2024 Tesla Model X

2024 is a carry-over year of the 2021-refreshed first-generation car (the generation running 2016–2026). The volume dual-motor All-Wheel Drive makes 670 hp peak and the tri-motor Plaid 1,020 hp, both far above the SUV band ceiling.

Tesla publishes no official torque rating; the widely cited combined figure for the dual-motor car is 713 lb-ft, well above the 500 lb-ft SUV band ceiling, so the item pins at 100 regardless of the exact number.

Tesla rates the 2024 Model X AWD at 3.8 s and the Plaid at 2.5 s to 60 mph (rollout subtracted) — quicker than any non-Plaid three-row rival.

Instant, lag-free dual-motor delivery with no gear changes or engine handoffs. Same hardware as the 2025 car (90); below the 2026 car (92), which added extra sound deadening and active noise cancellation in the mid-2025 update.

Fixed-ratio single-speed reduction gears front and rear — nothing to shift, hunt or drone, and regen blending is well judged; held just short of perfect for occasional abruptness in low-speed creep/regen transitions.

5,000 lbs with the factory hitch is mid-pack for a full-size luxury SUV, below the Rivian R1S (7,700 lbs) and body-on-frame rivals.

Every 2024 Model X is all-wheel drive (dual-motor or tri-motor) with fast electronic torque distribution, but there are no low-range analogues or terrain-specific drive modes like the Rivian R1S offers.

Adaptive air suspension lifts clearance to roughly 8.4 in and AWD helps on loose surfaces, but there are no skid plates, lockers, crawl control or off-road trim, and the 20–22 in wheels wear street tires. Pavement-oriented.

Battery-electric only, in two states of tune (dual-motor AWD, tri-motor Plaid); no gas, hybrid, PHEV or single-motor entry.

About 34 kWh/100 mi is respectable for a ~5,200-lb three-row luxury SUV but trails lighter electric SUVs such as the Model Y.

City is usually an EV's strongest figure, but the Model X's mass blunts it relative to lighter electric SUVs.

Its best figure relative to the class: the low-drag body keeps the city-to-highway drop under 10%, better than most boxy electric SUVs.

335 miles is a solid road-trip figure for a three-row EV, ahead of the Mercedes EQS SUV but behind the Rivian R1S Max pack; slightly above the 2025 rating (329 mi) for the same hardware.

250 kW is quick but is the ceiling of Tesla's 400V architecture; 800V rivals (Kia EV9, Hyundai Ioniq 5/6-based SUVs) sustain high rates longer.

A large pack on a 400V bus with an early taper means roughly 67 kWh at ~129 kW average — mid-band, while 800V rivals do the same job in the low-to-mid twenties.

About $750 a year at EPA's home-electricity assumptions is a fraction of what V8 full-size luxury rivals cost to fuel; heavy Supercharger users will pay considerably more.

No fuel grade at all, plus the best US public-charging access via the native NACS port and Supercharger network with nav-integrated preconditioning, and 11.5 kW Level 2 home charging. Held below the ceiling by ~31-minute road-trip stops on a 400V bus and the large pack's public-charging cost.

NHTSA lists the 2024 Model X as 'Not Rated' overall, with only a 5-star rollover result (9.3% rollover risk, no tip). The 2024 car is the same 2016-on generation, and the latest full test of that generation (the 2021 refresh) earned 5 stars overall, frontal and side, which is the value this item takes.

IIHS has never put the Model X through its crashworthiness program, so it has no 2024 award and no small-overlap, updated moderate-overlap, updated side or roof-strength results, while the Model Y won the 2024 award. It is held just below the no-award band because the 2024 car also carries occupant-protection recalls: a driver airbag that could tear on deployment, and a seat-belt warning that may not activate.

Both 2024 trims come standard with Autopilot (Traffic-Aware Cruise Control plus Autosteer), automatic emergency braking, forward collision warning, lane departure avoidance, emergency lane departure avoidance and blind-spot warning. No safety equipment is locked to a trim, but rear cross-traffic coverage is thin and blind-spot warning shows on the touchscreen rather than in the mirror, which keeps it out of the top of the band.

The 2024 Model X uses the same camera-only Tesla Vision AEB as the Model Y, which IIHS tested and awarded in 2024. The Model X itself has no IIHS front crash prevention result, though. With six open or closed NHTSA investigations on its record and ongoing phantom-braking complaints, it is scored below its tested stablemate.

Blind-spot warning is standard, but it appears as a red marker on the center touchscreen, with a side-repeater camera feed when you signal. It is not a mirror-mounted indicator, and there is no active rear cross-traffic braking and no safe-exit alert. The falcon-wing doors sense obstacles only within their own swing path.

Autosteer is standard on every 2024 trim and remains one of the smoothest lane-centering systems on sale, holding the middle of the lane without ping-ponging. By 2024 the radar-free Tesla Vision limits of 2022 had been lifted. Lane departure avoidance and emergency lane departure avoidance back it up.

Traffic-Aware Cruise Control works across the full speed range with stop-and-go, and together with Autosteer it makes a standard, well-integrated highway assist. Points come off for the unprompted braking events owners keep reporting on the vision-only system.

In 2024 FSD (Supervised) v12 became a paid option at $8,000 or $99/month (cut from $12,000/$199 in April 2024). From mid-2024 (v12.4–12.5) it dropped the steering-wheel torque nag in favor of cabin-camera eye monitoring, giving it the broadest road coverage of any consumer system, surface streets included. It sits below a mature hands-free system because Tesla still classes it as supervised, it was hands-on for the first half of the model year, and NHTSA is actively investigating it.

LED headlamps with automatic high beam are standard on both trims, but IIHS has never rated the Model X's headlights. A recall specific to the 2024 Model X also covered low beams and parking lights that could flicker. Standard equipment across the range keeps it mid-band, but there is no Good rating to lift it higher.

The panoramic windshield gives an exceptional forward view, but thick A-pillars, small mirrors, a shallow rear window with no wiper and thick rear pillars leave real blind zones. Camera help on the 2024 car is weak: the ultrasonic sensors were dropped in 2023 for vision-only park assist, there is no stitched 360° view, and the front bumper camera did not arrive until the 2025 update.

The falcon-wing doors open a tall, unobstructed second-row aperture that makes it easy to lift a seat in and buckle a child, and every second-row seat plus both outboard third-row seats has anchors. Against that, the lower anchors sit deep in stiff upholstery, the third-row opening is small with a tall step-in, and the six-seat captain's-chair layout rules out three-across in the second row.

Volume configuration is the 5-seat layout; three-row 6/7-seat layouts are paid options.

Generous front headroom helped by the panoramic windshield.

Front legroom is below the big-SUV norm.

Very tall second-row headroom under the falcon-wing doors.

Good second-row legroom on the standard bench.

Volume 5-seat car has no third row; the optional third row (37.1 in headroom) is child-sized and access depends on second-row seat movement.

Mid-pack cargo space behind the second row for a large SUV; frunk adds a small extra bay.

Strong max cargo with seats folded.

Front trunk, deep rear underfloor well and flat floor are genuinely useful; center console bins are decent but door pockets are small (falcon-wing rear doors have none).

Well-cushioned, adjustable front seats, though some find them firm and the vegan leather breathes poorly.

Adaptive air suspension absorbs most bumps, but reviewers split — Consumer Reports calls the ride excessively stiff, worse on 22-in wheels.

Little powertrain or road noise, but pronounced wind noise around the large glass and doors draws criticism.

Heated seats in all rows, ventilated fronts, heated wheel, tri-zone climate, HEPA filtration and app pre-conditioning are standard.

MY2024 entry trim is the dual-motor All-Wheel Drive (the short-lived Standard Range was dropped in late 2023), well above the SUV band's $65k ceiling.

The AWD trim is the volume seller; a typical build adds paint and often a six/seven-seat interior, pushing it past $80k (which also forfeits the $7,500 credit).

EV drivetrain avoids oil changes; costs concentrate in years 4–5 once the 4 yr/50k basic warranty lapses.

Luxury EVs depreciate steeply and Tesla's repeated new-car price cuts (2023 cuts from $120k+ to $79,990) depress used Model X values.

Matches the luxury-segment norm of 4 yr/50k; mid-band.

8-year battery/drive-unit coverage with a generous 150,000-mile cap, above most rivals' 100k-mile EV coverage.

No included scheduled maintenance; roadside assistance runs with the basic warranty. MY2024 perks were limited-time — 5,000 free Supercharger miles for Q1 2024 deliveries and lifetime free Supercharging only on orders from Dec 13, 2024 — so a typical 2024 buyer got little beyond warranty coverage.

$82,880 volume-trim price minus its estimated resale value after 5 years (39% retained, or about $32,323) leaves about $50,557 in depreciation. Add the projected $3,819 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $54,376 in total.

Consumer Reports gives the 2024 Model X a predicted-reliability score of just 27/100 and calls it the least reliable Tesla model. That puts it well into the below-average band and below the 2025 reading (CR 2025: below average, trouble-spot grid NA). 2024 is a carry-over year of the 2016-present generation's 2021 interior redesign. Owners keep reporting the same weak spots: falcon-wing door sensors giving false signals, paint defects, climate-system components and brakes.

This is a brand-level judgment, sitting between the 2022 (48) and 2025 (58) Tesla scorecards. In the dependability data current for this model year, Tesla was still well below the industry average: J.D. Power's 2023 VDS, the first to include it officially, had it at 242 PP100 against an industry average of 186. Consumer Reports' new-car brand standings were starting to climb on the strength of the Model 3 and Model Y. That puts it at the low end of the mid band. The trend is improving, but the multi-year record is still weak.

NHTSA lists 8 campaigns covering the 2024 Model X. Most are fleet-wide software fixes delivered over the air: hood-latch detection, seat-belt chime, instrument-cluster font size, the rearview-camera computer short and a 2024-only headlight flicker. Three need a shop visit, and all three are airbag-module problems: a driver airbag that could tear on deployment, the wrong airbag fitted after a yoke/wheel swap, and the wrong horn pad. None involves the powertrain or a fire risk. Still, several FMVSS non-compliance findings and three airbag campaigns in one model year put it just below 'typical'.

This is the strength of the category. The 2024 car uses the same ~100 kWh pack and dual-motor drive units the S/X have refined for close to a decade. Packs typically keep about 85-90% of their capacity near 100,000 miles, and there is no multi-speed gearbox, clutch or belt to wear out. It stays out of the top band because early-generation cars had drive-unit failures and an out-of-warranty high-voltage repair on a low-volume model is very expensive.

The post-2021 cabin carries over unchanged for 2024: a 17-inch landscape center screen, a rear-seat display, wood trim, ventilated front seats and 22-speaker audio. For a price around $80,000-$100,000 it is competitive rather than class-leading. An X7, GLS or Range Rover has richer hides and more convincing switchgear, and the near-total absence of physical controls costs it on perceived quality. It scores slightly below 2025, which lacks the mid-2025 refresh's extra sound insulation and ambient lighting but still beats this car.

This sits just below the mid band. On the 2024 car, falcon-wing door alignment, gaps against the roof glass, wind noise, seal leaks and paint defects all remain the signature complaints in CR owner reports. Owners who compared the cars directly say mid-2025 refresh builds have noticeably better trim alignment than 2024 Model X Long Range cars, so this year scores a few points below 2025 (52).

Coverage is thin by luxury standards: a couple of hundred company-owned US service centers, against the dense franchised networks of every German and Japanese rival. Owners outside metro areas face long drives and waits. Mobile service and app scheduling are genuine offsets, but falcon-wing door, air-suspension and body work all need a shop.

This is in the low band. Parts come only from Tesla, and collision parts for the low-volume S/X are often on backorder for weeks. The Model X also carries unusually expensive assemblies: falcon-wing door mechanisms and glass, the one-piece panoramic windshield, an aluminum-intensive structure, and air-suspension struts and compressor that become a predictable cost once out of warranty. There is little independent-shop ecosystem to hold repair bills down.

One of the largest center screens in the segment.

Fast, well-organized interface, but nearly every control (including gear selection on the touchscreen) is touch-based.

Tesla offers neither Apple CarPlay nor Android Auto, wired or wireless.

Excellent native navigation with live traffic and Supercharger routing; voice commands cover most functions.

22-speaker, 960-watt system with active road-noise reduction is standard and well regarded.

Standard 12.3-in driver display; less configurable than rivals' clusters but crisp.

Whole-vehicle OTA updates that regularly add features.

Polished free app with phone key, remote climate, charging control, summon and location.

Fast USB-C ports front and rear and dual wireless charging pads standard; no household AC outlet.

Phone-as-key, key card, auto-presenting front doors and powered falcon-wing doors and liftgate standard.

2024 builds lost ultrasonic sensors; Tesla Vision park assist works from cameras with no front bumper camera (added only in mid-2025), and there's no true 360-degree view.

No head-up display offered.

Falcon-wing doors give huge, low-clearance openings for car seats, but they are slow, sensitive to obstructions, and third-row access depends on seat configuration.

Standard AEB, lane keeping and Autopilot on every trim; strong NHTSA ratings carried from the same generation.

Heated seats in every row, rear 8-in screen and tri-zone climate; luggage space with five aboard is good, less so with seven.

Smooth one-pedal driving and quick response, tempered by touchscreen gear selection and a large footprint.

Cheap per mile versus gas luxury SUVs, though heavy for an EV; tires on 20/22-in wheels are costly.

Large footprint and 40.8-ft turning circle; parking relies on camera-based Tesla Vision without ultrasonic sensors.

5,000-lb tow rating is strong for an EV, but range drops sharply while towing.

Luxury-oriented with complex falcon-wing doors and below-average reliability reputation; not a work tool.

Tow hitch available but no onboard AC power outlets and a limited upfit ecosystem; falcon doors complicate roof racks.

~335-mile EPA range plus the Supercharger network make it an easy tourer; wind noise and firm ride are the limits.

Dual-motor AWD, adjustable air-suspension height and Camp Mode help, but it is pavement-oriented with no roof-rack provision.

Fold-flat rear seats, frunk and underfloor well give 85+ cu ft, but falcon doors rule out conventional roof storage.

Low center of gravity keeps body roll minimal and grip strong, though the car's mass is felt in quick transitions.

Quick and precise but numb; the yoke (round wheel optional for 2024) is awkward at low speeds.

Strong, confident brakes with well-blended regen.

670-hp dual-motor delivers instant, seamless response (3.8 s to 60).

Near-silent EV powertrain; slight motor whine under hard throttle.

Large turning circle for the class.

Commanding view through the panoramic windshield, but most controls live on the touchscreen and the stalk-free layout takes adjustment.

Startling acceleration for a three-row SUV, but heavy and short on feedback.

The $79,990 AWD includes falcon-wing doors, 17-inch screen plus rear display, Autopilot, premium audio, HEPA filtration, heated/ventilated front seats, heated all rows and air suspension; FSD costs extra and CarPlay/Android Auto are absent.

After the 2023 price cuts, the AWD at $79,990 qualified for the full $7,500 credit (at point of sale from Jan 2024), giving 670 hp, 3.8 s 0–60 and ~335 mi range for an effective low-$70k price — strong for a full-size luxury EV.

Only two trims (AWD, Plaid) with 5/6/7-seat layouts, paint, wheels and tow package as the main options — a narrow lineup versus GLS/X7 ranges.

Still among the best-selling luxury EV SUVs, but S/X volume fell sharply through 2024.

Tesla retains strong tech/EV appeal and Supercharger access, but 2024 brought growing brand-perception erosion tied to the CEO's public profile and price-cut-driven resale anxiety.

No haggling, but MY2024 buyers had the $7,500 point-of-sale credit on the AWD, rolling free-Supercharging-mile offers, discounted inventory units and, from December 2024, free lifetime Supercharging.

MY2024 is a carry-over year in a generation dating to 2016, last refreshed for 2021; a further update came mid-2025 and discontinuation was announced January 2026.

Reviewers praise acceleration, range, Supercharger access and space, but fault ride quality, build quality, the yoke/stalkless controls and price; no major 2024 awards and below-average CR predicted reliability.