2021 Tesla Model S

557 lb-ft combined (dual-motor AWD)

Volume trim for MY2021 is the dual-motor Long Range; the tri-motor Plaid (1,020 hp) is the halo trim above it.

Torque

3.1 sec (Long Range); 1.99 sec Plaid

Tesla does not publish a torque figure on its own spec sheet; this is the figure consistently corroborated across independent spec aggregators for the refreshed Long Range.

0-60 mph time

98/100

Manufacturer-quoted 0-60 time for the refreshed Long Range, corroborated by independent instrumented tests.

Powertrain refinement96

Dual-motor EV powertrain delivers instant, linear torque with zero lag or coarseness — reviewers consistently cite this as a benchmark trait of the Model S.

Transmission behavior95

Single-speed reduction gear per motor means no shifting at all — power delivery is continuous with no hunting or harshness.

AWD/4WD availability85

Powertrain lineup breadth20

Dual-motor AWD is standard across the entire 2021 lineup (Long Range and Plaid) with independent front/rear torque control, though no low-range or terrain-mode hardware since this is a road sedan.

Battery-electric only — no gas, hybrid, or PHEV alternative is offered on the nameplate; the only choice is between two EV performance tiers (Long Range, Plaid).

2Efficiency & RangeOne of the Model S's strongest categories.3.25B+

Combined fuel economy

120 MPGe combined

EPA-certified combined MPGe for the 2021 Model S Long Range.

City fuel economy

124 MPGe city

EPA-certified city MPGe for the 2021 Model S Long Range.

Highway fuel economy

115 MPGe highway

405 mi EPA range (Long Range); 396 mi Plaid

EPA-certified highway MPGe for the 2021 Model S Long Range.

Driving range

30/100

250 kW peak (Tesla Supercharger V3)

EPA-rated full-charge range for the refreshed Long Range trim, the best range figure in the 2021 lineup.

DC fast-charge peak rate

72/100

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Manufacturer-rated peak Supercharging rate for the 2021 Model S on V3 Superchargers.

10-80% fast-charge time

~27 min 10-80% on a V3 Supercharger

64/100

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Tesla does not publish a single 10-80% figure; this is the midpoint of independent real-world charging-curve tests on V3 Superchargers.

Estimated annual fuel cost

$650/yr (EPA, 15k mi/yr)

EPA standard-assumption annual energy cost for the 2021 Model S Long Range.

Fuel requirements96

Charges on any standard Level 2 home setup or Tesla's own Supercharger network; no fuel-grade cost or complexity at all.

3SafetyGrades above the middle of the scale.2.71B-

NHTSA overall rating

5 stars (overall)

IIHS awards & crashworthiness70

The Model S has consistently earned NHTSA's 5-star overall rating across generations on this same 2012-origin platform; no record of the refreshed body (2021+) having been separately re-tested by NHTSA was found, so the figure is carried from the platform's established rating rather than a MY2021-specific test record.

Standard ADAS suite breadth72

The 2021 refresh's crashworthiness tests (same structure carried into the 2022 model year, which IIHS also tested) came back Good across small overlap front, moderate overlap front, side, roof strength and head restraints, and front crash prevention was rated Superior — but a Poor headlight rating (see 3.3.1) disqualified the car from Top Safety Pick/TSP+ despite otherwise strong results.

Automatic emergency braking performance85

Standard Autopilot (Traffic-Aware Cruise Control + Autosteer) plus automatic emergency braking, forward/side collision warning, obstacle-aware acceleration, lane departure avoidance and camera-based blind-spot monitoring are all standard on every trim with no option paywall — but the car ships with no rear radar at all, so rear cross-traffic alert is entirely unavailable rather than merely optional.

Blind-spot & cross-traffic coverage50

IIHS rated the 2021 Model S's standard AEB Superior for vehicle-to-vehicle front crash prevention, avoiding collisions in both the 12 mph and 25 mph tests.

Lane keeping & centering80

Blind-spot monitoring is standard via side cameras (alert-only, no active steering intervention), but the car has no rear radar at all, so rear cross-traffic alert/braking — standard on most segment rivals — is simply absent rather than optional.

Adaptive cruise & highway assist73

Autosteer's highway lane centering was widely regarded as smooth and confident for its era, a strength of the standard Autopilot stack, though reviewers and owners also logged phantom-braking events during this period that could prompt sudden, unprompted interventions.

Hands-free driving availability20

Standard TACC covers the full speed range including stop-and-go, and optional FSD adds Navigate on Autopilot for ramp-to-ramp highway assist with automatic lane changes — a capable, well-integrated system, docked for the same phantom-braking reports affecting this period.

Autopilot and FSD in 2021 are hands-on systems — the torque-sensing steering wheel requires driver hand pressure at all times, with no hands-free mode offered at any trim or option level, unlike BlueCruise or Super Cruise rivals.

Headlight performance15

IIHS rated the 2021 Model S's LED reflector headlights (curve-adaptive, high-beam assist) Poor overall — fair visibility on straightaways but inadequate visibility on curves in all four tests, with some glare from the low beams.

Outward visibility48

Child-seat (LATCH) usability65

Owner and reviewer commentary points to thick A-pillars that can obscure cross-traffic at angled intersections and a narrow, slit-like rear view worsened by the center head restraint — below-average sightlines only partially offset by the standard rear/side camera views.

The refreshed rear seats carry two complete lower-anchor LATCH sets for the outboard positions plus three top-tether anchors across all positions, with anchors tucked behind redesigned covers — functional and complete, but the smaller center head restraint and tight three-across clearance for boosters cost it versus the easiest-fitting rivals.

4Space & ComfortOne of the Model S's strongest categories.3.40B+

Seating capacity

5 seats (2+3)

Both 2021 trims (Long Range, Plaid) ship as standard five-seaters; Elon Musk confirmed the refreshed body is structurally capable of a 7-seat config, but no such option existed in the configurator for MY2021.

Front headroom

39.7 in

93/100

The refreshed cabin carries the same greenhouse as the prior body, and front headroom is strong for a low fastback sedan thanks to the fixed panoramic glass roof with no sunshade mechanism intruding on headroom.

Front legroom

42.4 in

60/100

42.4 in of front legroom is mid-pack for the full-size luxury class — the flat, tunnel-free EV floor and long seat travel help, but it is not a class-leading figure.

Rear headroom

38.1 in

78/100

Rear headroom is good for a fastback-roofline sedan despite the sharply raked rear glass, sitting comfortably within the upper half of the full-size sedan band.

Rear legroom

35.5 in

35/100

25.0 cu ft behind the rear seats (liftback, incl. underfloor sub-trunk); 61.4 cu ft with the bench folded; plus a 3.1 cu ft front trunk

This is the Model S's clearest packaging shortfall for the segment: 35.5 in of rear legroom sits well short of full-size-luxury rivals, a consequence of the long dash-to-axle layout and the battery floor pushing the rear bench upward.

Cargo/trunk volume

In-cabin storage & clever solutions86

The liftback tailgate and deep underfloor well give the Model S hatchback-grade cargo capacity that clears the top of the sedan normalization band outright — no conventional luxury sedan trunk competes with it.

A standout for the segment: the 2021 refresh added a twin-bin sliding center console with two wireless charging pads, a deep underfloor rear sub-trunk, a separate weatherproof frunk, and fold-flat 60/40 rear seats on a completely flat EV floor. The glovebox has no physical latch — opened only via the touchscreen — the recurring minor annoyance.

Seat comfort78

Front seats are supportive and well cushioned for long stints, with heated and ventilated power adjustment standard; rear seats gained heating for 2021 as well. Comfort is good rather than class-leading — no massage function, and the low rear bench relative to the battery floor limits thigh support.

Ride quality80

Standard adaptive air suspension delivers a composed, controlled ride that reviewers rated among the best in Consumer Reports' road-test history for the segment; the firmer 21-in Plaid wheel/tire package rides noticeably less smoothly than the standard 19-in setup.

Cabin quietness78

Climate & comfort features90

Quiet by class standards with no engine noise and acoustic glass, though the 2021 refresh predates the later acoustic-glass/insulation update Tesla added in 2025 — tire roar on the Plaid's wider rubber is the main intrusion at highway speed.

$79,990 at Jan 2021 refresh launch (Long Range); Tesla raised Model S pricing repeatedly through the year, reaching ~$94,990 by late 2021

Comfort equipment is rich and standard across the 2021 lineup: heated seats for every passenger (a refresh addition), heated steering wheel, heated windshield, ventilated front seats, tri-zone climate control, HEPA filtration with Bioweapon Defense Mode, and a new 8-in rear touchscreen giving rear passengers their own climate and media control.

5Cost of OwnershipThe Model S's lowest-graded category.0.00F

Base MSRP

0/100

~$87,000 average 2021 transaction price for Long Range (the higher-volume trim vs. the $119,990–$129,990 Plaid)

Long Range was the entry trim for the full 2021 model year after the Standard Range Plus was discontinued at the January refresh.

Volume-Trim Price

0/100

5-Year Maintenance & Repair Cost

Long Range outsold Plaid as the more accessible trim; price climbed from $79,990 at launch toward the mid-$90Ks by year end, so the figure is an in-year average rather than a single sticker.

~$7,000 over 5 years (no oil changes/engine service, but tire wear, 12V battery, and body/glass repairs factor in)

31/100

5-Year Resale Value Retention

EVs avoid most routine ICE service items, but Tesla's limited service-center network and above-average tire wear from instant torque keep costs from falling as low as the powertrain alone would suggest.

~39% of MSRP retained after 5 years (Long Range trending lower near 31–39%, Plaid holding value better near 38–50%)

13/100

4 yr / 50,000 mi bumper-to-bumper

Model S depreciates faster than key gas luxury-sedan rivals, driven by rapid Tesla price cuts/increases distorting the used market, a mid-cycle refresh, and new-generation EV competition arriving after 2021.

Basic warranty

50/100

8 yr / 150,000 mi battery & drive unit, with minimum 70% battery capacity retention guaranteed over the period

Standard Tesla new-vehicle limited warranty for the 2021 model year, unchanged from prior years.

Powertrain warranty

60/100

Complimentary maintenance & perks38

Tesla's Battery and Drive Unit Limited Warranty for Model S is 8 years/150,000 miles regardless of trim, matching the broader EV segment's longer powertrain coverage.

Effective 5-Year Ownership Cost

2021 Model S buyers got basic roadside assistance bundled with the warranty but no complimentary scheduled-maintenance plan and no standard included Supercharging — free unlimited Supercharging had ended for new buyers back in 2018 and in 2021 was only an occasional referral-program credit (around 1,000 free miles), not a standard perk.

$60,070 (≈$53,070 depreciation + $7,000 maintenance)

0/100

$87,000 volume-trim price minus its estimated resale value after 5 years (39% retained, or about $33,930) leaves about $53,070 in depreciation. Add the projected $7,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $60,070 in total.

6Reliability & QualityOne of the Model S's weakest categories.0.49F

Predicted reliability30

Brand reliability track record32

The 2021 model year is the low point of the Model S nameplate's entire reliability history — Consumer Reports' lowest-ever predictive reliability score for this car, driven by the rushed Palladium-refresh launch. Owner-reported trouble spots span electrical accessories, body hardware, suspension/steering, drive system, paint/trim, in-car electronics and EV battery, a spread far wider than a typical below-average year.

2021 was the first year J.D. Power profiled Tesla at all, and the brand's score — while kept out of the official ranking because Tesla won't let J.D. Power survey owners in states requiring opt-in consent — would have placed it 4th from the bottom of 33 brands. Consumer Reports' brand reliability rankings for the same period put Tesla in the bottom tier, well behind the industry.

Recall & TSB history26

Powertrain durability reputation54

24 NHTSA recalls touch 2021 Model S units — a very high count concentrated in genuine hardware, not software-only OTA items: a side-impact door-unlock risk (2021-2023 cars), a driver airbag that could tear on deployment, and a front-trunk secondary-latch misalignment spanning 2014-2021 cars. This is well past 'typical recall activity' territory.

Interior material quality56

The underlying dual-motor EV drivetrain carries the nameplate's long, well-documented high-mileage record with no transmission to fail, which keeps this off the bottom of the category. But 2021 owners specifically report driveline vibration and 'steering shudder' that persisted even after front axles were replaced, plus error codes disabling a front axle entirely — a real, nameplate-specific durability flag for this exact model year rather than an inherited reputation.

The January 2021 Palladium refresh brought genuinely richer materials than the outgoing cabin — full-width wood dash trim, a 17-inch landscape touchscreen, a rear-seat display — which lifts this above a bare-bones EV interior. But graded against Full-Size Luxury Sedan money, the minimalist, screen-dependent layout and persistent hard-plastic lower zones read thin next to S-Class/7 Series rivals, and the launch-year cabin shipped with assembly shortcuts (see fit & finish) that undercut the perceived richness of the new materials.

Fit & finish34

Dealer & service network46

This is the worst fit-and-finish year in the nameplate's history. The refresh launched with widely documented panel-gap inconsistency (frunk surround misaligned toward the right fender), the steering yoke's rubberized coating peeling or fraying within a few thousand miles on early cars, and the 'Tesla Worm' trim defect on the yoke badge — on top of ordinary rattle/squeak complaints requiring repeat service visits.

Parts availability & repair cost40

Tesla ran roughly 140 US service locations in early 2021, materially sparser than the ~180-200 it would reach years later, and that thin footprint collided with a surge of refresh-era warranty work. Tesla's own Jan 2021 move into in-house light collision repair was a direct response to a body-shop bottleneck that was already producing long documented wait times for post-accident repairs.

17 in horizontal (standard on both Long Range and Plaid); plus a 12.3-in driver display and an 8-in rear-seat touchscreen

Collision and body parts ran through a Tesla-controlled, capacity-constrained channel in 2021 — the same bottleneck that forced Tesla to start doing light collision repair itself that January — and the refreshed car adds a new center-console/yoke parts catalog with no aftermarket maturity yet. Routine running costs stay low (no oil service, regen-extended brakes), which keeps this off the very bottom of the range.

7Technology & InfotainmentGrades above the middle of the scale.2.78B-

Touchscreen size

Infotainment UX & responsiveness78

The 2021 refresh replaced the original portrait 17-in screen with a new horizontal 17-in unit at 2200x1300 resolution — one of the largest center screens in any sedan and well above the segment band ceiling.

Wireless CarPlay / Android Auto10

The new AMD Ryzen-based infotainment (up to 10 teraflops) is fast and fluid, with a slick, logical touchscreen layout. It loses ground on daily usability because the refresh deleted the gear-selector and turn-signal stalks — shifting is a touchscreen swipe with overhead backup buttons, and turn signals move to wheel-mounted buttons, both criticized in every 2021 road test as a step backward in ergonomics.

Voice control & native navigation70

Tesla has never offered Apple CarPlay or Android Auto, wired or wireless, on the Model S — a deliberate product decision rather than a trim gap. Built-in Bluetooth audio/calling and native streaming apps partially offset the practical impact.

Native navigation with automatic Supercharger trip planning was already a 2021 strength — inserting charging stops, estimating arrival state of charge and preconditioning the battery en route — a capability that matters more here given there is no CarPlay fallback. Voice control in 2021 handled a fixed set of command phrases rather than natural conversation; Tesla's later conversational assistant postdates this model year.

Audio system quality88

Digital instrument cluster83

The 2021 refresh introduced a 22-speaker, 960-watt audio system with active road-noise reduction standard on both trims — no upgrade to buy — and it is routinely rated among the best-sounding systems in the segment despite carrying no audio-house badge.

Unlike the Model 3/Y, the refreshed Model S retains a proper 12.3-in full-digital driver display above the yoke, standard on both trims, showing speed, gear, range and Autopilot visualizations. It is crisp but offers limited user configurability versus German rivals' multi-layout clusters.

OTA update capability95

Companion app & remote functions90

Tesla defined the top of this item well before 2021 and the refreshed Model S is no exception: updates arrive over the air on a roughly monthly cadence, reach effectively every controller in the car, and routinely add new capability rather than just fixing bugs.

Charging ports & device power78

The Tesla app was already the reference implementation by 2021: phone-as-key is the primary way into the car, and the app covers remote climate/preconditioning, charge control and scheduling, lock/unlock, locate, and Sentry Mode viewing, all with no subscription fee for core functions.

Keyless & remote access92

The 2021 refresh added two wireless charging pads in the front console and switched every port in the car from USB-A to faster USB-C, front and rear, plus the new 8-in rear touchscreen driving its own media. There is no household AC outlet anywhere in the car.

Among the most seamless keyless setups sold in 2021: the phone is the key by default with shareable digital access, a key card and key fob are supplied as backup, door handles auto-present on approach, and the car locks itself on walk-away. There is no start button — sit, select a gear, go.

Camera & parking aids80

Head-up display availability10

The 2021 Model S still carried Tesla's full 12-sensor ultrasonic parking-sensor array alongside the surround camera system — a combination reviewers rated well for low-speed precision — plus Autopark and Summon. (Tesla did not delete ultrasonic sensors fleet-wide until October 2022, reaching Model S/X in 2023, so this capability was intact for the full 2021 model year.)

Kid & car-seat practicality58

No head-up display was offered on the Model S at any trim in 2021 or any other model year — a conspicuous omission among full-size luxury flagships, softened somewhat by the standard 12.3-in driver display keeping core information in the line of sight.

8Use-Case FitOne of the Model S's weakest categories.1.89C-

The liftback tailgate is the family ace — a full hatch opening onto 25.0 cu ft with a deep underfloor sub-trunk swallows a stroller without a trunk lid's lift-over, and the flat EV floor eases three-across fitment. Against that, 35.5 in of rear legroom is thin for the class, crowding a rear-facing infant seat into the front passenger's space, and LATCH is limited to two outboard lower-anchor positions with no center set.

Family safety package68

Family road-trip comfort68

Safety equipment is standard across both 2021 trims, with a 5-star NHTSA overall rating and Autopilot (traffic-aware cruise, Autosteer) plus automatic emergency braking fitted fleet-wide — no stripped entry car to avoid. It falls short of the segment's best because the refreshed car's Poor-rated headlights kept it off IIHS's Top Safety Pick list despite otherwise strong crashworthiness results.

Rear provisioning is well equipped for a 2021 car — the refresh added an 8-in rear touchscreen with its own climate and media, heated rear seats, and a standard 22-speaker audio system — and luggage is a non-issue with 25.0 cu ft plus a frunk. What caps the score is space: 35.5 in of rear legroom is tight for multi-hour trips with four-plus occupants, and there is no rear recline or window shade.

Daily driving ease68

Commuting cost efficiency82

Mechanically this is close to an ideal commuter — single-speed instant torque, well-judged one-pedal driving, standard adaptive air suspension, a quiet cabin, and Autopilot's traffic-aware cruise and Autosteer standard for stop-and-go traffic. It is held well below the car's later form because the 2021 model shipped with the yoke steering wheel as the ONLY option — no round wheel was offered until 2023 — and Consumer Reports singled it out as a 'constant nuisance' in daily use, since hand-over-hand parking-lot turns leave a hand without part of the wheel to hold.

Parking & maneuverability62

A dual-motor Long Range EV with 405 miles of EPA range costs a fraction of what a comparably quick gas or hybrid full-size luxury sedan burns in fuel, and there are no oil changes, belts, or significant brake wear thanks to regeneration. It is not the cheapest Tesla to run — larger wheels and tires plus a heavier curb weight than the Model 3 add some consumable cost.

A nearly 198-in, 77-in-wide car with no rear-axle steering is inherently a handful in tight city parking, but the 2021 model still carried its full ultrasonic parking-sensor array alongside the surround camera system (sensors were not removed fleet-wide until late 2022), giving genuinely precise low-speed distance feedback — a real advantage over the camera-only system fitted to later model years. The mandatory yoke wheel's hand-over-hand low-speed steering partly offsets that sensing advantage.

Work capability22

Durability for work duty30

Not a work vehicle in any meaningful sense: Tesla published no North American tow rating for the 2021 Model S and fit no factory hitch, there is no bed, and payload beyond five occupants is ordinary-sedan territory. The liftback body is at least more useful for hauling bulky boxes than a trunk-lid rival, with roughly 61 cu ft available when the rear bench is folded.

Jobsite & upfit practicality20

The Model S powertrain lineage had an established high-mileage track record by 2021, but the refreshed body itself was brand new for this model year with no durability history yet, and the standard adaptive air suspension — a recurring long-term failure point on this platform across generations — is unproven on this specific refresh at launch. No work-trim or fleet program exists.

Long-distance comfort & range86

Essentially no work-oriented provisions in 2021: no 120V household outlet and no vehicle-to-load export, no bed, no tie-down grid beyond basic trunk hooks, no washable surfaces, and no factory hitch to hang a cargo tray or rack from. The lockable, weather-sealed frunk and underfloor sub-trunk are the only credits.

Outdoor & adventure capability42

This is the Model S's best case: 405 miles of EPA range on the Long Range feeds into a mature Supercharger network with automatic trip-stop planning and battery preconditioning, and the standard air suspension, Autopilot and quiet cabin reduce fatigue over long hauls. It is held just below the later refreshed car because the 2021 model lacks the 2025 acoustic-glass/insulation update, and front seats, while comfortable, offer no massage function.

Gear & luggage flexibility85

Pavement-bound but reasonably provisioned for light camping: dual-motor AWD is standard on both 2021 trims, and the adaptive air suspension raises ride height for a rutted track; the rear seats fold flat for a sleeping platform. Ground clearance is modest on standard low-profile tires, there is no factory hitch so hitch-mounted racks are unavailable, and there is no vehicle-to-load power export.

A genuinely strong gear-hauler among full-size luxury sedans thanks to the liftback body: the whole rear glass and decklid open as one hatch onto 25.0 cu ft including a deep underfloor sub-trunk, the 60/40 bench folds to roughly 61.4 cu ft, and a separate 3.1 cu ft frunk takes dirty or valuable items. No factory hitch limits external carrying options.

9Driving ExperienceGrades above the middle of the scale.2.85B-

Handling & agility80

Scored on the dual-motor Long Range, the volume trim of the 2021 lineup. Standard adaptive air suspension, a floor-mounted pack giving an unusually low center of gravity, and near-even weight distribution make the car corner flatter than its roughly 4,560 lb weight suggests. Consumer Reports' 2021 road test noted the refreshed Model S would have posted the highest score in the magazine's history if not for an unrelated steering-wheel issue — a strong signal of genuinely class-leading dynamics.

Steering feel55

The variable-ratio rack itself is quick and accurate but largely numb, and 2021 is the one period in the Model S's life where the airplane-style yoke was the ONLY steering wheel offered — Tesla would not add a round-wheel option until 2023. Consumer Reports called the yoke a 'constant nuisance,' citing hand-over-hand turns that leave a hand without part of the wheel to hold, a real ergonomic penalty beyond ordinary steering feel.

Braking confidence74

Powertrain smoothness & response90

Hardware is strong and Consumer Reports praised strong, confident stopping power in its 2021 test. What keeps it out of the top band is calibration rather than capacity: Tesla's brake pedal is largely friction-only with limited regen blending, and one-pedal regen weakens at high state of charge or in cold conditions, making deceleration feel inconsistent stop to stop.

Drivetrain noise & vibration80

A single-speed dual-motor EV with no shifts, no stop/start, and no idle vibration; tip-in calibration is immediate but progressive rather than snatchy, with seamless torque delivery from a standstill to highway speed. Essentially class-leading behavior for 2021.

38.2 ft curb-to-curb (estimated — Tesla publishes no official figure; third-party listings range roughly 37.7-39.4 ft)

Near-silent at cruise and free of driveline vibration, typical of the Model S's EV powertrain. Some motor whine is audible under hard acceleration, and the 2021 car predates the 2025 acoustic-glass/sound-insulation update, so slightly more tire and road roar reaches the cabin than later model years.

Turning circle

30/100

Driving position & ergonomics60

A long 116.5-in wheelbase and no rear-axle steering leave the Model S with a mediocre turning circle for a sedan. Confidence is LOW because Tesla does not publish an official turning-circle specification and third-party figures disagree by over a foot; the body shell is unchanged from later model years so the same estimate applies.

The seat itself is very good — wide adjustment range, low cowl, excellent forward sightline — but 2021 is the model year where control-layout friction peaked: the refresh deleted the gear-selector and turn-signal stalks (shifting via touchscreen swipe, turn signals on yoke buttons), and the yoke was the ONLY wheel shape offered, with no round-wheel alternative until 2023. Reviewers consistently cited this combination as the car's weakest everyday trait for this specific model year.

Fun-to-drive factor74

Standard equipment generosity67

In a straight line the 2021 Model S is a genuine event — 3.1 seconds to 60 mph on the Long Range and a sub-two-second Plaid make acceleration the whole personality. But numb steering, a filtered chassis, total absence of engine sound, and the controversial yoke mean the enjoyment is spectacle rather than driver engagement; enthusiasts recommend it for straight-line thrust, not a favorite back road.

10Value & Market PositionMid-pack among this car's ten categories.1.99C-

Feature value per dollar70

The 2021 refresh standardized a 17-inch center touchscreen, rear-seat display, heated/ventilated front seats, glass roof, premium audio, HEPA filtration, and Autopilot across both trims, but Full Self-Driving remained a costly option and the lineup's high base price means much of the generosity is already priced in rather than a discount versus rivals.

Trim & configuration breadth38

Plaid's sub-2-second 0-60 and 1,020 hp at $119,990–$129,990 undercut hypercar performance by a huge margin, and Long Range's 405-mile EPA range led the segment for the money, though the Model S overall sits at a steep price point versus mainstream luxury rivals.

Sales popularity & market acceptance38

After Plaid+ was cancelled in June 2021, the entire 2021 Model S lineup narrowed to just two trims (Long Range and Plaid) with no body-style, drivetrain-layout, or seating-configuration choices beyond color/wheels/FSD — a take-it-or-leave-it range versus rivals offering several engines and trim tiers.

Brand desirability & image85

US Model S deliveries fell to roughly 11,556 units in 2021, a steep decline from prior years, as the mid-year production transition to the refreshed line constrained supply even though demand/orders held up.

Deals & incentive availability12

Tesla carried a strong aspirational, tech-forward brand image in 2021 with a loyal buyer base, and the Model S Plaid's record-setting performance claims generated significant media attention and halo effect for the brand.

Tesla had no federal EV tax credit available in 2021 (phased out after hitting the 200,000-unit cap in 2018-2019), did not offer dealer-style discounts, and in fact raised Model S prices multiple times during 2021 amid strong demand and supply constraints — effectively the opposite of buyer-favorable incentives.

Model freshness80

Critical reception & awards62

2021 is the refresh model year itself: new interior with horizontal touchscreen and AMD Ryzen-based infotainment SoC, available yoke steering wheel, and new Plaid tri-motor powertrain all launched this year, even though the underlying platform dates to 2012.