Tesla Model Y Electric

I booked a Tesla Model Y in April under the 8 non-guaranteed COE bid package. After my Sales Advisor resigned, the process became frustrating and disappointing. Following the first unsuccessful bid, I topped up $3K after the COE increased by about $5K. From then on, I was repeatedly encouraged to top up further to improve my chances. However, Tesla continued placing bids that are unrealistic, including bids at $50K (TWICE) and even as low as $20K. On two bids, it missed the COE by S$480. This pattern made me question whether the process was genuinely aimed at securing a COE. Only after I challenged their process did Tesla start bidding according to the agreed minimum amount. By then, several bidding rounds had already been wasted. My experience with the 8 non-guaranteed bid package was extremely disappointing.... Read More

The facelifted model follows the new cybertruck design language which I highly adore. Hardware v4.5, 16-inch touchscreen, 8-inch rear touchscreen, black headliner, ventilated front seats, electrically reclined rear seats, increased sound insulation and re-engineered wireless phone charging pads are all worthy new upgrades. Although the new suspension system is more compliant over bumps, the steering and handling experience falls short to its legacy model. The steering weight is noticeably lighter, which is great for parking/low-speed control but does not inspire confidence for spirited driving. The RWD110 performs like a typical EV on street roads with speed limits of 70km/h and under. It punches right off the line without a fuzz. Overtaking manoeuvres are done with ease. Hop it on the expressway with speed limits 80km/h and over - the RWD110 drive transitions to a 1.5l mild hybrid sedan, strikingly reminiscent of the Mercedes C180 Avantgarde. Acceleration response is not slow but feels hollow. Paired with the superior sound insulation and the lack of any electric motor sound, the driver does not have a good sense of how fast he/she is accelerating. Consequently, the RWD110 effortlessly glides over the CTE like a maglev train. It encourages the driver to be a smooth operator. Having experienced the calm and muted drive on Singapore's expressways, I am highly doubtful the RWD110 has the capacity to perform overtaking manoeuvres on the North-South expressway. Flooring from 80km/h to 110km/h might require sheer patience. The Long-Range RWD restores the punchy instant-torque experience on expressways but it is unfortunately equipped with a NMC battery. Capped at 80% maximum daily charge, you are left with 67.2kWh of usable juice. That is a mere 4.7kWh more than the RWD110's 62.5kWh LFP battery. Moreover, NMC batteries are engineered to perform best in cold, temperate climates. In hot and humid Singapore, the RWD110's newer LFP battery chemistry provides better heat and cycle-count endurance. More critically, you can fully utilise 100% of its capacity. In conclusion, the RWD110 and Long-Range RWD are neither ideal. I am patiently waiting for the release of a Juniper RWD220, standard range with a 62.5kWh LFP battery, if that ever happens. Oh well, fingers crossed!... Read More