Tesla Model Y road test review – Introduction

Tesla is often credited with accelerating EV adoption the world over, creating many early adopters (a lot of whom have helped create a cult following around the brand) and forcing legacy brands to play catch up. Its distinctly Silicon Valley approach to vehicle planning, design, engineering, production and sale is unlike any other, and that is plain to see in its tech-forward cars.

These days, however, those legacy brands have caught up, and there is fresh heat from Chinese EV brands that are equally radical and innovative, if not more so. With that in mind, now that Tesla is finally in India, where does the brand’s sole offering fit in our market, and just what draws so many customers to it around the world every year?

Note: The Model Y tested here is the pre-update version with a WLTP-certified range of 622km. Tesla updated the Model Y RWD in India last October with a larger 84.2kWh battery – up from the original 78kWh unit. The bigger battery pack delivers a greater WLTP-certified range of 661km in the updated Model Y.

Tesla Model Y exterior design and engineering – 6/10

Amorphous shape dictated by aero looks futuristic but characterless.

There’s no more brazen an introduction to the Model Y’s overarching philosophy of function over form than its design. As with most things in this car, it flies in the face of convention and is dictated seemingly entirely by aerodynamics, evident by its drag coefficient of 0.22 – excellent for a crossover.

However, given its smooth, amorphous shape, one has to remind themselves that this is technically one of the ‘SUVs’ in Tesla’s model range; its 167mm of ground clearance certainly doesn’t help that cause. Your biggest clue is at the rear, where the fastback roof curves down into a high deck that lines up almost with your chest. It certainly can’t be accused of copying anything else.

The high sides and smooth surfacing swallow up a set of 19-inch wheels – normally considered large on a car of such length. But it’s as you pore over the details that things start to impress. This ‘Juniper’ facelift introduced in 2025 changed the front fascia, reducing the conventional headlamp pods to a thin band of LEDs. Actually, the band only houses daytime running lights and turn indicators, while the actual headlights – nearly as slim – are moved lower in the bumper, above a set of functional air channels. A sliver of black cladding trimming the base of the car is the only other hint of crossover intent, and Tesla’s now-infamous L-shaped door handles sit flush with the bodywork.

The Model Y is proud of its bulky derriere, with no design trickery to disguise its girth. There’s a blackened section in the bumper to house the number plate and a small, second set of tail-lamps as the primary set lifts up with the tailgate. Speaking of which, the primary tail-lamps are thin, blacked-out C-shaped units, joined at the centre. But rather than a conventional LED light bar, a hidden lamp shines red light onto a black ‘Tesla’ wordmark, with a unique, diffused glow treatment. Hidden in the side of the left tail-lamp is the charging port, which lives under a motorised plastic cover.

Conspicuous by their absence are parking sensors, which Tesla removed in 2022; the Model Y instead relies solely on eight cameras (there’s no radar or LiDAR either) for its parking, ADAS and autonomous driving features. These cameras are cleverly hidden in the front fenders, bumpers, windshield and even the B-pillars to give the widest possible coverage around the car.

Under the futuristic body sits a relatively conventional monocoque chassis that uses independent suspension all around – double wishbones up front and a multi-link setup at the rear – with anti-roll bars. However, it’s produced using what Tesla calls ‘Gigacasting’, which presses out larger sections of the chassis at a time, resulting in fewer parts, quicker production and lower costs. Look closely, and you can see some instances of inconsistent panel fit, though.

Two versions are available in India – the RWD (Rear-Wheel Drive) and Long-Range RWD, which curiously are purported to use different battery chemistries – LFP for the former and NMC for the latter, which is being tested here. This is likely why the kerb weight doesn’t quite correlate to battery capacity, as the 60kWh standard range car tips the scales at 1,928kg, while the 78kWh long-range model weighs 1,901kg. As their names suggest, both versions position their single motor on the rear axle, though dual-motor versions are offered overseas.

Tesla Model Y interior space and comfort – 7/10

Incredibly spacious cabin and boot; tidy design but quality nothing special.

The shape may be unconventional, but what it affords is immense space. Starting with luggage space, which is rated at an impressive 822 litres at the rear, plus a 117-litre frunk. The boot feels genuinely cavernous, with another large storage bin beneath the floor, and the rear seat can be power-folded down with a button. There is, however, no spare wheel.

The news is even better in the back seat, where space and the sense thereof are excellent. As the roof extends so far back to the edge of the tall tail, it doesn’t actually compromise headroom, and in fact affords large windows and a C-Pillar that’s behind the rear seats. You do feel like you’re sat low and obviously atop a battery pack, but you don’t mind as there’s just so much space to stretch out. Once you tuck your feet in the ample space under the front seats, thigh support is good, and the bench is wide enough for three abreast comfortably. Those same power-folding seats also power recline (and are heated), and though the bench is quite flat, it feels comfortable thanks to plush cushioning.

Aiding the large windows is a huge fixed-glass that spans almost the entire length and width of the internal roof area, letting in a lot of light and adding to the sense of space. However, like on the rear windows, there is no sunshade available, and though the glass roof is tinted and triple-glazed for better insulation, it causes the cabin to heat up very fast on a hot afternoon.

The front seats mirror the comfort of the rear, with simple- looking but surprisingly plush and supportive chairs, though these are heated as well as ventilated. Black upholstery is the default option, and opting for the white seen here will set you back Rs 95,000.

More so than the exterior design, Tesla’s biggest and most controversial influence on the auto industry is its almost obstinately minimalist approach to interior design. It’s everywhere these days, but here’s where it began. There isn’t a single button on the dashboard, the steering wheel has only a pair of scroll wheels and a few shortcuts, and there’s a single stalk only for the indicators. You have to look hard to spot the mechanical door handles tucked beneath the electronic ones, or the P R N D buttons hidden in the roof between the map lights.

These feel like redundancies required by law, because the default way to engage P, R, N or D is via the screen. And yes, just about every other vehicular function is controlled solely by the screen. Even simple tasks like opening the boot, frunk or glovebox, adjusting the steering and mirrors and saving your memory settings call for deft taps on tiny graphics. While the premise is of a futuristic, all-encompassing control centre, the sacrifice to everyday functionality is immense and tangible.

There’s no denying the aesthetic is clean, though, and adds even more to the sense of space. The dashboard has no trim pieces, not even AC vents – there’s a horizontal fabric-wrapped slab under which the blowers are concealed, while an LED ambient lighting band runs from door-to-door behind the dash. Quality is good, with tight-fit panels and neat stitching, but it’s not quite ‘luxury car’ good, and the minimalist look lacks drama and perceived quality, which just doesn’t cut it at this price.

Instead of leaving the centre console area open, like many EVs, Tesla has provided a massive enclosed storage area, much like a regular ICE vehicle. There’s a pair of incredibly fast, felt-lined wireless chargers that are also the contact point for the NFC key card, though you can use your phone for that too.

Tesla Model Y features and safety – 7/10

Cutting-edge tech abounds, let down by a lack of physical controls.

It’s a good thing the screen functions as well as it does because you’re going to be using it a lot. 15.4 inches, landscape oriented, crisp graphics, slim bezels – it’s a technological masterpiece and could well be the industry infotainment standard. There’s no doubt it dominates the interior experience, and in fact, it’s even swallowed up the instrument cluster and its functions.

It’s divided into zones – the top left for navigation, top right for the speedo and ADAS, and the centre for whatever app or function has been selected. There’s an app tray at the base, like an iPad, letting you access your favourites easily. A conversation starter (of which there are many) is the scarily accurate 3D recreation of pedestrians and traffic around the car, which appears under the speedo – it’s obviously easier (and safer) to just look out of the windscreen. The 360deg cameras are incredibly crisp and can even be kept running while driving. They’re also a part of Sentry Mode – a security system that auto-records short clips outside if it detects motion around the car when parked.

The AC temperature control is hard-coded to always be on screen, but everything else is inside a sub-menu, including directing the airflow from those hidden vents. What helps is the ‘swing’ mode that oscillates the flow left to right, like an old table fan, and there’s also a very effective ‘Bioweapon Defence’ mode that uses a high-grade HEPA air filter and the air-con blowers at full power to keep pollutants out of the car – handy in high-AQI situations.

There are plenty of apps to keep you entertained, ranging from video streaming like Netflix, YouTube and Twitch to games like kart racing and Angry Birds – all of which are also available on the 8-inch rear touchscreen and can be paired to Bluetooth headphones for their own audio output independent of the front. And speaking of the audio – it’s an unbranded system, but it sounds great, with lots of punch and clarity. Other ways to keep yourself and passengers entertained, say, while the car is charging, is the Toybox – a collection of apps that range from productive to gimmicky to plain weird. These include playing comical sound effects outside the car, turning the navigation map into the surface of Mars, composing music, and letting the car put on a light and sound show.

More impressive than any of the features themselves is Tesla’s seamless integration of them all. There is no Apple CarPlay or Android Auto, and you only pair your phone via Bluetooth for calls. You instead sign into all your apps in the touchscreen itself and the car syncs with your accounts, not your phone. Conversely you can sign into the Tesla app on your phone to control certain functions of the car. The native navigation app combines Google Maps with Tesla’s own 3D interface, and the results are, frankly, even better. And, like a smartphone, the car regularly receives OTA updates, minor and major, to tweak its functionality.

Tesla Model Y performance and refinement – 8/10

Smooth, strong, progressive performance with excellent refinement.

The Model Y’s powertrain shows a maturity that can only have come from nearly two decades of constant refinement. It’s most evident in the fact that though there are two driving modes – Chill and Standard – neither feels underpowered nor overwhelming, even though there’s a clear distinction between the two. Power rolls in and out smoothly and progressively, and its intensity changes based not just on how far you depress the accelerator, but also how quickly. As such, it feels incredibly docile at low speeds, but also very strong if you floor it, and not in the one-dimensional, on/off way that early EVs used to. Refinement is excellent, with road and wind noise barely entering the cabin, even at high speeds.

Though Tesla doesn’t officially disclose power figures, the Long Range RWD model we’ve tested is understood to produce around 300hp and 410Nm. In our tests, in the peppier Standard drive mode, it cracked 100kph from rest in just 5.95sec, a whole 2.12sec quicker than Chill mode, even though they feel similar in practice. Similarly, slowing down purely with regen, the Standard mode decelerates the car twice as fast as the lesser Reduced mode. However, here the difference is clear, with Standard strong enough to enable one-pedal driving, and Reduced is barely felt; there should have been a mode in between the two.

Moreover, all these modes have to be selected from a sub-menu in the screen (of course), and there are other usability gaffes too. Having to look left at the touchscreen to check your speedo becomes second nature after a while, but harder to fathom is swiping up and down between D, N and R; particularly frustrating in a 3-point turn. The indicators don’t click into place and stay on for an inconsistent amount of time. And finally, while Tesla’s (in)famous Autopilot full self-driving capability is a Rs 6 lakh option, it will remain deactivated until it is legally allowed in India. Until then, you’ll have access only to self parking features. Thankfully, regular ADAS is not tied to this option, and to Tesla’s credit, even without the help of sensors and radar, it works well in everyday Indian conditions, even when set to its ‘medium’ sensitivity setting. 

Tesla Model Y ride comfort and handling – 7/10

Firm at low speeds, flat as you go faster. Competent but unexciting handling.

Another benefit of the oddball shape and clean dashboard layout is great forward visibility. The windscreen is huge and A-pillars thin, allowing you to see easily over the low bonnet and to the sides. Rear visibility, however, is minimal thanks to a tiny rear windscreen. The seating position is tall enough too, which makes getting used to the dimensions easy. That said, the long wheelbase contributes to a less-than-stellar turning circle of 12.1m, which is annoying for U-turns.

The steering is very light and does feel quite artificial and disconnected. This isn’t an issue at low speeds, and in fact it works quite well here, but as you go faster, selecting one of the heavier steering modes at least adds some heft to the experience. While it doesn’t do much to establish a connection to the front wheels, it does make you realise that, in a fast corner, the Model Y handles incredibly competently. It’s not exciting, but the rear-drive layout brings balance, grip is excellent, and the electronics don’t feel like they’re intervening mid corner, allowing you to carry quite a lot of speed through a bend confidently. It uses a brake-by-wire system that also feels artificial, but again, it’s competent, hauling the 1.9-tonne crossover from 80kph to a standstill in just 2.74 seconds and 29 metres.

What might be a downer for some is the ride quality, which errs a little too far on the firm side. This is compounded by the 19-inch wheels, which amplify the firm edge of bumps. It’s most apparent at low speeds and gets progressively better as you go faster. In fact, combined with the great refinement, the controlled high-speed ride makes the Y an excellent highway cruiser.

Tesla Model Y range and efficiency – 8/10

Large battery gives good range, though outright efficiency should be better.

Interestingly, the standard RWD model uses a 60kWh battery with LFP chemistry, while the long-range RWD uses an 78kWh pack with NMC chemistry. We did our instrumented range test on the latter, which is rated at 661km on the WLTP cycle.

We achieved a real-world range of 425km in the city and 500km on the highway, which is good by segment standards. However, this translates to efficiency of about 5.5km/kWh, which should have been higher for a state-of-the-art EV with a kerb weight under 2 tonnes.

Unlike in the USA, where it uses a NACS (North American Charging Standard) system that can charge at speeds of 250kW, the Model Y uses the more conventional (and popular) CCS-2 charging system here in India. It’s capped to 175kW, and it achieved that speed when we charged it at Tesla’s Mumbai Supercharger.

Tesla Model Y price and verdict – 6/10

High-tech gadget that works well as a car, but it’s simply too expensive.

The Tesla Model Y didn’t become the world’s bestselling car on gimmicks and tech wizardry alone. Yes, that is what dominates the experience, and its execution ranges from brilliant to unintuitive. Moreover, in the time it’s taken to reach India, some of that novelty has been lost, as both legacy players and newer upstarts offer similar if not better solutions. No, its real strengths are found once you’re past the initial hype and realise how well it all syncs together. It asks you to unlearn basic car controls that have been standardised across the world for decades, but if you’re willing to surrender yourself to the Tesla Way, it could just work for you.

Under the layers of software and minimalist design are strong mechanicals – a good chassis, robust (if firm) suspension and smooth powertrain. Having launched via the CBU import route, the Model Y is expensive, priced at Rs 59.89 lakh to Rs 67.89 lakh. And, at that price, more than its objective strengths and weaknesses, its oddball design and basic-feeling interior are what will likely turn Indian buyers away. But for those willing to push past this, there is a genuinely capable car underneath.