Powerful and sporty I touch a credit-card-like key to the B-pillar then place it on the center console behind the cupholders to bring the Model Y to life (for Paul, his phone acts as the key). With 230 miles of remaining range and a 76% battery charge, I put it in drive and set off on a tour of the north and south side of Chicago. It takes just a few blocks to understand the Model Y is tuned more toward sporty than staid. Rather than the standard 19-inch wheels, this Long Range tester is equipped with the optional 20-inch Induction wheels wearing 255/40 Goodyear Eagle F1 Asymetric 5 tires ($2,000). The ride is surprisingly and almost uncomfortably firm on broken pavement. Maybe the 19s make for a more-comfortable ride. The Model Y’s suspension consists of coil springs, control arms, and an anti-roll bar up front, and a rear multi-link independent setup with coil springs and its own anti-roll bar. The flip side of that firm ride is well controlled handling despite the 4,367-pound curb weight. The Model Y leans little through turns, switches directions responsively, and remains stable at highway speeds. The Model Y Long Range doesn’t have the tuning of the Performance model, but the it’s still more like a BMW X4 than a Lexus RX. Tesla offers multiple modes for acceleration, brake regeneration, and steering, but not for the suspension. Based on this drive on notoriously choppy Chicago streets, an investment in adjustable dampers with a Comfort setting would smooth out the Model Y’s ride quality. Whaddya say, Elon? The steering has a remarkably quick 10.3:1 ratio, and available Comfort, Normal, and Sport modes. Oddly, the Sport mode is the best. It’s heft seemingly slows down the steering by steadying the on-center feel and preventing the need for minor corrections on the highway. Two other modes allow me to drive the Model Y mostly with one foot. The regenerative braking’s Standard mode applies very noticeable drag any time I’m not on the throttle pedal, while the Low setting lets it coast more, though there’s still some drag. At city speeds, in the Standard mode, it’s easy to stop at lights without ever touching the brake pedal. When I build up too much speed, though, especially during a later highway run, I have to engage the mechanical brakes with the brake pedal to stop for red lights. Fun fact: the Model Y’s brake pedal only controls the mechanical brakes; the rest of the braking is done with regen. Tesla also provides modes for what happens when the car comes to a stop: Creep, Roll, and Hold. The Hold setting effectively puts the car in park when it comes to a stop—holding my foot on the brake at a light isn’t necessary. The Creep mode acts like a normal automatic transmission car when you lift off the brake pedal and the Roll mode doesn’t move the car forward but allows physics to do its thing. The final parameter controlled by drive modes is acceleration, with Chill and Standard modes. Going with Paul’s preferred Standard setting, the Model Y’s dual motors are always at the ready. When I jab the throttle, the front induction motor and rear permanent magnet motor draw on a shot of electricity from the 75-kwh battery pack to provide immediate, head-snapping acceleration, no matter if it’s from a stoplight or at 50 mph. Tesla doesn’t provide horsepower and torque figures, but Road & Track quotes 384 hp and 376 pound-feet of torque. Tesla does, however, quote a 0-60 mph time of 4.8 seconds, and my butt dyno tells me the Model Y is capable of every bit of that. Between the touchy throttle response and the immediate drag when I lay off the throttle, the accelerator pedal can feel like an on/off switch, and that makes it hard to drive smoothly in the Model Y. I’d need to train my right foot for more than an afternoon to keep passengers from rocking back and forth, which is exacerbated by the taller crossover ride height. Until I get that experience (I won’t), I’ll avoid chauffer work in a Tesla. 2020 Tesla Model Y