The one with the Falcon doors. It’s still hard to believe they’re not from a concept car, but here they are, able to open in 11 inches of space, with sensors to prevent knocks against pillars or squeezing children, the Model X’s signature feature.

They’re unique, something they have in common with the rest of Tesla’s biggest car. Because it’s not an easy one to pigeon hole. It’s 4WD and seats up to seven people, but it’s hardly a conventional SUV. Can you imagine one heading off across a muddy field? Exactly. And then there’s the way it looks. It’s more hatchback than conventional family wagon. Hardly a handsome hatch either.

Being hard to pin down is not necessarily a bad thing – in fact it’s stood Tesla in good stead, suiting the firm’s more disruptive nature. And it’s not as if buyers have given it a wide berth, as it’s firmly established in the upper reaches of the family car price bracket.

Underneath it shares a platform and motors with the Model S saloon. All versions available in the UK currently use twin electric motors, one on each axle, and have the same 100kWh battery (the entry level 75D has now been discontinued). This sits low in the centre of the car, and combined with the compact electric motors ensures not only a flat floor throughout the cabin, but also a useful load space under the bonnet as well as a huge boot.

Recently the Tesla Model X range seems to have settled down after fluctuations to both pricing and versions. The arrival of opposition such as the Mercedes EQC and Audi e-tron seems to have stabilised Tesla, and the Model X has found its feet in the market as a result.

Two versions are currently available, the Long Range at £82,700 and the £96,900 Performance. Both are very powerful, the entry-level version developing 553bhp, the Ludicrous-enabled Performance having 785bhp. Despite the fact both weigh just shy of 2,500kg, neither is sluggish, the Long Range able to hit 60mph in 4.4secs, while the Performance sees off the benchmark sprint in 2.7secs.

Both claim to be able to cover more than 300 miles on a charge, and give you free access to Tesla’s superb Supercharger network – an offer that lasts as long as you retain the vehicle. Second owners have to pay for the privilege.

Driving

What is it like on the road?

Ask most people what they know about how a Tesla drives and they’ll cite one of two things – it’s amazing acceleration or its self-driving ability. Both are stand-out features. Do you need the extra pace of the Performance version? Of course not. The Long Range is not only plenty fast enough, but ask yourself how the kids in the back are going to cope with crisps and drinks when an errant parent has just unleashed 0-60-in-2.9. Actually, scratch that, they’ll find it hilarious. It’ll be you that doesn’t when you’re on your hands and knees trying to clean it later.

The Model X is fast. But it’s also very, very smooth. Coming from an internal combustion car? That’s the biggest difference you’ll notice: no gearchanges, no engine vibration, barely any noise. The throttle is brilliantly well calibrated, so it creeps easily along with town traffic and despite its size, it moves well, responding instantly and crisply, giving you confidence in tight spots.

On the inside

Layout, finish and space

There aren’t many options to choose, but Tesla makes you pay dearly for the ones it does offer. As standard the Model X is a five-seater. A third row can be added for £3,400. Make sure you definitely need them. The downward curve of the tailgate limits headroom back there, although they do fold flat easily. If you want to ease access to them, you’re better off with the six-seat layout, which replaces the three-seat middle bench with a pair of captain’s chairs. For £6,300.

It’s huge inside. Total luggage volume is 2,487 litres which puts it on a par with the Land Rover Discovery. The issue is the usability of that space. If you have the six seat layout there’s precious little to stop kit in the boot sliding into the cabin. And although the falcon doors will never get boring, if the car is parked unevenly and the chassis twisted slightly or on a windy day, they occasionally refuse to operate.

Up front the cabin is dominated by two screens – the 17-incher in the dash, and the eight-footer that arcs back over your head. The windscreen is distractingly enormous. Tinted so sun glare isn’t an issue, and the sense of peripheral vision is great, but you also feel exposed underneath this see-through forehead. The dash screen? Well now everyone seems to be going to touchscreen, this is the biggest and the best. As big as a road atlas, responsive and easy to use, but still requiring a lot of eyes-off-road time.

Beyond that the design is pretty basic, the materials less than premium and the seats slippery and unsupportive. It’s not a cabin you’re ever going to feel cosy in. It’s more like piloting a posh Transit. One kitted out with LED headlights, a 17-speaker stereo and heated seats and steering wheel

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