Buying a used luxury EV is a bit like playing high-stakes poker with a software engineer. You think you’re looking at a car, but you’re actually buying a specific snapshot of a company’s mid-life crisis. The 2019 Tesla Model S Long Range is the perfect example of this. If you’re scouring the used market in 2026, you’ve probably noticed that 2019 was a weird, messy, and ultimately brilliant year for the Model S.
It was the year Tesla finally stopped acting like a startup and started acting like a powerhouse.
But here is the kicker: not all 2019s are created equal. In fact, if you buy the wrong "2019" build, you’re essentially getting 2017 technology. If you get the right one, you’re getting the legendary "Raven" update. This single distinction is the difference between a car that feels like a vintage iPad and one that still hangs with modern Porsches.
The Raven Update: Why This Specific Drivetrain Matters
Back in April 2019, Tesla did something they’re famous for—they changed everything without changing the look of the car. They swapped out the front motor for the permanent magnet motor from the Model 3. They also threw in a fully adaptive air suspension system. Internally, this was called the Raven project.
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Honestly, the difference is night and day.
The 2019 Tesla Model S Long Range with the Raven hardware didn’t just get more efficient; it got smarter. The new suspension reads the road and adjusts damping in milliseconds. Older Model S versions often felt "crashy" over potholes or floaty on the highway. Raven fixed that. It turned a heavy battery-on-wheels into a legitimate grand tourer.
Then there’s the range. While the battery pack stayed at 100 kWh, the efficiency gains from that new front motor bumped the EPA estimate to 370 miles. That was a massive jump from the 335 miles seen on the 100D it replaced. In the real world, especially now that these batteries have a few years of degradation, that 35-mile buffer is the difference between making it to the next Supercharger and calling a flatbed.
Performance That Still Scares Passengers
Let’s talk about the 0-60 mph sprint. The Long Range variant hits it in about 3.7 seconds.
Fast? Yes.
It’s the kind of speed that makes your stomach do a little flip if you aren’t expecting it. Sure, the "Performance" trim with Ludicrous Mode exists, but unless you enjoy replacing $400 tires every six months, the Long Range is the sweet spot. It has more than enough torque to merge into any gap in traffic, yet the power delivery is smoother than the earlier 2019 100D models.
Range Reality Check
- EPA Rated: 370 miles (for Raven builds).
- Real World (70 mph): Usually around 310-320 miles when new.
- 2026 Reality: Expect about 280-295 miles of usable highway range due to natural battery wear.
It’s worth noting that the 2019 models still use the V2 and early V3 Supercharging architecture. You’ll see peak speeds of around 200-250 kW if the battery is preconditioned and the stars align. It’s not as fast as the 2026 models, but it’s vastly better than any non-Tesla EV from that same era.
The Interior Problem: Vegan Leather and Minimalist Regrets
If you’re coming from a Mercedes S-Class or a BMW 5 Series, the 2019 interior might make you cry.
It’s... sparse.
Tesla calls it minimalist; critics call it cheap. The "vegan leather" (high-end vinyl) is actually remarkably durable, but the fit and finish can be hit or miss. You’ll want to check for "yellowing" around the edges of the 17-inch vertical touchscreen. This was a common defect in 2019 where the adhesive would leak. Tesla eventually fixed this with a different screen design, but early 2019s are notorious for it.
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Also, there is no Apple CarPlay. No Android Auto. You are locked into Tesla’s ecosystem. While the 2026 software updates have kept the UI looking fresh, you’re still relying on Tesla’s proprietary navigation and Spotify integration.
Reliability and What to Check Before You Buy
The 2019 Tesla Model S Long Range is generally reliable, but it has specific "old car" Tesla problems. The door handles are the big one. They are motorized and "present" themselves when you walk up. When they fail—and they do—you’re locked out of your car.
Check the half-shafts. If you floor the car and feel a shudder or vibration coming from the front, the half-shafts are likely worn out. This was a chronic issue with the high-torque Raven motors, especially if the previous owner liked to drive with the suspension in "Low" or "Very Low" mode.
Specific Hardware to Verify:
- MCU2: By 2019, most cars had the faster Intel Atom processor (MCU2). It’s much snappier than the old Nvidia Tegra chips. If the screen feels laggy, it might be an older build.
- Autopilot Hardware: You’re looking for HW3.0. This allows for Full Self-Driving (FSD) visualizations. If the car has HW2.5, it can usually be upgraded, but you’ll want to know before you sign the paperwork.
- Adaptive Suspension: Make sure the "Suspension" menu has the "Auto" and "Advanced" settings. If it only has "Standard" and "Sport," it’s not a Raven.
Is it Still Worth it?
In 2026, the 2019 Long Range sits in a weird value pocket. It’s significantly cheaper than a new Model S, yet it offers 90% of the daily driving experience. You get the classic hatchback utility—which is massive, by the way—and the prestige of the flagship sedan.
But you have to be careful. The market is flooded with "Standard Range" models from early 2019 that only have 285 miles of range. They look identical. They drive similarly. But they are worth thousands less. Always verify the battery capacity in the "Software" tab on the center screen.
If you find a Raven-build Long Range with less than 80,000 miles, it’s arguably one of the best value-per-mile EVs on the road. Just don’t expect the luxury of a German sedan. This is a computer on wheels, and it behaves like one—for better and for worse.
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Actionable Next Steps
If you're hunting for one, start by checking the manufacture date on the driver-side door jamb; anything after May 2019 is almost certainly a Raven. Run a battery health test via the service menu—it takes 24 hours but tells you exactly how much "fuel tank" is left. Finally, listen for a clicking sound when turning the wheel at low speeds, which signals the upper control arms are ready to be replaced, a common $600 fix.