It was in Saint-Ouen that I was able to take the wheel of the new Model Y named Juniper, in its Launch Edition version. I had just completed 1h30 at the wheel of a first-generation Model Y Performance. A vehicle that will be reviewed at the end of the day. Enough to clearly identify the differences between the two generations. And that is precisely what we will see throughout this hands-on.
Preamble
In 2023, Tesla achieved a double record by becoming the first manufacturer to rank an EV at the top of global sales, all engines combined. 1.23 million Tesla Model Ys were sold that year.
And that's normal, because at that time, the market was cruelly empty, with expensive offerings (€20 to €30,000 more for an equivalent level), less efficient and often with questionable traction. Then Tesla relies on its then unbeatable Supercharger network.
The Model Y, for its part, offers a rich and essential standard equipment (heat pump, efficient planner, heated seats), a gigantic frunk at the front, a panoramic roof, a well-designed interface and a certain hype linked to a geeky and offbeat aspect.
But all this comes with choices that are sometimes incongruous and even ridiculous. The lack of a rain sensor, the poor and punishing level 2 autonomous driving, the non-capacitive steering wheel, the gigantic turning radius, the lack of a front-facing camera, a questionable finish, and soundproofing that could be better leave plenty of room for improvement and are all points that could be corrected in a new version.
In the meantime, Elon Musk's antics are making headlines, and other manufacturers are realizing that they need to calm down on the absurd prices. The result: in 2025, Tesla will have a stronger, sharper, and fiercer competitor, riding the media hype surrounding the American brand.
But controversy aside, is this Model Y Juniper sufficiently equipped to face its rivals? Not really. While it continues to exploit what made it its strength, it still allows itself to be dominated by certain demons that are now difficult to forgive.
The equipment of the Model Y Juniper Launch Edition in this test
We were treated to a Model Y Juniper Launch Edition. This is a Model Y Long Range Dual Motor, equipped with a few unique features (a sort of Alcantara replaces the fabric, specific inserts are scattered throughout, the luminous projection of a dedicated logo on the floor and the standard Boost option which reduces acceleration from 5 seconds to 4 seconds).
This version is no longer available for purchase, but that doesn't change anything, because it didn't bring any significant changes compared to the version currently on the market.
The price is currently 46,990 euros for an announced range of 622 km WLTP, or 500 km in typical use. An identical price to the old version, which is now only available in stock models and with a significant discount.
A divisive exterior
On the outside, a lot has changed. Starting with the front end. The frog-shaped headlights have given way to a light strip inspired by the Cybertruck. A strange choice given that those of the improved Model 3 are inspired by the Tesla Roadster, the vehicle announced 10 years ago.
The mirrors have been redesigned to scratch a few micro points from the CX. The rear is completely new, with, again, a light strip, but this time hidden and whose lighting is projected onto the tailgate. Original and rather successful.
The rear bumper has been redesigned, the diffuser raised. One to gain a bit of efficiency by improving the Cx, and two to protect the loading sill from clumsy knocks when you put heavy things in your trunk.
A better interior in every way
The bulk of the work has been focused on improving life on board.
Starting with the seats. These are completely new. More enveloping, they benefit from denser, softer foam. The headrest is also better designed. Those of the old Model Y were rather poor, so this is a good point. Add to that ventilation (welcome, with this synthetic leather material) and you finally have good seats. It's not yet at the level of BMW or Mercedes either, but it's still very pleasant. The lumbar adjustment is still there.
The sound system, which was already excellent on the original Model Y, has been given two new speakers (for a total of 21, including a subwoofer). The sound is precise and the spectrum very wide. You can find your listening pleasure by playing a little with the equalizer.
The center console has been redesigned. It is covered with a kind of texture that protects it from scratches.
Note that the armrest is at the ideal height to keep your elbow and forearm resting on it when tapping on the touchscreen. It's not as good as buttons, but it allows for more precise movements than when the arm is in the air.
A small detail, certainly, but an improvement nonetheless: the seatbelt slots are now in the upright rather than the seat. Because on white seats, this left marks. Then it was especially less practical to grab.
The rear has an 8-inch central touchscreen, as on the other versions. Multipoint Bluetooth allows for sound isolation from passengers. It is also possible to listen to music, adjust the seat heating and air conditioning. For anti-screen parents, know that everything is controllable and lockable from the front.
Another improvement: the seats are now electrically controllable, either from the rear screen, from the front screen, or directly via two dedicated buttons in the trunk. It is possible to adjust the tilt. The passenger compartment receives a huge colored LED strip. It goes around the passenger compartment and ends its run on the rear doors. The color is customizable. This is clearly a trend in vehicles now. It can be disabled if you don't like it.
The invisible but real evolution
The press release announces road noise reduced by 22%, impact noise by 20% and wind noise by 20%. In fact, I measured 67 dB at 135 km/h on the highway with the Model Y Performance. On the Juniper, at this speed, the noise level was 67 dB. But the press release doesn't lie. A one-decibel level corresponds to a noise level 10 times higher and vice versa. So the gain is not measurable with an Apple Watch. On the other hand, the perception is very real, especially in an urban environment, where the difference is more significant, since in these conditions, the measurement of the old Model Y was around 53 dB.
It's good, but we're not at the level of Peugeot either (rather excellent in this area). No point comparing it to Mercedes or BMW; it's not in the same price range anymore. The panoramic roof has been darkened, according to the press release. Despite the sun, the rays weren't hot enough to notice. But a blackout roof would have been a much better solution.
Smooth driving and not conducive to crime
The transition from one generation of Model Y to the next shows a nice evolution on this point.
The suspensions are finally able to filter out the roughness of the road. Speed bumps, potholes, uneven road surfaces, cobblestones, everything was wrung out during this test and the gain is colossal. Admittedly, we were starting from very, very low, but still. It's finally pleasant.
The steering wheel is new. Well, new, it's a derivative of the one in the Model 3. More compact, better finished, more pleasant to the touch with more pronounced lugs. Note that the turn signal switch is back (phew!). The buttons respond correctly. There's a button dedicated to activating the camera.
Exactly, the camera, let's talk about it. The Model Y Juniper is (finally) entitled to a front camera. It's cleaning and heating. The angle is wide. But unfortunately, there's no 3D rendering of the vehicle like the competition. But it does the job.
We're going into detail, but the transition from one generation to the next makes it obvious: the One Pedal has been improved. The accelerator pedal has a sort of damping stroke. Light, it allows you to lift your foot to benefit from the magnetic brake without generating that little jolt that could be unpleasant on the old version. The feel is really better, more progressive, a treat. The same goes for the brake pedal, also more precise. The ride is all the smoother and more fluid, both for the driver and passengers. On this point, Tesla dominates the competition.
In terms of traction, there's nothing to say. Tesla reigns above other manufacturers. The 400 or so horsepower (Tesla doesn't transmit the power of its cars) are perfectly sent to the ground. The chassis doesn't flinch, the car holds the road and turns almost flat, a feat for an SUV. The craziest thing is that some competing models with controlled suspension (which isn't the case here) don't perform as well. Some colleagues have noted that braking behavior is unstable because of the anti-roll bars. But I didn't notice anything on this point.
The turning radius finally allows you to make U-turns without having to try four times. Let's be clear: the Model Y remains at the bottom of the basket for turning radii. But the first generation was as agile for a U-turn as the Evergreen in the Suez Canal.
In short, in terms of driving, there's nothing to throw away. The new Model Y is a delight in terms of responsiveness and traction. Now doubled with more precision and comfort. Well done to the engineers.
Oh yeah, I forgot: the gear selection stalk (forward, reverse, neutral, parking) is, like on the Model 3, replaced by a touch control on the screen. You get used to it, I think, after a few days. But I still looked for the physical control multiple times. Not the best idea.
Consumption on the podium and charging still too slow
Tesla announces 13.8 kWh/100 km. This is doable in the city and on small roads. On the highway, at 135, consumption climbs to around 29-21 kWh/100 km. We were driving in rather mild temperatures (between 10 and 14 °C). You would need to do a long trip of 1200 km to judge.
There is no real gain compared to the previous generation. But variable reluctance is so effective that it becomes difficult to make it more efficient. Simply put, by controlling the magnetic energy (reluctance) through the distance between the magnet and the coils, Tesla reduces resistance during rolling phases and increases it during braking phases. This results in moderate consumption and greater energy recovery.
Recharging, on the other hand, hasn't changed. It's slow, very slow, too slow. There was a peak at 223 kW while it reached 20%, then it quickly calmed down.
200 kW => 20%
120 kW between 20 and 40%
100 kW => 70%
Then 75 kW => 80%
In any case, allow 35 minutes for a charge from 1% to 80%. The same will apply for a charge from 20% to 80%. The maximum charging speed is reached between 0% and 20%. For comparison, the 800V platform of a Hyundai Ioniq 5 allows a charge from 1 to 80% in 18 minutes. Almost half as much. And there are more and more 800V architectures. But this architecture has a cost that might not allow such a rate.
Note: Charging was done on a V3 Supercharger, with a preheated battery at 10%. It took 35 minutes to reach 80%.
Still the same problems
The demons are sometimes difficult to chase away. There's still no rain sensor, so the wipers always go to SU7. But it's the autopilot that's the biggest problem. It's the worst on the market today, by far. By autopilot, we mean level 2 autonomous driving, namely the famous combo: lane centering and adaptive cruise control.
This "autopilot" is useful in long highway sections. It allows the driver to relax, to look for his glasses, to use a touchscreen tablet, to launch a playlist, in short, to relax his attention a little. Not at all! Tesla is not determined to revise its copy. So we still have an autopilot that suddenly relaxes as soon as things turn a little too much. It deactivates as soon as you try to overtake, but does not reactivate afterwards.
Finally, if you have the misfortune of not looking straight ahead while making small jolts to the steering wheel to indicate that you are there, you are reminded to order, take a strike and the autopilot deactivates. You then have to stop and put the car in neutral to reactivate it. It's rubbish!
No Android Auto, Carplay and therefore Waze. For some people, it's a "dealbreaker". For others, the Tesla system is so well done, there's no need for it.
A mature vehicle, still at the top of the price-quality ratio, but which is being caught up by the competition
It's hard to find fault with this new Model Y Juniper. More accomplished, better finished, more comfortable, more progressive, still as efficient and spacious, it sweeps the competition aside in a huge number of ways. But it remains a Tesla, namely a different machine. No CarPlay or Android Auto, no valid Level 2 autonomous driving and a very divisive style, both outside and inside.
But that's just as well, because those who want something else can turn to the competition.
There is the story of the boycott of the brand following Elon Musk's antics, but this argument is not really admissible, since almost all manufacturers (except Renault and Hyundai at the latest news) have bought carbon quotas from Tesla (for 1.3 billion last year and around 7 billion dollars in total since the beginning).
To return to the product: it is excellent but will have to evolve towards true Level 2 autonomous driving (Ford offers an excellent 2+ for example) and faster charging.
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