We last tried a Tesla Model X in 2016, right after it came out for the 2016 model year. We just recently tested an updated 2026 model. The two- or three-row, gullwing-door Model X looks very similar, so we were surprised to find that the 2026 X weighs only 5219 pounds, which is over 400 pounds less than the first one. Then, Tesla’s VP of Vehicle Engineering, Lars Moravy, was called to find out where and how they did it. Moravy says they were in a hurry to get the Model X to market, which is why some poor technical decisions were made and parts from the Model S were used. Starting with the biggest savings, we’ll go through them all. In short, weight loss can happen almost anywhere. Even though Moravy doesn’t say this is the main reason, he does say that he gives his engineers a case of beer for every kilogram of weight saved, which makes it sound like he gave the Model X engineers a lot of alcohol. The weight was cut down the most by the electric motors and battery pack. By improving the half-shafts and switching the rear motor from an induction to a permanent-magnet design, about 100 pounds were saved. For the 2021 upgrade, Tesla totally redesigned the battery pack. The modules were moved from a horizontal to a vertical position, and a slightly more energy-dense cell was added. As a result, the pack lost around 300 cells. Along with these changes, structural modifications to the pack reduced its weight by almost 90 pounds while keeping the battery size about the same. The fact that Tesla cut almost 80 pounds from the Model X’s interior parts, even though the materials were greatly improved for 2026, is a surprise. To meet airbag deployment standards, parts were made thinner, different manufacturing methods were used, and the fabric on the headliner was changed. The bench seat for five people is more convenient because it folds flat, saving 50 pounds by eliminating the need for a pedestal. Eleven pounds were saved by removing the center mounting gear for the bucket seat layout. The six-pound weight loss was also caused by changes to how the seatbelts were installed and built. It cost 44 pounds less to buy high-voltage wire because the wiring from the charge-port DC/CD converter was streamlined, and copper wiring was replaced with aluminum. The Plaid model’s weight was cut by almost 30 pounds by meeting Nürburgring cooling standards. The cooling system was also made easier to use by having fewer radiators. Moravy formulated Conway’s Law, which states that companies should build products that mirror their communication systems. Anyone who has worked for a big company knows that upgrading a car often means doing more than just adding new features. It was clear that Moravy was angry as he talked about how the Model X used to have a separate pressure tank for the air suspension, right next to a structural brace with a hole almost the same size. The air tank is now built into the structure, making it easier to package, lighter, and giving you a little more room for your stuff. The Model X lost weight by switching to bigger megacastings. This meant that the front and back sections went from having eight smaller castings to having four larger ones. This not only saved about 20 pounds but also increased rotational stiffness by about 10%. I lost 14 pounds after switching to a lithium-ion 12-volt charger. Ten pounds were added to the vehicle after the front and back suspension designs were changed. The thickness of the plastic front and back fascias was reduced by 0.6 millimeters, saving an additional 10 pounds. A cast refrigerant pipe first appeared in the 2026 Model X, the first Tesla to feature one. The part is 0.2 percent more efficient and saves three pounds because it is made of a metal that conducts heat less well. Yes, that’s more than 400 pounds, but there were also some gains to make up for it. It’s heavier and stiffer because the tires, hubs, wheels, and extra sound-absorbing material are packed with foam. Even though Tesla’s cars are lighter than other EVs, Moravy wants them to be lighter than any regular car with a similar design. The Model X weighs 5219 pounds, which is only 74 pounds more than a Porsche Cayenne GTS and 141 pounds less than a BMW X5 M60i. It has a huge 100-kWh battery pack. The Model X also weighs about 500 pounds less than a BMW iX xDrive50. It is still lighter than the Cadillac Optiq, even though it is over nine inches longer and has a power pack with about 18% more energy. When it comes to price and range, the Model X is much better now than it was ten years ago. It is also much lighter. The motors, gear oil, and gear-tooth design for the reduction ratios are all more efficient. The bearing drag and tire rolling resistance have also gone down. The new Model X’s 300-mile range put it in the top six electric SUVs we’ve ever tested in our 75 mph highway test. It’s an amazing change.
