2022 Tesla Model X

The 2022 Tesla Model X is a large electric midsize SUV that can move even while toting seven passengers. While firmly in the luxury category based on price, its optional third row and ample cargo room make it family-focused. But its Plaid mode acceleration and gullwing doors mean it won’t be confused with most minivans.

The 2022 all-wheel drive SUV sees mostly interior updates introduced mid-2021 (also for the Model S sedan): a new stalkless yoke steering wheel, a 17-inch center touchscreen flipped on its side and a backseat touchscreen for streaming and entertainment. The tri-motor Plaid variant complements the dual-motor version and includes new badging on the back. 

Other large electric SUVs, like Kia’s EV9 and the GMC Hummer EV SUV are coming, but for now the Model X has only a handful of competitors. The Rivian R1S and BMW iX electric SUVs are the closest analogs in terms of size, but the X beats them in range (up to 348 miles on a charge) and power in Plaid form (1,020 horsepower). Audi’s e-tron is smaller and has less range and power. The backseat is also roomier than Tesla’s more “budget” SUV, the compact Model Y, or similarly smaller models like the Kia EV6.

The X can be configured with five, six or seven seats on either its Dual Motor or Plaid versions. A six-seat layout adds $6,500 with captain seats in the second row. It’s $3,500 extra for a seven-seater. The 1,020 hp Plaid goes from zero to 60 mph in 2.5 seconds with three motors, but bumps up the price from $120,990 to $138,990.

The panoramic roof and gullwing doors open up the spacious cabin, which can fit ample cargo with the seats down and the frunk isn’t just for charging cables. With captain seats the third row is more usable and not limited to only small people, though it’s still tight. The front cabin looks modern but the seats lack any sumptuous comfort. While pushing it at Plaid-level acceleration the cabin gets noisy and feels drafty, likely because of Tesla’s inconsistent construction.

Tesla’s notorious Autopilot advanced driving system is generously included as standard, but other automated tools, like off-highway driving, are part of a mislabeled Full Self-Driving Capability package ($12,000) that’s being live-tested by select owners and offers mostly potential future features, like hands-free city driving. Only a niche group needs an SUV that’s both as premium and family-friendly as the X—Tesla’s Model Y will suffice for most EV-seeking families.

Performance: 13/15

The Model X comes with all-wheel drive and a 100 kWh battery. The tri-motor Plaid that debuted in 2021 pushes the dual-motor version’s 670 horsepower to 1,020, and blasts from zero to 60 mph in 2.5 second when set in Plaid mode, but there’s also Chill and Sport modes for a less volatile ride (if you can find the menu setting). Other electric SUVs like the R1S and iX can hustle to push zero-to-60 in closer to 4 seconds. 

Highway driving and faster speeds make for a creaky ride with a lot of wind noise. It doesn’t have that luxury cocoon feel and feels exposed to road elements. No one needs powerful acceleration all the time, especially since Sport mode (available on dual-motor) is as capable as most EVs with 532 pound-feet of torque. But for the Plaid enthusiast, the 713 lb-ft is more than enough. It’s no Model S Plaid, but considering its bulk, it’s perhaps more impressive.

The X has the smoothest regenerative braking available (along with its Tesla siblings). Normally a jerky, harsh feeling when recouping energy when slowing down, the Tesla mimics traditional driving with only one-pedal. The yoke steering wheel makes it hard to control the car on twisty roads, and three-point and U-turns are also a pain. 

The X can tow up to 5,000 pounds, but requires a $540 hitch rack. It’s not meant for off-roading, but can handle light dirt trail situations.

Range, Energy Use & Charging: 15/15

The X is a long-range SUV with 348-mile range, but that drops to 333 miles with the Plaid and its 20-inch wheels (down to 311 miles with the 22-inchers). Its range keeps up with smaller EVs like the Model S and Mercedes EQS. Comparable e-SUVs like the iX fall behind at 324 miles and 316 for the Rivian.

Looking at battery efficiency, it has an MPGe of 102, combined. The Plaid drops to 98 MPGe. The Rivian and BMW trail at 69 and 86 MPGe combined, respectively.  The base X uses 33.1 kWh for every 100 miles, while Plaid 34.4 kWh/100 miles. The average EV is higher at 34.6 kWh/100 miles. The R1S bumps up to 48.6 kWh and the iX to 40.7 kWh.

Charging is one of the X’s best assets. It takes only 15 minutes to add 175 miles of range. With the Supercharger network it’s easy to find and plug into fast charging. The Tesla-only network (though it’s opening up to all EV drivers soon) is the best public charging option. For home charging, the 11.5 kW onboard charger takes 20 hours to refill, and about half that on a Level 2 charger. 

Safety & Driver Assistance Tech: 13/15

The Model X was last rated by National Highway Traffic Safety Administration (NHTSA) in 2020 with five stars, but the Insurance Institute for Highway Safety (IIHS) has yet to rate the SUV. Many high-end SUVs like this (for example the BMW X7 or iX) haven’t been tested either, but the agency has evaluated the other three Tesla models at various points.

Tesla is generous in what it provides as standard for safety features (called Autopilot), but its add-on packages (Enhanced Autopilot and Full Self-Driving, or FSD) muddle the offerings and confuse consumers even more than the name Autopilot already does.

The X includes auto steering, acceleration and pedestrian braking as part of Autopilot, along with emergency braking, collision warning and blind-spot monitoring. The $6,000 Enhanced package adds long-range highway navigation, Auto Lane Change, Autopark, Summon and Smart Summon. These more automated features can be glitchy, which is not confidence-inducing.

It’s the $12,000 FSD package that’s most worrisome. The system is not fully self-driving capable and requires driver attention at all times. Yet Tesla continues to market it as more than a hands-free driving tool. While it can handle some city driving with traffic light recognition and other off-highway scenarios, it’s still in beta in real-time, which feels hasty. 

Comfort & Room: 12/15

The X front seats should be more comfortable, though the standard heating and ventilation is appreciated. For longer drives the seating is stiff and too firm, though the synthetic leather upholstery looks clean and modern. The front cabin is very open with a swooping glass roof. 

Legroom is nearly at the top of its segment with the second row at 38 inches. The iX just beats it at 38.9, while the Rivian is more cramped at 36.6 inches.

The farthest back row is spacious for an SUV at up to 32.2 inches, especially compared to the impossible-for-adults Model Y back row (only 26.5 inches). A captain-seat layout makes it a more enjoyable experience, but say goodbye to that extra passenger for 2.4 inches of legroom. The seats are easy to fold and tilt, making climbing into the back easier, especially for nimble youngsters.

Infotainment: 13/15

The Model X isn’t as screen reliant as the Y or 3, but with the 2021 updates the 17-inch touchscreen is used more than ever. That’s because the gearshift stalk is moved to the left edge of the screen. It takes some adjustment, and multi-point turns are a pain. The X still has a digital instrument display behind the yoke.

The now-landscape tilted central screen controls everything, even opening the glovebox and gullwing doors. But it’s a quick (if extensive) system to learn with good graphics. Fun stuff like “fart mode” and video games are housed in a “toy box.”

Strangely, there’s no cellphone connection for Apple CarPlay or Android Auto (even weirder, no AM radio) and the frunk closes manually. The rear screen is small at 8 inches, but offers climate control and media and video access, including Spotify, Netflix, Disney+ and YouTube. The Tesla app remains a crucial tool for everything from climate to remote locking.

Tesla no longer offers free lifetime standard connectivity. Now the first 8 years are complimentary before Tesla starts charging an unspecified rate. There’s a trial for premium, which includes live traffic, video streaming and internet browsing. Premium is $9.99 per month or $99 annually. 

Cargo Space & Storage: 14/15

The open feeling of the X translates into a lot of space, especially with all the seats down. A roomy 91 cubic-feet is available, which includes at least 6.6 cubes in the front trunk, or frunk, which is enough for a suitcase. Only the R1S trounces the X with 105 cubic-feet of space with seats down. The iX doesn’t even come close with only 77.9 cubic-feet. With the third and second row in use the trunk feels a bit cramped at 37.1 cubic feet but it’s more spacious than the iX’s 35 cubic-feet. 

Small item storage is almost too clever with too many compartments that open up in the center console. The glovebox is annoyingly controlled through the center screen, so it’s not as accessible. 

Because of the gullwing doors the roof is less of a usable space, which is unusual for an SUV but this isn’t your typical utility vehicle. 

Style & Design: 8/10

Tesla CEO Elon Musk has described the Model X as the “Fabergé egg of cars.” It’s an accurate description with the gullwing doors carefully hinging open. While exuding a “cool and different” aura, the doors are more of a hassle and add stress when parked alongside, well, anything. Every opening seems like a chance to get smacked in the face. The panoramic glass roof is impressive and expansive, opening up the front cabin. 

But Tesla’s reputation for hasty build outs and inconsistent construction holds true even for a nearly $140,000 vehicle. Uneven joints and panel gaps are prevalent inside and out, and make for a drafty feel inside. It cheapens the austere interior instead of heightening what could be spun as a “modern” experience. The gullwing doors, while cool, feel likely to break after repeated use.

From the outside, the clean lines and rear spoiler clearly indicate this is a Tesla. The swooping roof makes the SUV feel less dominating than most seven-seaters.

Is the 2022 Tesla Model X Worth It? Which Model X is the Best Value? 

The Model X has always been an expensive Tesla option, but the Plaid version clinches it as a luxury-priced EV. Plaid starts at $138,990, plus a $1,200 destination fee. Any color other than white costs an extra $1,500 (or $2,500 for red) on the base or Plaid.

If beyond powerful instant acceleration isn’t the main draw, the base dual-motor X is the way to go, and comes with AWD, for $120,990. Expensive add-ons like the $12,000 Full Self-Driving Capability package are unnecessary (and misleading) with basic Autopilot safety features baked into the vehicle. 

A six-seat layout adds $6,500 with captain seats in the second row. The $3,500 extra for a seven-seat layout is best for a full load of smaller passengers, but for either layout the optional third row is much more spacious than in the Model Y. 

For the more price sensitive, the smaller Tesla Model Y ($65,990 base) is the electric SUV to opt for unless seeking a third row. 

How Much Does It Cost to Insure the 2022 Tesla Model X?

The Model X is an expensive car to insure and higher than most of its peers. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium starting at $4,305 that goes up to $5,700 for certain Plaid variations, though this averages all 50 states. Similar EVs fall within a certain price range. A BMW iX owner might pay $3,780 per year, while the Jaguar I-Pace is $3,170 and the smaller Audi e-tron starts around $3,030. For a more accurate picture of your potential insurance expenses, visit our car insurance calculator.