Used Tesla Model X 1st Gen (2016-2020): Buyer's Guide

The 2016 and 2017 Tesla Model X each carry about a dozen NHTSA recalls on file, more than double what a 2019 model has. Same falcon-wing doors. Same basic shape. A completely different ownership experience three years apart.

Tesla's first three-row electric SUV shipped before it was finished. Consumer Reports called the early Model X "flawed," citing "complexity, compromised functionality and dismal first-year reliability." Owners on Tesla Motors Club were still describing falcon-wing door sensor failures on 2017 and 2018 builds years later. But those same forums also describe cars past 150,000 and even 200,000 miles running on original drive units, with battery capacity loss in the single digits. This generation rewards buyers who know exactly which build years and which systems to check before signing. This guide covers the 2016-2020 Model X, before the 2021 refresh replaced the console, screen, and steering wheel.

This Generation at a Glance

Tesla built the first-generation Model X from September 2015 (as a 2016 model) through the end of 2020, when a comprehensive refresh introduced a horizontal touchscreen, an airplane-style yoke steering wheel, and reworked drive units. This guide covers only the pre-refresh generation: 2016 through 2020 model years, sold as a mid-size three-row SUV with dual-motor all-wheel drive standard on every trim and Tesla's signature Falcon Wing rear doors.

Tesla changed trim names more than once during this run. Early cars used a letter-suffix system (75D, 90D, P90D, P100D). A brief 2016 base trim called the 60D used the same 75-kWh pack as the 75D but had 15 kWh of capacity locked out in software, unlockable later for a fee. In April 2019, Tesla switched to Long Range and Performance naming. The final 2020 "Raven" cars added updated drive units and a Standard Range base trim, and are the last Model X SUVs built before the 2021 exterior and interior refresh.

Tesla never published consistent per-motor horsepower figures across these years, which is why this table leans on EPA-verified combined MPGe instead of contested power numbers.

Charging is one area where this generation shows its age against newer Teslas. Every 2016-2020 Model X charges on Tesla's Supercharger V2 network, with owners on Tesla Motors Club reporting peak rates around 135-146 kW on the fastest 2020 Raven cars and less on earlier D-badged models, well below what current Tesla models pull. For home charging and most road trips that gap doesn't matter, but it's worth knowing before you assume a used first-gen X will charge as fast as a current model.

Current pricing and inventory: Tesla Model X market data, with per-year pages for 2016, 2017, 2018, 2019, and 2020.

Powertrain & Trim Breakdown

75D, 90D, and 100D: The Volume Trims (2016-2018)

The 75D, 90D, and 100D badges cover the bulk of first-generation Model X production, and they share the same core issues. Falcon wing door failures are the headline complaint. Ultrasonic sensors embedded in each door panel detect nearby obstacles before opening, and the adhesive holding those sensors in place degrades in heat, causing false obstacle warnings that stop a door mid-cycle. Threads on Tesla Motors Club describing this go back to 2016 and keep recurring on 2017 and 2018-built cars, though complaint frequency drops noticeably for 2019-2020 builds as Tesla revised the sensor mounting. A full door repair covering sensors, actuators, and paint can run $6,000-$7,000 at a dealer; a single sensor swap is closer to $50 in parts plus a calibration.

Air suspension is the other recurring theme, and it doesn't discriminate by trim or year. Compressor and air-line failures show up across the whole 2016-2020 range, with owner-reported repair bills running $1,500 to over $6,500 depending on how much of the system needs replacing. The compressor itself is a relatively cheap part at Tesla service; it's leaking air lines and valve blocks that push bills into four figures.

The upside: owners who get past the doors and suspension report exceptional drivetrain longevity. Multiple 75D and 90D owners on Tesla Motors Club and in long-term YouTube reviews describe 150,000-plus miles on original drive units, with battery capacity loss in the single digits after eight-plus years of ownership.

P90D and P100D: Ludicrous and the Cost of Speed (2016-2018)

The Ludicrous and Ludicrous+ options on the P90D and P100D added a faster-switching contactor to handle additional current draw, dropping the 0-60 time to 3.3 seconds on the P90D and a claimed 2.9 seconds on the P100D. That hardware sees more thermal stress than a base 75D or 90D, and owners on Tesla Motors Club report drive unit whine and premature bearing wear showing up more often on heavily-launched Ludicrous cars than on gently-driven ones. A drive unit replacement runs about $5,800 out of warranty at Tesla, less through an independent EV specialist working with a remanufactured unit.

Battery packs paired with P90D and P100D trims are the same 90-kWh and 100-kWh units used in the D-badged cars, so degradation patterns track closely with the rest of the lineup. The real cost difference with Ludicrous trims shows up at the tire shop: harder acceleration on 22-inch wheels wears rubber faster, and a full set on a Performance-spec Model X routinely runs $1,200-$1,800 installed.

If you want the fastest first-gen Model X you can find, budget for tires and pay attention to drive unit noise on your test drive. A whine that grows with speed and doesn't fade is the tell.

60D: The Software-Locked Oddity (2016)

Tesla sold the 60D for roughly six months in 2016 as a lower-priced entry point. It used the identical 75-kWh battery pack as the 75D, but 15 kWh of that capacity was locked out in software, capping range at around 200 miles instead of 237. Owners could unlock the full pack later for a fee that started near $9,000 and dropped toward $4,500-$6,500 over time as Tesla adjusted pricing.

For a used buyer, the 60D matters for one reason: check whether the pack has already been unlocked before you shop by range. A 60D still running locked will show a lower rated range than a 75D of the same year despite carrying the same physical battery. Ask the seller directly, and compare the car's displayed rated range against the EPA figures for a 75D. If the numbers don't match, the pack is likely still locked.

The 60D is a rare find; Tesla replaced it with the 75D as the standard base trim before 2016 was over. Most first-gen Model X shopping won't surface many 60D listings, but it's worth knowing the badge if you spot one priced like a base 75D.

Long Range, Performance, and the 2020 Raven Cars

Tesla renamed its lineup in April 2019, dropping the D-suffix system in favor of Long Range and Performance trims. The change coincided with real hardware improvements: 2020 "Raven" cars received updated drive units and a refreshed adaptive air suspension calibration that Tesla says improved efficiency and ride quality. The 2020 model year is the last of the pre-refresh Model X and, by owner consensus on Tesla Motors Club, the most reliable year of the generation. The MCU1 eMMC recall that covers 2016-2018 cars doesn't apply to 2019-2020 Model X, which shipped with an upgraded memory controller already fitted.

The 2020 Raven cars also introduced a Standard Range trim as a lower-cost entry point, alongside Long Range Plus models that pushed EPA range to 351 miles, the highest of any first-generation Model X.

Falcon wing door complaints on Tesla Motors Club drop off noticeably for 2019-2020 builds compared to 2016-2017, and air suspension issues, while still present, get fewer forum mentions for these years. If your budget allows it, a 2019 or 2020 Model X is the version of this generation with the fewest inherited problems.

Trim Levels

Every first-generation Model X came standard with dual-motor all-wheel drive and Falcon Wing rear doors, so the real trim decisions are about seating, Autopilot software, and wheel size rather than a traditional base-to-loaded ladder.

Seating is the biggest practical choice on this generation. Tesla offered 5-seat, 6-seat, and 7-seat configurations. The 5-seat layout skips the third row and gives the most cargo room. The 7-seat option, a $3,000 upgrade when new, eventually gained a fold-flat second row; early 7-seat cars had a bulkier non-folding second row that owners on Tesla Motors Club frequently cite as a regret. If a used listing doesn't specify, ask whether the second row folds flat before assuming it does.

Enhanced Autopilot and, later, Full Self-Driving (Beta) were pricey options when new and hold real resale value used, since Tesla doesn't consistently let a later owner add the option cheaply after the fact. If you want highway lane-keeping and auto lane change, a car that already has the option is usually cheaper than trying to add it after purchase.

Wheel size matters more than badge on this generation. 22-inch wheels look sharper and came standard on some Performance and Ludicrous builds, but they cost range and wear tires faster than the 20-inch factory option. A Performance-trim Model X on 20-inch wheels rides better and costs less to maintain than the same car on 22s.

Tow capacity is a genuine differentiator worth paying attention to if you need it. With the factory tow package and 20-inch wheels, the first-generation Model X is rated to tow up to 5,000 pounds; the same car on 22-inch wheels drops to a 3,500-pound rating. That's unusual for an EV of this era and still a selling point Tesla forums bring up regularly. Not every used listing has the tow package installed, and Tesla doesn't approve towing without it, so confirm it's present if towing matters to you.

Which Model Years to Target Within This Gen

Recall counts alone don't tell the full story on this generation. Several later-dated campaigns (EPAS steering recalibration, forward-collision software) apply to any 2017-2020 car running a specific software build, not to that model year's hardware specifically, so a higher raw count doesn't always mean more physical defects.

2016 and 2017 are the years to approach carefully. These are the cars Consumer Reports flagged for "dismal first-year reliability," and they carry the steering gear bolt recall (on the earliest 2016 builds), the third-row and second-row seat recalls, and the highest concentration of falcon-wing door sensor complaints on Tesla Motors Club. None of that makes a 2016 or 2017 car unbuyable, but it does mean budgeting for door and suspension repairs is not optional.

2018 is a turning point. Tesla simplified the lineup to 75D, 100D, and P100D, and door complaints on Tesla Motors Club noticeably thin out for this build year. It's also the last model year covered by the MCU1 eMMC recall, meaning a 2018 car you buy should already have had that repair done for free if it hadn't failed yet.

2019 brought the Long Range and Performance naming and a new eMMC controller that ended the MCU1 wear-out issue for cars built from this point forward.

2020, the Raven year, is the strongest all-around pick: revised drive units, the longest range in the generation, and the fewest forum-documented door and suspension complaints. Its higher recall count on paper is almost entirely software campaigns that also apply to 2017-2019 cars, not new hardware problems unique to 2020.

Pre-Purchase Inspection Checklist

Falcon wing doors. Open and close each door multiple times from both the key fob and the interior button. Listen for the door pausing mid-cycle or reversing direction, a sign of a failing ultrasonic sensor. Check for water staining on the headliner near the door seals, a common leak point.

Air suspension. Let the car sit overnight, then check ride height first thing in the morning before driving. A car that visibly sags on one corner has a leaking air spring or line. Ask the seller to cycle the suspension between Low and Very High in the settings menu and confirm it moves smoothly.

MCU and screen. On a 2016-2018 build, ask whether the MCU1 eMMC recall (campaign 21V035000) has been completed. Confirm this rather than assume it: check the touchscreen for lag, a black screen on startup, or a missing rearview camera image, all symptoms of the wear-out condition the recall exists to fix.

Drive unit. Accelerate hard from a stop and listen for a whine that grows louder with speed and doesn't fade. That's an early sign of drive unit bearing wear, more common on heavily-driven Ludicrous and Performance cars.

Battery. Ask for a screenshot of the dashboard's rated range at 100% charge and compare it to the EPA figure for that model year and trim. More than roughly 10-15% loss on a car under 100,000 miles is worth negotiating on.

Recalls. Run the VIN through CarScout's free recall lookup tool and confirm every open campaign for that specific VIN shows completed, not just that the model year has campaigns on file.

Running Costs

Electricity cost is the easy part. Tesla's own annual fuel cost estimates for this generation range from about $700 to $950 depending on trim and driving style, well below a comparable gas-powered three-row SUV. The real running-cost variable is tires and the two systems this generation is known for: falcon wing doors and air suspension.

Budget $800-$1,800 for a full set of tires depending on wheel size, more often than you would on a comparable gas SUV. Instant torque and a heavy curb weight wear rubber faster; tire-industry testing cited by multiple EV repair shops puts EV tire wear at 30-40% faster than a similar gas vehicle.

Out-of-warranty repairs are where costs spike. A full falcon door repair can run $6,000-$7,000, a serious air suspension failure $1,500-$5,000 or more, and a drive unit replacement around $5,800 at Tesla or somewhat less through an independent EV specialist. None of these are routine maintenance items, but on a generation this well-documented for both, budget for at least one of them showing up before 100,000 miles if you're buying a 2016 or 2017 car.

FAQ

Is the 2016-2020 Tesla Model X reliable? Reliability varies sharply by year. 2016-2017 cars have the most falcon-wing door and build-quality complaints and the highest recall counts. 2019-2020 cars, especially the 2020 Raven models, get far fewer forum-documented issues and benefit from an updated MCU controller that ended the 2016-2018 eMMC wear-out problem.

What year Model X should I avoid? 2016 is the toughest year to recommend. It carries the steering gear bolt recall, two separate seat recalls, and the highest concentration of falcon-wing door sensor complaints on Tesla Motors Club. It's not unbuyable, but budget for door and suspension repairs if you buy one.

How many miles does a first-gen Model X last? Tesla's drive unit and battery warranty on cars built before February 2020 runs 8 years regardless of mileage. Owners on Tesla Motors Club and in long-term YouTube reviews document cars past 150,000 and even 200,000 miles on original drive units, with battery capacity loss in the single digits.

Are the falcon wing doors worth the risk? They're the generation's signature feature and its most common complaint. Ultrasonic door sensors fail more often on 2016-2017 builds than on 2019-2020 cars. A full door repair can run $6,000-$7,000, but many owners never see a bill that large; sensor-only fixes run closer to $50-$300 in parts.

Is the Ludicrous P90D or P100D worth buying used? Ludicrous mode adds real thermal stress to the drive unit and faster tire wear, especially on 22-inch wheels. It's worth it if you value the 2.9-3.3 second 0-60 time and plan to budget for tires. A 90D or Long Range trim delivers most of the daily-driving experience for less risk.

Bottom Line

A 2019 or 2020 Model X is the sweet spot in this generation: Raven-era drive units, the longest range Tesla offered on a pre-refresh X, and the fewest forum-documented falcon door and suspension complaints. If your budget only reaches a 2016 or 2017 car, budget separately for door sensors and air suspension work, and confirm the MCU1 eMMC recall was completed before you buy. Run the VIN through a free recall check either way. CarScout checks the market daily and can email you a digest when Model X listings or price drops match what you're looking for.

Data sourced from NHTSA's recall database via CarScout's per-year market data, EPA fuel economy ratings, and real owner experiences from Tesla Motors Club, Tesla Owners Online, and Reddit's r/teslamotors community. See the full Tesla Model X market data for current pricing and inventory.