2025 Tesla Model X

The 2025 model year is the 2021-refresh car carried over (the June 2025 update went on sale as the 2026 model year). 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 2025 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. Set two points below the 2026 car (92), which added acoustic glass, extra sound deadening and active noise cancellation in the mid-2025 update; in line with the BMW iX (90).

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. Same hardware as the 2026 car (92).

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 2025 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. Matches the 2026 car (84).

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, matching the 2026 car (38).

Battery-electric only, in two states of tune (dual-motor AWD, tri-motor Plaid); no gas, hybrid, PHEV or single-motor entry. Same lineup as 2026 (26).

34 kWh/100 mi is respectable for a ~5,200-lb three-row luxury SUV but trails the 2026 refreshed car (105 MPGe) and the Model Y; the 2025 model year is the pre-update 2021-refresh car.

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.

329 miles is a solid road-trip figure for a three-row EV, ahead of the Mercedes EQS SUV (~312 mi) but behind the Rivian R1S Max pack and Lucid Gravity; the 2026 update raised it to 352 mi.

250 kW is quick but is the ceiling of Tesla's 400V architecture; 800V rivals (Kia EV9, Hyundai Ioniq 9, Lucid Gravity) accept comparable or higher rates on a bus built for it.

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 (EPA: 14 h at 240V). Held below the ceiling by ~31-minute road-trip stops on a 400V bus and the large pack's public-charging cost; matches the 2026 car and Model S (92).

NHTSA lists the 2025 Model X but gives it no overall, frontal or side rating, only a 5-star rollover result. Per the framework rule this uses the latest fully tested year of the same generation (2016–2026), the 2021 early-release car, which earned 5 stars in every category. Confidence is MEDIUM because the 2021 'later release' refresh, which the 2025 car carries, has never been through full frontal and side testing.

IIHS has never put the Model X through its crashworthiness program, so it has no award and no small-overlap, updated moderate-overlap, updated side or roof-strength result. The Model 3 and Model Y, by contrast, are Top Safety Pick+ winners. Scored at the floor of the no-award band rather than lower because the structure's NHTSA record is strong and there is no known poor result; the 2025 car's own NHTSA entry is also missing frontal and side ratings.

Both 2025 trims (All-Wheel Drive and Plaid) come standard with Autopilot, meaning Traffic-Aware Cruise Control plus Autosteer, along with AEB, forward collision warning, lane departure avoidance, emergency lane departure avoidance and blind-spot warning. No safety feature is locked to a higher trim. It stays below the top of the band because blind-spot warning shows on the touchscreen rather than in the mirror and there is no rear cross-traffic braking.

The Model X uses the same camera-only Tesla Vision AEB as the IIHS-tested Model 3 and Model Y, which perform well in vehicle-to-vehicle and pedestrian tests. The Model X itself has no IIHS front crash prevention result, so it is scored below those two. It also loses points for persistent phantom-braking reports and NHTSA investigations into the vision-only system.

Blind-spot warning is standard, but it appears as a red arc and a side-camera view on the centre screen, with an optional chime. There is no mirror indicator of the kind every full-size luxury rival fits. Cross-traffic coverage is a camera-based alert only, with no automatic braking and no safe-exit alert; the falcon-wing doors' obstacle sensing protects only the door's own swing path.

Autosteer is standard on 2025 Model X trims and remains one of the smoothest, most confident lane-centering systems on sale, holding the middle of the lane without ping-ponging. 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 it is standard. Combined with Autosteer it gives a well-integrated highway assist. It loses points for the unprompted slowdowns ('phantom braking') that owners and reviewers still report on the vision-only system.

FSD (Supervised) gives the Model X broader road coverage than any other consumer driver-assist system: it works on surface streets as well as highways and is not geofenced to mapped roads like BlueCruise or Super Cruise. It monitors attention with the cabin camera. It falls short of the top band because Tesla calls it supervised, it costs about $8,000 or a monthly subscription, and NHTSA is actively investigating it.

LED headlights with automatic high beams are standard on both trims, so the volume trim gives nothing up. However, IIHS has never rated the Model X's headlights, and the matrix hardware's adaptive-beam function has been limited on US cars. Scored mid-band: the equipment is standard across the range, but there is no Good rating to justify the top band.

The panoramic windshield, which sweeps back over the driver's head, gives an exceptional forward view. To the rear, the shallow raked glass, thick D-pillars and third-row headrests leave a large blind zone with no rear wiper. Cameras only partly make up for it: there is no stitched surround view, and since the ultrasonic sensors were dropped, park assist relies on cameras alone. The front bumper camera arrived only with the mid-2025 update, so earlier 2025 builds lack it.

The falcon-wing doors open a far taller, clearer opening than any conventional rear door, so a parent can stand upright beside the car seat. The flat floor also makes the third row easy to reach. It stays below the top of the band because the lower anchors sit recessed in the seat and take some digging, the doors need overhead clearance, and the six-seat captain's-chair layout gives up three-across seating in the second row.

For MY2025 the five-seat interior is the standard and volume configuration of the Model X AWD; six and seven seats are paid options, so the volume trim scores as a five-seater.

Tall roofline and panoramic windshield give near-class-leading front headroom.

Front legroom is below most mid-size and full-size SUV rivals.

Second-row headroom is outstanding thanks to the falcon-wing roof cut-outs.

Generous second-row legroom on the five-seat bench, slightly more with the three-row layouts.

The volume five-seat 2025 Model X has no third row; the optional 6/7-seat layouts add a cramped kids-only third row (32.2 in legroom) reached past the second-row seats.

Healthy rear trunk for a two-row SUV with a deep underfloor well, plus a usable front trunk.

Fold-flat 60/40 second row in the five-seat car opens a large flat load floor; Tesla's 91.6 cu ft figure adds the frunk.

Frunk, deep rear underfloor well, large center console storage and a flat floor are genuinely useful; door pockets are modest.

Supportive, well-bolstered front seats with ventilation; second-row bench is comfortable but the seatbacks of the fixed-mount captain's chairs draw complaints.

Standard adaptive air suspension controls the body well but the pre-refresh 2025 car rides firmly, with 22-in wheels adding jitter; the more pliant retune arrived with the mid-2025 update sold as MY2026.

No engine noise and decent insulation, but wind noise around the falcon-wing doors and road noise are noted; added sound insulation came only with the MY2026 update.

Heated seats in all rows, ventilated front seats, heated steering wheel, tri-zone climate with rear touchscreen and app pre-conditioning are standard.

The 2025 Model X is the pre-June-2025-update car with two trims. Tesla raised both by $5,000 on 6 Feb 2025 (AWD $79,990 → $84,990, Plaid $94,990 → $99,990); the post-increase price covers most of the model year's selling window, and either figure sits far above the $65,000 SUV band ceiling.

The dual-motor All-Wheel Drive is the volume trim; typical builds add destination and a paid paint color (~$2,000) before seating layouts or FSD, landing near $88,400 — well above the $68,000 SUV band ceiling.

Tesla has no fixed service schedule (cabin filter, brake-fluid checks, A/C desiccant, tires), so maintenance is light; repair exposure from air suspension, large tires and falcon-wing door hardware keeps it above the cheapest EVs. Edmunds' model-year-specific figure is used; KBB's estimate runs about $1,250 higher.

Model X is among the fastest-depreciating vehicles sold, compounded by repeated Tesla price moves and 2025 brand headwinds; retention lands at or just below the bottom of the SUV band.

Tesla's Basic Vehicle Limited Warranty is the luxury-class norm of 4 years or 50,000 miles — mid-band, behind Genesis and the Korean brands.

Model X gets Tesla's longest battery and drive-unit term, 8 years / 150,000 miles with a 70% minimum capacity guarantee — strong on mileage, standard on years.

No included scheduled maintenance at all, but the 2025 model year's sale period carried an unusually rich perk: from Feb 2025 new Model S/X purchases came with free Supercharging for life (account-tied, non-transferable) plus FSD-transfer/referral offers. Roadside assistance runs with the basic warranty. Scored above the 2026 car (50) for that promotion, but still well behind rivals bundling multi-year included servicing.

$88,380 volume-trim price minus its estimated resale value after 5 years (39% retained, or about $34,468) leaves about $53,912 in depreciation. Add the projected $4,031 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $57,943 in total.

Consumer Reports' own 2025 Model X page rates it less reliable than other 2025 vehicles, even though Tesla as a brand jumped into CR's top ten on the strength of the Model 3 and Model Y. The Model X is the outlier in that lineup: falcon-wing door hardware, body trim and the standard air suspension keep generating problems across the 2016-present generation. Scored at the top of the below-average band rather than deeper, because CR's 2025 brand coverage calls the S/X roughly average and its 2025 trouble-spot grid is blank (NA) for lack of enough owner surveys.

Tesla's multi-year standing is mixed rather than bottom-third right now. On new cars it has improved sharply: 9th of the brands CR ranked in 2025, and close to the industry average in J.D. Power's 2025 VDS. Its history drags the score down, though. CR's 2025 used-car study (model years 2014-2019) put Tesla last of 26 brands, and the VDS still counts it as unranked and slightly worse than average. That puts it in the middle of the mid-pack band.

The 2025 model year has three NHTSA campaigns, and two need a shop visit: a driver frontal airbag cushion that could tear when it deploys, and an airbag fitted with the wrong horn pad, so the horn might not sound. The third, a computer circuit-board short that blanks the rearview camera, is fixed over the air, with the computer replaced only on cars that have already failed. None is a powertrain or fire campaign. Still, two airbag-module recalls in one model year, on top of earlier physical campaigns on this generation (e.g. roof trim), keeps it at the low end of 'typical'. Tesla's InTiCa pack-contactor recall (25V690) covers only the Model 3 and Model Y, not the X.

This is the category's strength. The S/X dual-motor drive units and the ~100 kWh pack now have about a decade of high-mileage history, packs typically keep around 85-90% of capacity near 100,000 miles, and there is no multi-speed gearbox, clutch or belt to wear out. It falls short of the top band because of the drive-unit failures on early-generation cars, the very high cost of an out-of-warranty high-voltage repair on a low-volume model, and the smaller fleet behind the Plaid tri-motor.

The post-2021 cabin is a real strength: 17-inch landscape center screen, rear-seat display, wood trim, ventilated seats and 22-speaker audio. Cars built after the mid-2025 refresh add animated ambient lighting, more sound insulation and active noise cancellation. It is competitive rather than class-leading at roughly $85,000-$100,000. An X7, GLS or Range Rover has richer hides and more convincing switchgear, and having almost no physical controls is a perceived-quality deduction at this price.

At the low end of the mid band. Falcon-wing door alignment, gaps against the roof glass, wind noise and seal leaks remain the signature complaints on this nameplate. Early hands-on reports say mid-2025 refresh builds have noticeably better trim alignment than 2024 cars, which earns a couple of points, but Tesla's initial quality still lags the luxury class.

Coverage is thin by luxury standards: roughly 200-odd US service centers, against the dense dealer 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-alignment work are shop jobs. Coverage is adequate, with caveats, for a buyer used to luxury-brand service.

In the low band. Parts are effectively Tesla-only, collision-part backorders on the low-volume S/X are often weeks long, and the Model X carries unusually expensive assemblies: falcon-wing door mechanisms and glass, the one-piece panoramic windshield, 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.

The 17-in tilting center display is among the largest in the segment.

AMD Ryzen-powered interface is very fast and polished, but nearly every control, including gear selection, lives on the touchscreen.

Neither Apple CarPlay nor Android Auto is offered by design.

Excellent native Google-based maps with Supercharger trip planning; voice commands are capable, with Grok assistant arriving by OTA later.

Standard 22-speaker, 960 W system with active road noise reduction is widely praised.

12.3-in digital driver display standard; configurable though less customizable than German rivals.

Industry-leading whole-vehicle OTA updates that regularly add features.

Tesla app with phone-as-key, climate, charging, Summon and camera access, largely free.

USB-C ports in front and rear with fast charging and dual wireless pads up front; no 120V household outlet.

Phone-as-key, key card, auto-presenting powered doors and power liftgate standard.

Multiple cameras with a reconstructed 3D park view, but no ultrasonic sensors and no front bumper camera until the mid-2025 update (MY2026).

No head-up display is offered.

Falcon-wing doors give huge openings that make car-seat loading easy in tight spaces, flat floor helps; standard five-seat car lacks a third row.

Strong historical crash results and standard Autopilot/AEB, but 2025 lacks a full NHTSA frontal/side rating and an IIHS award.

Heated seats in all rows, rear screen and tri-zone climate, plus frunk and deep trunk for luggage.

Smooth one-pedal driving and standard Autopilot make traffic easy; the optional yoke and touch gear selection add some friction.

98 MPGe and $750/yr EPA energy cost are cheap for a large luxury SUV.

Large footprint and ~41-ft turning circle with no ultrasonic sensors or front camera make tight parking harder; falcon doors need little side clearance.

5,000-lb tow rating with factory hitch is useful for light trailers, though towing slashes range.

Luxury-oriented with complex falcon-wing doors and below-average reliability reputation.

No onboard AC outlet, few tie-down or upfit options; roof racks hampered by falcon doors (tow-hitch carriers only).

329-mile EPA range, Supercharger access and Autopilot make it a strong tourer, held back slightly by firm ride and wind noise on pre-refresh cars.

Dual-motor AWD, adjustable air suspension and 5,000-lb towing handle gravel roads and bike racks, but no off-road modes or roof rack provision.

Five-seat car's fold-flat 60/40 bench, deep underfloor well, frunk and hitch give strong flexibility; no roof rails.

Low center of gravity and quick steering keep body roll minimal; weight is felt in tight corners.

Quick and precise but numb; the optional yoke makes low-speed maneuvering awkward.

Strong, confident brakes with smooth, well-judged regenerative braking.

Instant, seamless dual-motor delivery with 3.8 s 0-60.

Near-silent motors; some motor whine at speed and the pre-update car lacks the added MY2026 insulation.

Wide turning circle typical of a large SUV.

Commanding view through the panoramic windshield, but touchscreen-centric controls, stalkless/yoke options and thick pillars cost points.

Startling acceleration gives it character, though it feels heavy rather than playful.

The All-Wheel Drive car is fully equipped without packages: 17-in center and 12.3-in driver displays, rear-seat screen, 22-speaker audio, adaptive air suspension, HEPA filtration, ventilated front seats, glass roof, tow hitch and Autopilot standard. Deductions: no HUD or massage seats, FSD and Premium Connectivity extra, third row/six-seat layouts cost extra where the Escalade, GLS and X7 seat seven as standard. Lacks the 2026 update's front bumper camera and acoustic glass, offset by a $5,000 lower price.

670 hp, a 3.8 s 0–60, ~5,000 lb towing and native Supercharger access for $84,990 undercuts EQS SUV and Escalade IQ by tens of thousands; until Feb 2025 the $79,990 AWD also qualified for the $7,500 federal credit, an effective ~$72,500 for a full-size luxury EV. Offsets are the dated cabin finish for the money and tight third row. Two points above the pricier, credit-ineligible 2026 car (78).

Two trims (AWD, Plaid) on one body and battery; options limited to paint, wheels, interior color, five/six/seven-seat layouts and FSD. Seating choice is a meaningful variable, but the lineup is far narrower than rivals laddering engines, wheelbases and packages.

Volume has declined for several years as buyers shifted to Model Y and newer rivals; Tesla reports S/X only within an 'other models' line that fell further in 2025, and the Feb 2025 price rise ended credit eligibility. It sells a fraction of Escalade/GLS/X7 volume and Tesla announced the nameplate's discontinuation in January 2026.

Strong owner loyalty, Supercharger and OTA halo, and a distinctive falcon-wing design, but 2025 — this model year's sales window — was the trough of Tesla brand sentiment, with CEO-driven boycotts and protests concentrated among affluent EV-intending buyers and resale softening. Far below the German and Lexus badges this segment is bought on.

Scored on buyer benefit, and the 2025 year was generous: $7,500 federal credit (or point-of-sale) on the AWD until the Feb 2025 price rise, then free lifetime Supercharging, referral discounts and FSD offers, plus demo/inventory discounting and subsidized APR — all with no dealer markup. Capped below Gravity/EQS SUV cap-cost cuts since build-to-order cars aren't negotiable.

First-generation car from MY2016, last substantially refreshed for 2021 (Palladium interior, Plaid); the 2025 model year is the pre-June-2025-update car, so it misses even the modest 2026 refresh, on a 400V architecture while the segment renews around it. Tesla announced discontinuation in January 2026.

Reviewers praise range, Supercharger access, acceleration, towing and cargo, but fault falcon-wing door complexity, interior finish for the price, yoke/stalkless controls, no CarPlay or HUD, and tight third row; it no longer wins electric three-row comparisons (R1S, Gravity) and has no NACTOY or 10Best record.