, University of London. I have a PhD in communication philosophy and I play the trumpet, once I recorded a consultation with Velvet Underground drummer Moe Tucker.