2024 Tesla Cybertruck Dual Motor First Drive: Hype Machine or the Real Deal?
Tesla’s futuristic electric pickup truck is a lot more than just a Model S with a cargo bed.
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Pros
- Intuitive steer-by-wire system
- Awesome presence
- Useful pickup-specific features
Cons
- Can't see out of it
- Tight back-seat space
- Parts are still missing
We've been skeptical of Tesla's long-awaited Cybertruck : Would it be a proper pickup, or just an ostentatious Model S with a bed? We know what electric propulsion can do for pickups—witness the Rivian R1T and Ford F-150 Lightning winning our Truck of the Year honors—but given Tesla's rip-up-the-rulebook approach to cars and SUVs, we had reason for doubts.
Now that we've had a brief drive in the Cybertruck, we are doubters no more. Though designed with the same you-can't-tell-us-what-to-do ethic of the S, X, 3, and Y, it's clear Tesla's engineers understand the unique needs and wants of pickup buyers. What results is both fascinating and fantastical, a captivating mix of the future and the here and now. A Model S with a bed? Yes and no—and a lot more no than yes.
Steering by Wire in the Cybertruck
We all know what the Cybertruck looks like—and yeah, we'll talk about that stainless-steel cladding in a bit—so let's delve straight into the drive. The biggest differentiator between Tesla's pickup and every other vehicle on the road is the Cybertruck's four-wheel steer-by-wire system, actuated by a tiny flattened-rectangular steering wheel that rotates less than a full turn from lock to lock. At parking lot speeds, a small turn of the steering wheel results in a sharp turn to boost maneuverability. The software-controlled ratio changes at higher speeds so that the same input results in a less aggressive change of direction, providing a stronger sense of stability and straight ahead. That's the theory, at least.
We had our doubts about Tesla's ability to pull this off—its Autopilot and Full Self-Driving systems occasionally swerve when they just need to continue straight—but the Cybertruck's steering works well. At a walking pace, the ability to turn both front and rear wheels sharpens the turning circle, though not as dramatically as the GMC Hummer EV 's similar feature. The turning circle is more like, well, like a full-size truck's with a tight turning circle.
On the move, the Cybertruck tracks straight and true, though it feels like the wheel is being held at dead center by the invisible hand of the feedback motor that imitates a traditional steering system's resistance. It takes a willful effort to turn the wheel from straight ahead, and when we did have to make slight corrections to our path, the reaction felt almost hyper-responsive even if we'd stop short of painting the Cybertruck with the damning label of "darty." It's a steering system for the racing-sim generation.
Don't Think About the Steering, and You'll Be Fine
In turns, the progression feels so natural we questioned whether the steering ratio was changing at all. Considering that there isn't a single vehicle with similar steer-by-wire technology on sale in the U.S., we're amazed at how we got used to the system almost instantly. Frankly, the squared-off not-quite-a-yoke was more distracting. We had to fight the temptation to drape a forearm over it like an armrest. If you can stop yourself from thinking about how different the Cybertruck's steering is, you won't have any trouble getting used to it, either.
The ride is firm but not uncomfortable, with the repetitive jiggle you expect from a conventional body-on-frame truck but not the raw annoyance of driving a heavy-duty dually over pockmarked pavement. Tesla puts the Cybertruck's air springs to good use, as they magically mask the pickup's 6,600-or-so-pound weight, at least until they don't.
Tesla-Like Acceleration—To a Point
Acceleration is Model-S-like when scooting around town. Once you reach highway speeds, the Cybertruck's mass makes itself felt and the acceleration falls off abruptly, unlike the three-motor Hummer EV and four-motor R1T. And this is the 600-hp dual-motor version. We're predicting that the 315-hp single-motor Cybertruck might be best avoided while the 845-hp Cyberbeast version will presumably make fireworks.
It's a similar story with handling. The bedded Tesla tracks nicely in the turns with minimal body roll and good grip until—sooner than you expect—the tires start squealing. We didn't push too hard. This $102,235 Dual Motor Foundation Series truck came not from Tesla, which so far has only supplied Cybertrucks to a few carefully selected outlets, but from a private owner who happens to be a friend of MotorTrend . The truck, which the owner picked up just last week, had barely 300 miles on the clock. We're eager to put a Cybertruck through our battery (heh) of instrumented tests, so we can see what this baby can really do.
Lots to See Inside, But You Can't See Out
Our criticisms of the Tesla Model 3 and Y interiors—specifically that there's a fine line between cool minimalism and stark cost-cutting—seem to have landed at Tesla. The Cybertruck uses the same one-screen-to-rule-them-all setup, but the bright-colored accents, dash- and door-wide ambient lighting, and white leather bits exclusive to the $20,000 Foundation Series upgrade add some much-needed visual interest to the cabin. ( Read our full interior review right here .)
It's good there's more to look at inside, because you sure as hell can't see much outside. The Cybertruck's flat frunk lid drops out of sight, but those long A-pillars block visibility to the front corners. It's as if Tesla fitted the Cybertruck with horse blinders. Nor could we see a blessed thing in the tiny rearview mirror, until we realized that the tonneau cover was closed. Well, duh. We opened it—and found half the view blocked by the tailgate. While the rearview camera display on the center screen helps, it's a money-saving shortcut that's not as effective as projecting the video feed on the rearview mirror itself, as other manufacturers do. The oddly-shaped side-view mirrors at least provide a decent amount of visual information.
Still, it's notable that the best view out of the Cybertruck is upwards, out of the full-length glass panel that canopies the back seat. Consider that a consolation prize; although the rear seat is roomy, the backs of the front seats are a lot closer than in a typical half-ton pickup. You'd expect the peaking roofline to rob headroom, and you're right; anyone over 6 feet will have to lean forward.
So, yes, it drives like a vision of the future, assuming the future consists of three-ton vehicles. But what about the other stuff we talked about—what pickup drivers want and need? We still haven't established that the Cybertruck is anything more than a truck-bodied S.
In Praise of Stainless Steel
And can we just say: What a body! Pickups are hulking beasts, and something about the Cybertruck's A-frame shape hides its bulk right up until the moment that you're standing next to it. Walking up to the Cybertruck, our inner monologue went like this : Hmm, it's not that big. No, it's not that big. Definitely not that—holy hell, it's huge !
And that stainless steel finish? Up close and personal, it looks fantastic. The sheen of the panels and the sharp-edged seams make the Cybertruck look and feel like something that was crafted rather than assembled. For all we've heard about suspect build quality, this particular Cybertruck appeared pretty well put together, with panel gaps that were largely uniform if not always perfect. We saw a couple of diverging lines roundabout the frunk, but for the most part the Cybertruck looked well finished. Don't dismiss stainless steel as a silly gimmick until you've experienced it in person and seen why Tesla went to all the trouble. A truck should look tough. The Cybertruck looks impregnable.
Getting in Bed With the Cybertruck
We spent a lot of time crawling around the Cybertruck's 6-foot cargo box. It's covered by a power-retractable tonneau cover that supports up to 300 pounds when closed and a manually operated (but electrically released, damped, and counter-sprung) tailgate. There's a "trunk" under the bed floor, as pioneered by the Honda Ridgeline, with a drain plug that allows it to serve as an ice chest for beverages or fresh-caught flounder. Forward, there are bolts in the floor that secure a large access panel, presumably for getting to the electrochemical heart of the beast.
The composite floor and walls of the box feel tough and durable, and there are utility tracks on the sides, though not the front. Our test Cybertruck had two tie rings and a bottle opener, and Tesla also offers cleats, although these secure with bolts; we prefer a tool-free design. Four D-rings are bolted to the floor of the bed of Foundation Series trucks; buyers of lesser Cybertrucks will pay $40 per pair. Small covers along the top edge of the bed sides and roof conceal attachment points for rooftop rack and tent mounts; one has electrical power. Speaking of which, you'll also find a row of LED lights down each side of the bed, plus 120- and 240-volt outlets at the left-rear corner. There's no bed step, but you can lower the air suspension to get the load floor closer to the ground.
First Taste: Sweet!
All in all, it's obvious that Tesla did its pickup-truck homework. The owner of our test truck is not an EV or Tesla enthusiast. His other cars are a heavy-duty Ram pickup and a Jeep Wrangler, and he bought a Cybertruck because it struck him as a proper pickup. Early in his ownership, he has not been disappointed.
We do worry about the Cybertruck's rushed timeline. Notice how there are no center caps on the wheels? That's because Tesla only discovered the heptagonal wheel covers were damaging tire sidewalls after delivering the first trucks to customers. The "lifetime" Full Self-Driving that comes with the Foundation Series and the differential locks aren't ready, either. Tesla has told owners the latter will eventually be activated with an over-the-air software update. We can only hope the mechanical bits are more complete. Although our truck seemed well screwed together from a static standpoint, we noticed alarming groans and creaks when we turned the wheel at low speeds, likely a function of a dragging brake on a turning wheel but disconcerting, nonetheless.
There's a lot more we'd like to know about the Cybertruck; we're eager to put it through our instrumented testing and see how durable it is off-road. For now, our first brief taste of the Cybertruck has been very sweet. It's futuristic and whimsical but exhibits the kind of down-to-earth practicality that truck buyers demand. The Cybertruck is a credible competitor for the talented electric pickup trucks already on the market.
After a two-decade career as a freelance writer, Aaron Gold joined MotorTrend’s sister publication Automobile in 2018 before moving to the MT staff in 2021. Aaron is a native New Yorker who now lives in Los Angeles with his spouse, too many pets, and a cantankerous 1983 GMC Suburban.
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