Skoda Superb 2025 review

Skoda is keeping skin in the large-car game with a new-generation Superb – and in many ways it lives up to its immodest badge

The large car still isn’t completely dead yet — at least if you have upwards of $65 grand available to fork out.

Skoda is one of the few brands keeping faith with the dying segment, continuing its presence with a new, fourth-generation Superb — again available as either a liftback sedan or wagon.

Families and executives aren’t its only customer targets; the Czech brand is also pitching its flagship model at police forces who have long been forced out of their staple Falcons and Commodores.

The reality of sales expectations, however, is revealed with the repeat of a single-spec Superb Sportline.

The Superb large sedan has just two main rivals in size/price in the form of the Honda Accord and entry-level Lexus ES; other considerations for the price could include smaller (midsize) luxury sedans such as the Genesis G70 and Volvo S60.

Large wagons are even rarer, though; the Superb estate’s biggest rivals are high-spec midsized SUVs, and you could also include Skoda’s own seven-seater SUV, the Kodiaq.

Our review focuses on the Superb wagon, which we drove away from the media launch to bring you a full road test based on multiple days of testing.

What are the Superb’s features and options for the price?

The new Superb sits at the crossover point of the under/over $70K mark, priced from $67,990 before on-road costs for the liftback sedan and from $69,690 for the wagon.

That corresponds to (Sydney) driveaway pricing of $73,990 and $74,990, respectively, for the sedan and wagon.

The RRP is an increase of $2400 over the previous model, though Skoda says the new Superb adds standard features with a value it places at $8500.

New features include front seats with heating, ventilation and massage functions; head-up display; regular metallic paint is now standard; and expanded driver-assist systems include vehicle-exit warning, emergency steering assist, traffic-sign recognition, and Travel Assist semi-autonomous steering.

Other notable inclusions are adaptive dampers, 19-inch alloy wheels, ‘Matrix’ LED adaptive headlights, 13.0-inch infotainment touchscreen, 10.0-inch digital driver cluster, heated steering wheel, dual-level customisable LED interior lighting, tri-zone climate control, wireless smartphone connectivity, and a 12-speaker Canton audio system.

The main options are a $1900 panoramic sunroof and ‘premium’ Carmine Red paint that costs $770.

You are also getting even more metal for the money now, as the Superb has stretched 43mm to 4.9 metres in length.

The Superb is again offered in Sportline trim only, which brings various gloss-black finishes to exterior elements including the grille, mirror caps and, for the wagon, roof rails.

Although a Honda Accord e:HEV RS sedan is priced lower at $64,990, a standard panoramic roof is its only main equipment advantage where the Superb sedan counters with more features, a temp spare wheel, and a longer warranty.

A Lexus ES base model is similarly priced ($74,160) to the Skoda yet the Superb is equipped more like the range-topping ES Sports Luxury that’s about $89,500 driveaway.

What is the Superb’s interior and tech like?

The Superb’s refreshed interior shares plenty of design elements with both the Kodiaq SUV and facelifted Octavia, though it also goes its own way in some areas — including an upper-dash design that seemingly mimics Skoda’s multi-bar ‘moustache’ grille and cleverly integrates the side vents.

As with the recently launched Kodiaq, the transmission selector is now a stalk behind the wheel rather than a conventional gearlever.

This frees up space for a more practical centre console. The front section features dual, opposite opening lids that access a smartphone (cooled) fast-charging tray and cupholders; the ‘jumbo box’ cubby is quoted with a 5.5-litre capacity and includes a 12-volt socket plus a clip-on tray and moveable lengthwise storage for small items such as Skoda’s touchscreen cleaner block.

These are just the first examples of an abundance of thoughtful little touches found in the Superb. As per Skoda tradition, an umbrella is secreted into the side of the driver’s door.

The generously sized door pockets also take thick drinks bottles.

A head-up display is a first for the Superb, complementing a vastly improved infotainment system that brings not only a larger screen (13 inches v previous 9.2in display) but also better graphics, better clarity, and a generally more intuitive interface.

The standard Canton audio provides excellent sound (and superior to that of the Bose system in our long-term Hyundai Santa Fe Calligraphy).

A digital driver’s cluster is fully configurable via two buttons on the right side of the steering wheel, including the option for full-screen navigation (though factory nav only).

The Superb shares an excellent innovation with the Kodiaq — the ‘Smart dials’ that sit on the lower-middle dash and comprise three physical dials with digital displays.

The outer dials are dedicated to cabin temperature and seat heating/cooling; the middle dial can be configured to include multiple functions including driving modes, fan control, volume control, and even map scrolling.

The only shame is that the tactility of the dials isn’t better — with rough edges and a loose feeling. The vent controls are also a bit short of quality, though switchgear elsewhere is of a good standard.

A long rear door accesses a rear seat that offers pseudo-limo amounts of legroom, foot space and headroom. Elongated door glass provides an excellent side view.

Rear-seat pampering doesn’t stop there. A standard ‘Night package’ brings a blankie (with its own felt pouch) and headrests with pull down ‘wings’ for resting your head against when you fancy a snooze. There are manual side blinds, too.

The centre armrest, in addition to cupholders, features a flip-out tablet-device holder, and the armrest extends outwards to improve the viewing angle.

A rear console panel features dedicated temp control for the rear seat as well as activation buttons for outboard seat heating.

There’s also more USB-C ports back here, plus double pouches in each of the front seatbacks.

A chunky transmission tunnel just limits comfort for any adult forced into the centre middle seat.

Boot space must be good?

Absolutely. And so good that it deserves its own dedicated segment in this review.

The Superb’s extra vehicle length helps improve boot space in the sedan and wagon by between 20 and 30 litres.

Skoda quotes a 589L capacity for the liftback sedan and 634L for the wagon, extending to 1795L and 1920L respectively with the rear seats folded down.

Focusing on the boot of the wagon we tested, the boot is both voluminous and versatile.

The cargo blind has one-touch retract, and when in place sits flush with the tailgate to ensure possessions remain hidden.

Removing the cargo blind (which can be stored under the boot floor) reveals another bar that can be pulled apart to create a mini storage hammock that can sit over luggage and useful for loose items such as jackets, gloves or beanies.

There’s also an extensive net system, a floor divider that can be moved between three positions, multiple pull-out bag hooks, side storage (covered on the left), and release levers for the rear seatbacks.

Not to mention, there’s also a spare wheel under the floor.

How does the Skoda Superb drive?

An adaptive suspension featuring dual-valve dampers is standard on the Superb.

The damping can be adjusted via a 15-stage slider on the touchscreen, which might be used once for the Individual driving mode set-up but is otherwise rather pointless when the driver can cycle through driving modes via the central ‘smart dial’.

During our week with the Superb, we tended to switch between just two driving modes: Comfort and Sport.

While the Superb’s ride isn’t ultra-plush around town, not quite fully absorbing the sharpest bumps, it is generally settled — and that delivers more than sufficient comfort for everyday driving.

The suspension is at its most relaxed in Comfort mode on freeways, which contributed to an enjoyable three-hour drive from Canberra to Sydney as part of testing.

Cabin refinement is terrific at high speeds, too — the engine is unobtrusive and there’s minimal wind noise. The latter is aided by a slippery body shape with a 0.25 coefficient of drag (Cd); the sedan cuts through the air even more effectively with a 0.23Cd.

We sampled two Superbs wearing different rubber — Pirelli Cinturo and Goodyear Eagle F1 — and in both cases tyre rumble was at its most pronounced on coarse-chip country roads.

Engage Travel Assist via a steering wheel button and the Superb will guide itself along freeway lanes. As with similar systems, it won’t let you keep your hands off the wheel for too long though unlike some semi-autonomous steering set-ups it will allow you to rest your hands loosely on the steering wheel.

Select Sport mode and the big Skoda tightens up its body control to bring dynamics that are highly competent on twisting country roads and backed by strong tyre grip, and all-wheel-drive traction out of corners.

Handling is biased towards understeer but it’s predictable and also adjustable with a lift of the throttle.

There’s a willing partner under the bonnet, too. While Superbs of recent years have featured a detuned VW Golf R engine, this time the Skoda borrows from the Golf GTI hot-hatch.

While this sees power drop from 206kW to 195kW, torque increases from 350 to 400Nm to boost driveability. (This is also 30Nm more than offered by the 2.0-litre turbo petrol in the GTI as well as Skoda’s Octavia RS.)

A switch from the older ‘DQ250’ six-speed DSG to newer seven-speed dual-clutch improves drivability. The seven-speed DSG can still have its moments of slight hesitation when asking for some hurried acceleration, though it’s a minor vice that’s no deal-breaker.

There are paddle levers for pseudo-manual gearchanges, which are worthwhile to enjoy the drivetrain at its sharpest.

In everyday driving, the Superb’s throttle response is excellent even in the more passive Comfort driving mode.

The Superb comes with a faster 0-100km/h claim of 5.6 seconds (sedan) or 5.7 seconds (wagon), both a few-tenths quicker than their respective predecessors. More importantly for normal driving, the Skoda has plenty of in-gear thrust for quick overtakes.

Interestingly, the Superb’s body has narrowed by 15mm — opposing the trend for wider cars. That all helps on narrow streets, though generally this 4.9-metre-long car doesn’t feel huge on the road. The turning circle (11.1 metres) is also good for a car of this length.

The wagon offers particularly excellent rear-view vision.

Is the 2025 Skoda Superb a safe car?

The Superb has yet to be crash-tested by ANCAP locally, though the car was given five stars (with high sub-category scores)  by Euro NCAP based on testing on its structurally identical twin, the VW Passat.

Previous Superbs were given maximum ratings by ANCAP and there’s no obvious reason the latest model wouldn’t follow suit.

Standard safety inclusions for the Skoda Superb are:

• Lane-keep assist with adaptive lane guidance
• 10 airbags, including centre front airbag
• Emergency steering assist
• Driver fatigue monitoring
• Traffic sign recognition (including predictive adaptive cruise control)
• Surround-view camera
• Front/rear parking sensors
• Vehicle exit warning
• Turn assist
• Side assist (blind spot monitoring)
• Front assist (autonomous emergency braking)
• Tyre pressure monitoring

What are the Superb’s ownership costs?

Skoda’s factory warranty is seven years, two years longer than the industry average.

A first year service costs $473, or Superb buyers can opt for pre-paid service packs — $3000 for five years or $3700 for seven years. That works out at $600 or $529 per year, respectively. Service intervals for the Superb are every 12 months or 15,000km.

For comparison, a Lexus ES costs $595 per annual visit and a Honda Accord is just $199 annually for up to five years.

Official fuel consumption has improved slightly from the previous model — down to 7.7 litres per 100km for the sedan or 7.8L/100km for the wagon. How close owners get to those figures in the real world will depend on how often they jump on freeways.

We averaged 6.5L/100km on a drive from Canberra to Sydney (after some spirited steering), but, after refueling a trip computer reset this increased to 11.2L/100km after a couple of days of daily commuting.

The honest verdict on the 2025 Skoda Superb

The Superb is arguably the world’s most boldly badged car. Yet while previous models have been merely good — save for the wonderful Scout — this fourth-generation model has never been closer to living up to the name.

There are some niggles such as the urban fuel consumption, some interior/switchgear quality glitches, and servicing costs that are a touch on the high side.

Overall, though, the Skoda Superb is ridiculously easy to recommend for any buyers willing to forgo an SUV for a less trendy large car. It’s stacked with kit as well as surprise-and-delight features, it’s incredibly spacious inside including its voluminous and versatile boot, and it’s a mostly refined driving experience.

And, to be fair, Skoda Excellent doesn’t quite have the same ring to it.

Tesla Model Y Rear-Wheel Drive 2025 review

4 months ago

Tom Baker

Founder

Deeply impressive real-world efficiency, and resulting usable range, makes the much-improved Tesla Model Y base model a solid SUV choice

---

Good points

• Excellent real-world energy efficiency
• Improved ride quality
• Quieter, better-made cabin
• New reduced-regenerative brake mode
• Sophisticated connectivity features

Needs work

• Twitchy steering ratio remains
• Moderate DC charging speed
• Short warranty versus rivals
• No Apple CarPlay/Android Auto compatibility
• Hit-and-miss lane-keeping technology

When pre-orders opened for the updated Tesla Model Y earlier in 2025, most early-adopter Australians gravitated toward the Rear-Wheel Drive (RWD) variant. However, the first shipments of the facelifted Tesla SUV to arrive locally were in Long Range All-Wheel Drive (LRAWD) form.

Chasing Cars was among the first to test the LRAWD and found much to like, even at its relatively premium $68,900 (plus on-road costs) price. Now, with the $10,000-cheaper RWD variant arriving for customer delivery, is the most affordable Model Y still the sweet spot?

Even at its list price of $58,900, the Model Y RWD is no longer especially affordable among midsize electric SUVs. In fact, Tesla’s offerings are increasingly positioned as semi-premium choices in Australia, competing with the likes of Volkswagen as cut-price newcomers continue to enter the market.

Tesla continues to primarily target Australian buyers who are considering an EV while trading in their existing petrol, diesel or hybrid SUV.

There’s even cautious optimism that Model Y pricing won’t fluctuate as wildly as it has in the past — there were more than ten price changes during the pre-facelift car’s run — with Tesla Australia country director Thom Drew confirming to Chasing Cars that the strategy of frequent price alterations has been abandoned.

A few rungs above Mr Drew sits Tesla chief executive Elon Musk. Readers will have their own views about Musk’s political interests — our focus remains on independent road testing of new cars on Australian roads. That’s what this review is all about.

Beneath the new Cybertruck-inspired front fascia and refreshed rear styling, the Model Y’s key updates include enhanced interior materials, a more supple ride, improved sound insulation, and noticeably better build quality.

The core motor and battery configurations of the Model Y remain unchanged. The RWD uses a 60kWh (usable) battery and what is understood to be a 220kW rear motor, while the LRAWD steps up to a 75kWh (usable) pack and dual motors for a combined output of around 378kW.

However, the RWD’s reduced weight and impressive efficiency bring its real-world performance and range surprisingly close to the more powerful dual-motor grade.

The previous iteration of the Model Y was sharply priced and easy to live with, but it suffered from poor ride comfort and middling interior quality. If the new version resolves those issues, it could be the best-value electric SUV on sale in Australia — even if it’s no longer the cheapest.

What are the Model Y RWD’s features and options for the price?

Until quite recently, the Model Y was one of the most affordable electric SUVs on sale in Australia. However, the last 12 months has seen the levy break on this segment of the market, and while Tesla still generally outsells rivals, the Model Y is no longer the ‘cheap’ option.

Here is a look at the lay of the land among midsize, single-motor EV crossovers, and the new Model Y RWD’s place in that segment:

• Geely EX5: from $40,990 plus on-road costs
• Chery Omoda E5: from $42,990 + ORC
• Leapmotor C10: from $43,888 + ORC
• Skyworth BE11: from $48,990 + ORC
• Deepal S07: from $53,900 + ORC
• XPeng G6: from $54,800 + ORC
• BYD Sealion 7: from $54,990 + ORC
• Kia EV5: from $56,770 + ORC
• Smart #3: from $57,900 + ORC
• Tesla Model Y: from $58,900 + ORC
• Volkswagen ID.4: from $59,990 + ORC
• Cupra Tavascan: from $60,990 + ORC
• Ford Mustang Mach-E: from $64,990 + ORC
• Toyota bZ4x: from $66,000 + ORC
• Hyundai Ioniq 5: from $69,800 + ORC
• Skoda Enyaq: from $69,990 + ORC
• Kia EV6: from $72,590 + ORC

No doubt, pricing of the above contenders will change over time. From the current set, it can be seen that the updated Model Y has moved into very slightly premium territory beyond the new-name entries from China. That is a positioning Tesla seems increasingly comfortable with as it becomes, ironically, a legacy manufacturer of sorts.

To be fair, the level of standard specification in the Model Y RWD is generous compared with many bargain-basement rivals. Even this base-grade Model Y includes the following equipment:

• 255kW/450Nm single-motor electric powertrain (rear-wheel drive)
• 60.0kWh (usable) lithium iron phosphate (LFP) battery
• 19-inch ‘Crossflow’ alloy wheels with 255/45 R19 Hankook Ventus S1 Evo tyres
• Passive frequency-selective dampers
• Adjustable regenerative braking (standard or reduced modes)
• Black exterior trim and alloy wheel covers
• Pixel matrix LED headlights with light bar
• LED tail lights with reflective body panel light bar
• Silver layer heat and UV protected, acoustic laminated fixed glass panoramic roof
• Smartphone or keycard-based keyless access and start
• Artificial leather-look upholstery in All Black
• 12-way power-adjustable driver and front passenger seats (redesigned shape)
• Heated and ventilated (cooled) front seats
• Heated rear seats
• Heated leather steering wheel
• Textile interior trim pieces
• 15.4-inch central touchscreen
• 8.0-inch rear passenger touchscreen
• Nine-speaker stereo
• Twin wireless device chargers
• Dual-zone climate control air conditioning
• Smartphone app with remote unlocking, climate and other functions
• Over-the-air software updates
• Front and rear parking sensors
• Front, side and rear parking cameras

Further cost-optional extras for the Model Y RWD are:

• “Full Self-Driving Capability” ($10,100), noting autonomous driving has not been approved for use in Australia and is therefore not operational in Australia
• Enhanced Autopilot ($5100): automated lane changes, automated parking, noting that parking summon modes are not operational in Australia
• 20-inch ‘Helix 2.0’ wheels ($2400)
• White interior ($1500)

Pearl White is the standard no-cost paint colour. Glacier Blue and Stealth Grey attract a $2300 premium, while the deeper Ultra Red and Quicksilver hues cost $2600. A black interior is included as standard.

While some Australians will appreciate the meaningful performance boost of the AWD variant, the Model Y RWD remains the sweet spot of the range. That could change in future — particularly if Tesla introduces a longer-range RWD version, as it has done previously in overseas markets.

If we were configuring a Model Y RWD, we’d skip the expensive autonomous options (EAP and FSD), as many of their headline features are not legally permitted for use in Australia, with no change visible on the horizon. Instead, we’d focus on selecting a colour and interior combination that suits.

We’d also recommend budgeting for the charging cables you’ll need. Unlike some rivals, the Model Y includes no cables at all. Buyers should consider purchasing either — or both — a portable charger for three-pin sockets, and a Type 2 cable, the latter often required for AC public charging stations such as those found at shopping centres.

These cables typically cost around $400 each from hardware stores.

While the price of the RWD variant has risen by $3000 compared to the pre-facelift version, the depth of improvements — cosmetic, functional and dynamic — is more than sufficient to justify the upcharge in our view.

How does the Model Y RWD drive?

The first time you drive a Model Y, you’ll likely notice how easy, perky and light it feels. That was also true of the previous version, only now, hitting a bump no longer shatters the illusion of refinement.

Our biggest complaint with the pre-facelift Model Y was its poor ride quality. A hasty suspension update that entered production shortly after launch barely improved matters, and the car retained a frenetic, overdamped character that could — among other things — wake sleeping babies.

The previous iteration of the Model Y was simply far too firm and sharp in a segment where families expect — and benefit from — a greater degree of compliance. Tesla has listened: not only have the old shock absorbers been discarded, but a comprehensive suspension retune has also taken place.

New frequency-selective dampers preserve the underlying sportiness and firmness that are core to the Model Y’s athletic character, but compliance over bumps — both low and high speed — has been substantially improved. Ride quality is now acceptable, if not plush.

Power delivery remains very smooth, aided by excellent motor tuning and refinement — even if the RWD variant feels artificially software-limited in its initial acceleration, which Tesla claims to be 5.9 seconds from 0–100km/h.

The AWD is quicker (4.8 seconds), but once you’re rolling, the RWD is far from slow — any buyer stepping out of a petrol, diesel or hybrid SUV will still find the single-motor Tesla impressively fleet of foot.

Strong one-pedal regenerative braking has long been central to the typical Tesla driving feel and it remains the default setting for the brakes. However, Tesla now offers a Reduced mode that mimics subtle engine braking before requiring use of the brake pedal — something traditionalists may prefer.

We gravitated toward driving the Model Y RWD using Reduced regen mode and found it very natural. Impressively, Tesla hasn’t neglected brake pedal tuning either—despite its clear preference for one-pedal driving — with the brake feeling positive and easy to modulate.

Compared to the LRAWD, which carries an additional front motor, the RWD offers marginally sharper turn-in and sweeter steering. Tyre grip from the Hankooks — fitted to sensible 19-inch wheels — is more than adequate for zealous cornering.

However, Tesla has retained the Model Y’s supercar-quick steering ratio without a variable ratio like some rivals. Such a system would enable rapid responses in dynamic driving while delivering a more relaxed feel on the highway. As it stands, the Model Y remains quite twitchy at the slightest input, even at 100km/h.

Enthusiastic drivers will appreciate the Model Y’s fluid and predictable dynamics through a set of corners — but there’s little outright fun to be found in its rigid, highly capable chassis. The RWD doesn’t even feel particularly rear-driven, thanks to strict stability and traction control systems and the absence of an ESC Sport mode.

Rival EVs such as the Volkswagen ID.4, Hyundai Ioniq 5 and Kia EV6 offer even more compliant suspensions and more discernible rear-driven character in the corners.

Noise, vibration and harshness levels are substantially improved. The cabin is noticeably quieter in two ways: road noise has dropped — Tesla claims by 20 percent, though we suspect it may be even more — and interior tolerances appear vastly tighter, with no rubs, rattles or squeaks in either of our facelifted test cars.

What is the Model Y RWD’s interior and tech like?

At first glance, the cabin of the updated Tesla Model Y appears mostly unchanged but within a few minutes, a clear improvement in both quality and quietness becomes apparent. That impression begins with improved seals for the doors which emit a reassuring thunk when closed.

Thoughtful changes have been made to the materials used throughout the cabin. The basic surfacing remains a squidgy, leather-look trim, while black-interior cars swap their former wood veneer for a soft, if nondescript, grey fabric. Double stitching now lines the dashboard with consistent precision.

More significant for day-to-day comfort is an entirely new front seat shape, which ditches the overly soft, plush design of the pre-facelift Model Y in favour of a firmer, considerably more supportive seat that feels more Germanic in character.

While cloth seats may eventually arrive on a more affordable Model Y variant, vinyl upholstery remains standard across the range. It’s not especially luxurious in feel, and previously contributed to sweaty backs for some occupants, but that’s now less of an issue thanks to the addition of effective seat cooling across the board.

Part of the cabin heat issue stemmed from the fixed glass roof, which still lacks a sunshade. Tesla now claims a new coating significantly reduces heat transfer, though our test took place during cooler weather. We’ll reserve final judgment until we can assess it in summer.

A slightly enlarged 15.6-inch central touchscreen handles all infotainment functions up front. Tesla’s software continues to benefit from iterative interface improvements and an expanding library of apps.

In addition to traditional radio and Bluetooth streaming, the system supports Spotify, Apple Music, YouTube Music, various podcasting platforms, and even Netflix. The Model Y is fully connected, with a $10/month “premium connectivity” subscription granting streaming access after a trial period.

Tesla’s companion smartphone app remains one of the best in the business, offering remote key access, climate control, live updates, and door unlocking.

This partially compensates for Tesla’s ongoing refusal to support Apple CarPlay or Android Auto — though many owners report that, once they adapt to Tesla’s ecosystem, the absence of phone mirroring is not a frustration.

Some drivers will continue to miss an instrument binnacle (or head-up display) as speed and warning lights are shown on the centre screen, requiring frequent sideways glances.

Cabin space in the Model Y is impressive. Tall and broad occupants have room to stretch out, and the car’s dedicated EV platform allows for generous front storage.

That sense of space carries through to the rear, where excellent legroom, headroom and toe room easily accommodate six-foot adults.

However, the rear seat base is still too flat, which may leave long-legged passengers uncomfortable on extended trips. Rear occupants can access climate controls and streaming apps via a new, low-set 8.0-inch touchscreen.

A new power-reclining function for the rear seats is now joined by a powered mechanism that folds and raises them electronically, controlled from the boot. It’s a welcome upgrade over the previous version’s spring-loaded setup.

Tesla quotes 854 litres of boot space in the Model Y, though the brand appears to measure to the roof rather than to the parcel shelf, as most rivals do. Regardless, it’s a genuinely capacious cargo area with a large underfloor compartment, plus a front trunk (or frunk) offering a further 117 litres of space, now with a drain hole.

Is the Model Y RWD a safe car?

Despite cosmetic changes (and some mechanical changes over the years) the Model Y has retained its five-star crash and safety rating from ANCAP that was first awarded in 2022. This will expire in December 2028.

When it was tested, the Model Y performed very strongly, scoring 97 percent for adult occupant protection, 89 percent for child occupant protection, 82 percent for vulnerable road user protection and 98 percent for safety assistance technologies.

Standard safety features fitted to the Model Y RWD include:

• Nine cameras to inform the semi-autonomous safety technologies
• Adaptive cruise control
• Lane-keeping assist with lane following
• Blind spot monitoring (with live blind spot cameras)
• Forward collision warning with autonomous emergency braking
• Rear cross-traffic alert
• Reversing cameras with side views (no true 360-degree view)
• Interior camera (can be switched on optionally)

Notably, the Model Y is not fitted with lidar or radar sensors. All of its safety technologies rely on visual (and associated computational) feedback from the Model Y’s cameras, which numbered eight until the recent update added a ninth in the front bumper.

In our testing, we found the adaptive cruise control and blind spot camera feeds to work particularly well, though the lane keeping was hit-and-miss. In particular, we found the lane-keep system often generated false positives on country roads where ‘old’ lane markings had been painted over but were faintly visible.

We’d also like to see Tesla add a unified 360-degree camera view when parking so drivers can easily note objects around the perimeter of the car (and also judge whether they have parked straight, within the lines).

What are the Model Y RWD’s ownership costs?

While Tesla doesn’t offer traditional capped-price servicing plans — and long-term service costs remain somewhat opaque — owners generally report decent reliability, particularly in the first few years of ownership.

Servicing is instead condition-based, with owners notified via the Tesla app when maintenance is required.

Confidence could be improved if Tesla extended its relatively weak four-year/80,000km vehicle warranty.

Australia is a market accustomed to longer warranties than most global regions, with rival brands typically offering five years and unlimited kilometres. The Model Y’s lithium iron phosphate (LFP) battery and drive unit are covered for eight years or 160,000km.

The Model Y RWD’s battery offers 60kWh of usable capacity, and in combination with Tesla’s efficient motor and thermal systems, delivered exceptional results in our real-world testing — exceeding its 466km WLTP claim.

Driven moderately around town, we recorded impressive efficiency of just 11.0kWh/100km, equating to 545km of range to flat. On the highway, consumption rose slightly to 12.3kWh/100km, or a full 487km of range.

Naturally, most people won’t drive their EV to zero, but we’d suggest the useful real-world range of the Model Y RWD is around 500km in town and about 450km on the highway.

The RWD’s LFP battery chemistry means it can be charged to 100 percent regularly, unlike the AWD model’s nickel manganese cobalt (NMC) battery, which is best limited to 80 percent most of the time, with infrequent charges to 100 percent when needed.

Charging speeds are middling. The Model Y RWD takes 24 minutes to recharge from 10 to 80 percent at an ultra-rapid charger. While peak speeds hit 175kW, the average over that session sits closer to 120kW.

On longer trips, the Model Y’s seamless access to Tesla’s reliable Supercharger network remains a notable advantage in Australia, with other private networks not yet matching Tesla’s uptime.

At home, up to 11kW AC charging is supported, enabling a full overnight recharge with a compatible wallbox. For many, simply plugging into a three-pin socket will suffice, replenishing around 160km of range over a 12-hour period (such as while you sleep).

The honest verdict on the Model Y RWD

Tesla has applied the blowtorch to several key shortcomings of the pre-update Model Y. We particularly appreciate the effort that has gone into refining both ride and build quality, with drivers and passengers now benefitting from a noticeably more comfortable and quieter experience.

That doesn’t excuse the fact that the earlier Model Y should have driven and been built better — but these improvements deserve credit, even if they’ve only arrived with a mid-life update that admittedly goes well beyond the usual ‘facelift’ in the car industry.

In fact, the changes — which also include key areas like front seat comfort — are significant enough that even existing Model Y owners might consider upgrading, even if the shape and size remain largely unchanged.

While Tesla has shown some welcome flexibility on previously fixed settings — like regenerative braking — there remain several “take it or leave it” aspects to how the Model Y drives, including the lack of an instrument cluster and conservative handling tune.

Tesla’s current brand image may also deter some Australian buyers, particularly at a time when a wave of new electric rivals, from both established and emerging brands, is arriving in Australia and giving local buyers more choice than ever.

But for EV buyers more interested in the product than the political whims of chief executives, the Model Y remains a standout electric vehicle.

Advances in driving dynamics and cabin comfort join strong value for money, impressive efficiency and Supercharger access as compelling reasons to at least take this SUV for a test drive.