The Tesla Model Y Premium RWD Is a Better Computer Than It Is a Car
Updates go a long way to improve the Model Y, but we have some more notes.
Pros
- Spacious cabin with good cargo volume
- Benchmark EV functionality
- Competitive pricing
Cons
- Poor steering tuning
- Busy and stiff ride
- Cheap and clinical interior ambiance
There was a time when the Tesla Model Y made the most sense for EV shoppers. When it arrived for 2020, the SUV offered compelling range and charging speeds, a spacious cabin, and a tablet-like infotainment display that would receive periodic updates with new content. All at an attractive price, to boot.
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In the intervening years, a number of competitors have arrived to challenge the Model Y’s dominance. Giving them aid and comfort, the Tesla Supercharger network is now open to more automakers’ vehicles, removing one of Tesla’s key cross-shopping advantages. Rivals like the Ford Mustang Mach-E, Hyundai Ioniq 5, and Kia EV6 are compelling alternatives with better charging performance, better driving dynamics, or both.
Where, then, does that leave the 2025 Tesla Model Y Premium RWD, formerly known as the RWD Long Range? No longer the cheapest option in the automaker’s SUV lineup (that honor goes to the new Tesla Model Y Standard), this variant’s primary advantage is its EPA-rated 357 miles of driving range. Situated between the Standard and the AWD Premium, this one has the makings of being the Goldilocks of Tesla’s SUV lineup. We put it through our testing regimen to discern if that’s the case.
Modern Marvel
On paper and in practice, the 2025 Tesla Model Y gets a lot of things right. It’s also quite improved versus pre-2025 models due to a refresh for this year. Models like this test car develop 304 hp and 307 lb-ft of torque. Those figures are hardly headline making, but with just one motor driving the rear wheels, the Model Y accelerates from 0 to 60 mph in just 5.0 seconds. AWD models shave the time down to 3.8 seconds, but the Premium RWD spec should be plenty quick enough for most folks.
The cabin is a lot quieter than that of the pre-refresh Model Y, and with improved sound deadening Tesla has retuned the suspension for better small-bump isolation. We love the automaker’s one-pedal driving tuning, too; the Model Y stops smoothly and confidently when you lift off the accelerator. Should you need to use the brake pedal, there’s lots of feedback, and the brakes respond with excellent precision.
Inside the redesigned cabin, the Model Y continues to be one of the most practical SUVs in its class with a deep cargo well and a real trunk with enough space to be genuinely useful. The new materials, accented by standard configurable ambient lighting, look considerably more upscale than before. Tesla has removed the column shifter but has kept the turn signal stalk, addressing one of our criticisms of the stalkless Model 3 Highland sedan.
Power-folding rear seats are another high-value element of the Model Y’s packaging, as is the 8.0-inch display for back-seat passengers. Dual wireless charging pads up front sweeten the deal along with standard heated and ventilated seating.
For many, the tablet at the center of the Model Y’s cockpit will be a primary draw. Not only does this 15.0-inch infotainment display house nearly all controls, the graphics are crisp, and the touchscreen is one of the most responsive on the market. The rendered live feed of what the Model Y sees with its cameras is a useful expansion on surround-view monitoring, although it can be distracting if you let it grab your attention for too long.
Then there’s Autopilot, which combines hands-on adaptive cruise control and lane centering. Despite relying solely on cameras, it’s one of the best of its kind. Equipped with the Enhanced Autopilot and Full Self-Driving (Supervised) feature, our test car made decisive lane changes when necessary. Attention monitoring is commendable; the Model Y issues repeated warnings to ensure you’re using the system properly.
Our test car also receives Tesla’s predictive Auto Shift Beta feature, which comes as part of the supervised Full Self-Driving package. After you opt in, Auto Shift guesses which direction you want the vehicle to move after you meet the criteria for its use. You must have your seatbelt fastened, the brake pedal pressed, and all doors and trunks closed for it to work. It functions properly most times; when it guesses incorrectly, you use the on-screen shifter to override its choice.
We’d be remiss to not mention the 2025 Model Y’s charging capabilities, which represent something of a standard for the segment. Its peak charge speed of 250 kW is a solid benchmark for the competition and is matched by the Hyundai Ioniq 5. Level 3 charging the Model Y adds 145 miles of range in 15 minutes and 223 miles in 30 minutes. For comparison, the Ioniq 5 adds 152 miles in 15 minutes and 216 in 30.
Leaving Much to Be Desired
There’s plenty to be said praising the 2025 Tesla Model Y, but our list of criticisms is nearly as long. Many of our complaints take aim at fundamental aspects of the driving experience, starting with a ride that’s still busy and harsher than ideal. Although Tesla improved isolation for smaller bumps, larger impacts are still jarring. Additionally, rear-seat passengers are still subjected to a harsher ride than those sitting up front, so be warned, ride-share users. Leaning down to use the touchscreen in the second row while the vehicle is moving can make you feel nauseated.
Refinement issues affect other aspects of Tesla’s SUV. As quick as the Model Y is to get off the line, the high-pitched motor whine at full throttle is an issue we typically associate with first-generation EVs. The steering is numb on-center and twitchy to the point of excess when you enter a corner. Although the Model Y can sustain a solid clip on a winding road, the lack of natural progression in the steering really detracts from driver engagement. Put another way, it’s hard to get in the zone in the Y.
Some areas of improvement are also worthy of critique. The reworked interior still feels clinical due to Tesla’s commitment to ultra minimalism. With physical controls limited to the pedals, steering-wheel buttons and knobs, seat adjusters, and turn signal stalk, the Model Y requires you to dive into its touchscreen or use voice controls to adjust everything else. This control philosophy even buries controls for the steering wheel and mirrors in menus.
There’s a lot of content packed into the screen including a web browser, video games, and music and video streaming. However, be aware that Tesla continues to omit Apple CarPlay and Android Auto. Grok, Tesla’s AI assistant, operates outside of the vehicle’s functions, so it can’t control any of the Model Y’s features. While it can be entertaining (or even completely crass), Grok is just another chatbot with all the perks and limitations typical of AI. Tesla says full Grok integration is on the way, but without the ability to interact with the Model Y’s systems, the AI remains a party trick.
As for Tesla’s Full Self-Driving (FSD), which the automaker caveats as requiring supervision, the rather impressive technology can pilot the Model Y for long stints without needing driver intervention. You must stay vigilant, though. The Model Y operates with confident autonomy up until the moment it’s wildly unsure of what to do or the camera’s vision is restricted. Then FSD hands control back over to you, placing liability squarely into your hands, or simply follows the incorrect path.
On our winding road test loop, it exhibits a tendency to wander over the center line. It also tried to drive through a closed gate arm it couldn’t see, requiring us to brake strongly. If you treat Full Self-Driving in the same way as GM’s Super Cruise, Tesla’s system shines. That being said, Tesla allows the car to operate up to the limit of its capabilities before relinquishing control to the driver in a way that’s morally dubious.
Finally, the 2025 Model Y Premium RWD’s range doesn’t measure up to the EPA’s rating. In our 70-mph Road Trip Range test, our test car came up short of the stated 357 miles of range per charge by a whopping 18 percent, managing 294 miles of range. For comparison, the Model Y AWD is rated at 311 miles of range but tested at 252 miles during our 70-mph road trip. The RWD Premium is still the Goldilocks option in terms of driving range, but you don’t necessarily get the eye-popping range figure Tesla advertises.
The Verdict
Shoppers checking out the Model Y after driving the same car for 10 years or more are sure to be blown away by the Model Y’s technological wizardry. Unfortunately, magic isn’t real and there’s a man behind the curtain. Tesla’s slick center display and overconfident semi-autonomous driving technology do a lot of heavy lifting for a car that lacks polished driving fundamentals. After all, if the ultimate goal for the car is to drive you from point A to point B, shouldn’t the suspension be tuned to convey you in absolute comfort?
For some, the 2025 Tesla Model Y Premium RWD’s value will be enough. You get a lot of standard features for our test car’s starting price of $46,630, although not our test car’s white interior upholstery ($1,000), Deep Blue Metallic paint ($1,000), and Full-Self Driving ($8,000). It’s also missing certain items that have come to be expected on well-equipped EVs like a full 360-degree camera suite and a digital display in front of the driver. No doubt, charging speeds and accessibility continue to make the Model Y a compelling EV option. The Tesla app, which is one of the most useful applications developed by any automaker, allows the car to become part of your digital ecosystem in a way rivaled by few.
Ultimately, the Model Y performs well as a rolling tablet, but the Juniper redesign falls short of expectations when so many of its rivals deliver standout ride, handling, and powertrain tuning. Although Tesla greatly improved its bestseller, the Model Y has merely been upgraded to the baseline for the segment. It no longer enjoys leadership status, which means it's also lost its ability to be unilaterally recommended.
Billy Rehbock's passion for cars started with his dad's Volkswagen Jetta GLX, his mom's Cabriolet, and his own Hot Wheels collection. A USC graduate with a Master of Science in journalism, he's an associate editor for the MotorTrend Buyer's Guide and covers everything from sports cars to SUVs.
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