The trunk alone is as big as the trunk of many cars. It feels like the system is trying to do too much with too few processor cycles, and the absence of bothĪnd Apple CarPlay is a curious thing for an infotainment system that was once so progressive. Tesla's big, vertical touchscreen was groundbreaking when we first saw it on the Model S and the concept is still sound, but the performance here is definitely lacking. The dashboard, too, is in need of a refresh. In a car that breaks $100,000 with just a few options, that feels like an increasingly major oversight. Every spot in the Model X is heated, useful for chilly mornings, but somehow ventilation is still missing. Seating in the way back is still best reserved for those very short of stature, but the new second row is still plenty comfortable, and the front seats are great. That you can take up to six other people along with you to experience this acceleration helps, too. And, while some will lament the lack of a snarling engine note to go along with it, that does mean you can be a little more liberal with the throttle without waking the neighbors. Any speed, any time, just dip your right foot slightly and you'll quickly be surveying the depths of the padding of the car's headrests. The acceleration is brutal and the throttle response instantaneous, but the real beauty is just how accessible it is. When set to maximum power mode, the Model X is pretty astonishing. Now, the car feels jittery and unpredictable, frequently getting confused at junctions or anything more than a very gradual turn. Last year, the Model X was nervous at times but felt pretty competent at identifying lanes on secondary roads and steering itself around. It's off the highway where things still need work. In my testing on major roads the Model X smoothly and cleanly stayed centered within its lane, speeding up and slowing down to keep with traffic, changing lanes on its own with a touch of the turn stalk, even coming to a complete stop in gridlock. Tesla's shifted the Model X to the second-generation of Autopilot, called AP2, and has been working hard to bring this new system up to the same level as the previous. The final big change? Autopilot, and I'm sorry to report that it's not all good news there. That's frankly ridiculous for any object that weighs 5,500 pounds, but I love it. The top-shelf P100D will sprint from zero to 60 in 2.9 seconds, up two-tenths from last year's quickest. The Model X didn't need to be any faster, either, but that didn't stop Tesla from making it so.
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