Comparison: 2013 Tesla P85 Vs. 2015 Tesla P85D
I’ve got a buddy who was once a titan of industry, a computer geek in the C-suite who never forgot his roots. Let’s call him Professor Zorkmid. He never needs to work another day in his life, but he enjoys hanging out with students, telling grand tales of his adventures in the Great Underground Empire, swinging his sword at trolls and making his way through the maze of twisty corporate passages, all alike.
Two years ago, Zorkmid was planning to upgrade his C6 Corvette Convertible to a C7, but then he developed a fancy for the Tesla. Being a rational fellow, he developed spreadsheets with detailed cost models, agonizing over whether it was worth the extra bump for the P85+ (a tighter sport suspension on crappy Houston roads?), the larger 21″ wheels (more opportunity for curb rash?), or the panoramic glass roof (versus the pounding summer heat). The catalyst for him was the August 2013 refresh, when Tesla added parking sensors and made a handful of other small tweaks to the car. He took delivery later on in the year, and fell in love with the car.
Fast forward to the recent announcement of the P85D and Tesla’s various “AutoPilot” features. Zorkmid was sitting in my office, going back and forth about the relative costs and benefits of the new P85D. The extra performance? Certainly desirable. The extra features like the AutoPilot? Seriously beneficial for his commute to campus from his white house, out in a distant field. Sure, it’s got the latest Frobozz technologies, but are you willing to eat the first-year depreciation? He had to think about that. Because if you want to sell it, I might want to buy it. And that’s what leads us to this TTAC exclusive comparison of two Teslas.
First, since everybody else is writing articles about the 0-60 launch of the P85D, I thought it would be worth chiming in. Yes it’s fast. Yes it’s brutally fast. And if you’re faced with the choice between the 2015 S85(-D or not) and the 2015 P85D (they got rid of the P85 non-D), then that extra oomph is going to be a big selling point, assuming price is no object. If your budget however, like mine, is finite, I highly recommend you find yourself another Zorkmid willing to eat the first-year depreciation, because the regular P85 is still very, very fast, and one of them can be yours for 80% of the original sale price.
This is the place where the buff books would start waxing poetic about the “well-controlled oversteer driving at 9/10ths into an off-camber sweeper” and other such nonsense. I’m totally unqualified to write that sort of prose, but hopefully we’ll be able to get Jack Baruth down here at some point to do the honors. Instead, once I’ve had the car long enough, I hope to bring to TTAC discussions with data. Kilowatt-hours. Operating costs. Integration with SpaceX’s Merlin engines. That sort of thing.
Tesla rolls out its new software to all of its cars, which is a great thing, but old cars don’t get new hardware features. Here’s a dashboard photo showing several new things that require the AutoPilot hardware. You can see that the Tesla’s forward-facing camera recognized a speed limit sign and displayed it front-and-center for a few seconds. That eventually goes away, but notice where the blue arc on the left turns grey? That indicates how much you’re going above the posted speed. Likewise, if you’ve got the adaptive cruise control on and something gets in your way, there’s a line left behind so you know where the car’s going to accelerate to if and when the slowpoke in front of you gets out of the way. Tesla has also implemented a lane departure warning feature (it makes an unhappy buzz at you if you drift toward the lane lines without signaling), but the real “auto pilot” goodness is still to come in some future update at an unspecified time.
Aside from the rear badge, there isn’t much to help you tell these cars apart from the outside. Zorkmid’s new car (on the right) has the “turbine” wheels (which might improve mileage by a tiny percentage) and red brake calipers (whoopie!). Mine, on the left, has curb rash (my fault, not his). Okay, that’s fine and all, but what are all the other differences between these cars? Ever wonder how Tesla has improved all the little details in the past two years? Here we go. Cue the split-screen graphics. (Click for larger versions.)
In 2013, Tesla had the cruise control stalk on top and the turn signal stalk below. This messed me up for a few weeks but I’m used to it now. They fixed this in their newer cars, which has of course caused Zorkmid no end of cognitive dissonance.
The new Tesla “sport” seats have noticeably larger side bolsters. They feel great. The old ones are fine as well, although other reviewers have complained about them. If you’re seriously planning to track your car, then yeah, you want the sport seats, but you can totally live your life without them.
But the rear seats? Oy vey. Those overstuffed bolster bumps aren’t going to help in any meaningful way if you’re hauling ass, but they’re sure going to be annoying if you’re trying to get a slightly oversized kid booster seat to fit in the back. Still, can you live with it? Maybe, but here’s the bigger problem with the new rear seats:
Those new rear seats chew up a ton of the space in your rear view mirror, and the headrests don’t fold down. Apparently this is also true for the “version 2” regular seats, whereas I apparently have the “version 1” regular seats. I’m sure there’s a safety reason for the huge headrests, but unless Tesla implements the Volvo flip-down thing, there’s a safety cost now, with the rearview mirror giving you a lot less information. So maybe you think this is just micro nit-picking? Isn’t that what TTAC is all about? Anyway, here’s another interesting point of comparison.
Zorkmid originally got the solid roof (paying extra for the Alcantara headliner) but he decided to spring for the glass roof on his new ride. This photo gives you an idea of just how much tinting is included with the roof, but the jury’s still out on how much extra heat the car will accumulate on hot summer days. While I’m here, I’ll also call your attention to the seat belts. Notice anything missing? Yup, you can’t adjust the shoulder height. I was really hoping they’d have fixed this in the 2015 so I could somehow retrofit it to my 2013. Alas, my seatbelt will continue to not fit quite right.
Diving deeper into the minutae, you might notice that the newer Teslas have a new mirror button. This lets you fold the mirrors in with the push of the button. They’ll even automatically fold when you turn the car off. There’s no such feature on my 2013 mirrors, which can at least be manually flipped in and out; a retrofit is apparently available if you really want it. (Another cool trick of the newest Tesla: the battery charging door will automatically close itself after you remove the charger cable.)
Tesla apparently decided to make the formerly optional “yacht decking” between the front seats into a standard feature. Zorkmid prefers the carpeted deck in my car. I can see the style benefits of the new approach, but my real problem is that there’s precisely one enclosed storage location: the glove compartment. That’s it. The big center console doesn’t open. There are no map pockets (okay, a tiny pocket on the front-edge of the driver’s seat on my 2013, gone from the new 2015). My daughter even complained that there’s nowhere to in the back seat to store her stuff. I will note, for the sake of journalistic completion, that Tesla does offer an “executive rear seating” option. That replaces the three-across rear bench with two nice bucket seats and an arm-rest (with enclosed compartment!) between.
This shot shows you the wood dash versus the carbon fiber dash. I think they’re both very attractive, but I’m not sure I would have been willing to pay extra for either of them. You’ll also notice that Tesla changed one of the leather dashboard panels to be fuzzy Alcantara instead. Either way, you don’t want to leave this car out in the heat on a daily basis. My old BMW Z3 had a leather-wrapped dashboard that had to be repaired three times in the seven years I owned it, since I had to park it in the hot sun every day and the leather eventually shrank and pulled up from the edges. (And yes, I used a sun shield on the front window and I garaged it at night.) I’m now paying extra to park my car in an underground lot, so I can avoid spending the money on replacing my Tesla’s dashboard later on. This works for me, but it’s not an option for everybody.
Moving on, here’s a view of the “frunk” of the two Teslas. You’ll notice that the front motor and its associated machinery render the frunk into more of a curiosity than a functional storage space. With RWD comes a much bigger frunk. That said, you’re not going to use the frunk on a daily basis on either car, largely because they really blew it on the way the frunk latches.
The old latch is exceptionally finicky. You have to mostly close the frunk, slowly and carefully, then place one palm on each side and apply a solid push. You get a really unpleasant sound and the frunk latches. (Apparently, many owners trying to slam it shut, like you’d do for every other car hood in the history of car hoods, would sometimes miss the latch point and deform the aluminum hood — an expensive mistake.) For the newer Tesla, they replaced the two hooks with one, which does yield a smoother latch action, but it’s still not something you’re going to want to slam shut. Hopefully they’ll eventually make it a push-button motorized thing, just like the tailgate.
Lastly, I want to point out some of the dumb things that make you think “surely there’s an automotive supplier who can do this properly for an entirely modest amount of money”. Our first example is the vanity mirror cover. On the right, you might notice the right hinge is busted. Zorkmid reports it’s already been replaced once. They’re broken like this on both sides despite very infrequent use. This repair will be on the list for my next scheduled maintenance. On the left, you can see a modest redesign of the hinge mechanism. Maybe it’s better now? I hope so. Also, there’s this:
The Tesla keyfob normally stays in your pocket, but you want to keep it on your keychain, right? On the right, you can see how I solved this problem: with a cheap plastic tie-wrap. You can’t otherwise thread a standard metal keyring through the hole in a Tesla keyfob. Newer Teslas include the leather keyfob pouch, on the left, and there are a variety of third-party pouches as well. But really, a keyfob you can’t put on a standard keyring?
Summarizing things: the 2015 Tesla P85D is a stupendously fast and fun car. If you’ve got the bucks and you’re ready to spend them, fire away! If you don’t have the bucks, there are a whole bunch of Tesla early adopters looking to upgrade. So long as you don’t feel you need the newest features, now’s the time to be gunning for a used P85.
I’ve been trying to understand why Tesla doesn’t offer the P85 (non-D) any more, since there’s a pretty big hole in their product line between the S85/S85D and the P85D. My theory: “soak the rich”. Tesla is steering buyers like Zorkmid toward their highest-dollar highest-spec car. Assuming they’re running the production line flat out, why not use it to make the variant that generates the most profit, never mind the most buzz in the news with its outrageous performance? If/when demand softens on the P85D, they can always reintroduce the P85 RWD version.
Side note: When you own a fast Tesla, all your friends want to experience the launch. My daughter and her friends (9-10 years old) all love it. My daughter even once asked me, “daddy, why don’t you do that more often?” Anybody who’s concerned that the children of the future won’t care about fast cars because they’ll instead be glued to their brain-implanted smartphones while droning around in 25mph self-driving Googlemobiles… Don’t worry. Teenagers will definitely continue to be attracted to fast cars. Which reminds me… Dear Mr. Musk: I’ll still have this Tesla when it’s time for my daughter to get her driver’s license. I’d like a software hack please to “detune” it so she doesn’t do anything too stupid. (Ditto for those evil joyriding car valets.)
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The two drivers of TCO are depreciation and gas. The Tesla depreciation curve has been fairly gentle. So basically the Tesla is way, way, way cheaper to own than anything in its class and several classes below it. The expense is one of cash flow, the high up front cost. It crushes the A7 in TCO. In my calculations the old P85 roughly is on par with owning a Honda Odyssey on a 5 year ownership basis with the maintenance contract. The interior is still not up to snuff, but the info nav system and constant upgrades are great. The rear view I expect will be resolved with an always on video screen since Elon Musk prefers technological solutions (and frankly I expect the side view mirrors to disappear eventually to for better aerodynamics). The other nice thing is that Tesla is generally very cognizant of construction flaws and engages in (a) continuous improvement and (b) often will provide fixes at minimal or no cost to existing owners. If Porsche gets a pass on IMS, then I don't really see the problem. Would I buy one? I expect a D is in my near future.