As seen on Tesla’s official Electric Vehicle Incentives page, the phase-out period for the $7,500 federal tax credit is in effect for all Model S, Model X and Model 3 vehicles delivered on or before December 31, 2018, while buyers taking delivery in 2019 will only be eligible for a subset of that original $7,500 credit. Customers taking delivery between January 1 to June 30, 2019 will be eligible for a $3,750 federal tax credit, or half of the full amount before phase-out. Those taking delivery in the second half of 2019, between July 1 to December 31, 2019 will be eligible for a $1,875 federal tax credit.

The federal credit applied to new electric vehicles, dubbed by the IRS as the Plug-In Electric Drive Vehicle Credit (IRC 30D), affects all EVs that were acquired after December 31, 2009. The credit, which took effect during the previous administration as a means to encourage drivers to adopt zero-emissions vehicles, featured a tiered credit, starting at $2,500 and going all the way up to $7,500 depending on the battery capacity of an electric car. The IRS’ official website describes how the sale of a manufacturer’s 200,000th electric car triggers the tax credit phase-out period.

“The qualified plug-in electric drive motor vehicle credit phases out for a manufacturer’s vehicles over the one-year period beginning with the second calendar quarter after the calendar quarter in which at least 200,000 qualifying vehicles manufactured by that manufacturer have been sold for use in the United States (determined on a cumulative basis for sales after December 31, 2009) (‘phase-out period’).”

Tesla actually played its cards cleverly with regards to the $7,500 tax credit phase-out. Being a car company that exclusively manufactures electric cars, it was inevitable that the company would be the first automaker to hit the 200,000 mark. By reaching this milestone shortly after the second quarter, Tesla actually gave itself, as well as its customers, an additional 18 months to obtain any sort of credit. the $7,500 credit remains in effect for the whole quarter in which the 200,000th vehicle was delivered, as well as the quarter after.

After this point, the credit gets reduced by 50% to $3,750 for two quarters. In Tesla’s case, this corresponds to Q1 and Q2 2019. From Q3 and Q4 2019, Tesla’s vehicles will still be eligible for a tax credit, though it would be reduced to $1,875 by this time. Tesla’s electric cars produced from January 2020 moving forward will not be eligible for tax credits anymore.

In a way, Tesla’s timing for hitting the 200,000 mark appears to be strategic. The company, after all, just recently managed to attain its goal of producing 5,000 Model 3 per week by the end of Q2 2018. Signs from the company, such as test drives for the Model 3, massive batches of new VINs filed one after another, and a new 5-minute Sign & Drive delivery system, all seem designed to deliver as many of the electric cars to customers as fast as possible.

If there is a group of reservation holders that would feel the effect of the credit phase-out, however, it would be those holding out for the Standard Range RWD Model 3, which starts at $35,000. In a Twitter update, Elon Musk stated that Tesla would likely start the production of the base Model 3’s smaller battery pack by the end of 2018. From there, Musk noted that volume production for the vehicle would probably begin in Q1 2019.  

In a meeting with investors and analysts this past Tuesday, Tesla’s Senior Director of Investor Relations Aaron Chew reportedly stated that the company is aiming to sustain its 5,000 per week pace for Q3 2018, increasing output to 7,000 cars per week for Q4 2018. By mid-2019, Tesla expects to produce 10,000 Model 3 per week, which corresponds to an output of 500,000 vehicles per year.

If Tesla manages to sustain its 5,000 Model 3 per week rate from August to September 2018, and achieve a steady rate of 7,000 vehicles per week from October 2018 to June 2019 (assuming no production ramps happen within these months), the company would be able to produce 292,000 Model 3. With a 10,000 per week rate from July to December 2019, Tesla would be able to deliver an additional 240,000 more. Thus, if Tesla plays its cards right and ramps the Model 3 in a manner that is careful and precise, it could deliver as many as 532,000 cars that are still eligible for federal credit (albeit the $3,750 and $1,875 credit). Considering that the backlog of 420,000 remaining Model 3 orders are from customers across the globe, there is a good chance that all present reservation holders in the United States would be able to get a credit for their vehicle.

The post Tesla delivers its 200,000th car, triggering the EV tax credit phase-out period appeared first on TESLARATI.

The Teslanomics host stated during the beginning of his real-world Tesla Model 3 battery range test that the distance from his starting point to Las Vegas was almost exactly 310 miles — the rated range for the electric car. Thus, if the vehicle’s battery lasts as long as it was estimated for, the car should run out of battery just outside Vegas.

It did not take long before it became evident that the vehicle was using up more range than expected. By the time the car was near Joshua Tree, CA, Ben’s Model 3 had an estimated 133 miles left. The vehicle had only been traveling for 139 miles by then. The Model 3 was mostly on Autopilot during the drive, traveling at highway speeds.

Ben and his companion in the Model 3 opted to stop for lunch at the Twentynine Palms Supercharger, though they did not plug the car in. As noted by the Teslanomics host, the charging station was roughly the halfway point between Las Vegas and San Diego. At that point, however, the Model 3 only had 90 miles left. The total distance traveled then was just 189 miles. Due to Phantom Drain, the Model 3’s range went down further as Ben had lunch, going down from 88 miles to 67 miles.

The Model 3 ultimately gave up after traveling 281.1 miles. As noted by the Teslanomics host, the electric car used up 75 kWh of power with an average usage of 266.8 Wh per mile.

Overall, Ben Sullins’ Model 3 did not hit Tesla’s estimated 310 miles of range for the electric car. As noted by the YouTuber, however, the modifications on his vehicle, such as Model 3 20-inch Turbine-style wheels, larger tires, and modified suspension, might have affected the endurance of the long-range electric car. This was echoed by several commenters on Ben’s video, many of whom noted that if Ben used his Model 3’s 18-inch Aero Wheels, which are designed to maximize range, the car could have lasted longer.

So far, Tesla is only producing the long-range RWD version of the Model 3. The standard-range version, which costs $35,000, is estimated to last 220 miles on a single charge. While Tesla is only manufacturing one variant of the Model 3, however, other versions of the car are set to be unveiled soon. Just recently, CEO Elon Musk stated on Twitter that the dual-motor AWD version of the electric car would probably be released July this year, after the company achieves a production rate of 5,000 Model 3 per week. Other options, such as white seats, will probably be available July as well. 

Watch Ben Sullins’ Model 3 real-world battery range test in the video below.

The post Tesla Model 3 gets pushed to its limits in real-world battery range test appeared first on TESLARATI.

I actually don’t need Tesla’s Long Range Model 3 for my short daily commute, but realizing that on a range per dollar basis the vehicle’s 310-mile range works out to be an amazing deal, I succumbed to the temptation and ordered Tesla’s “first production” Model 3 just so I can get the car sooner.

Tesla indicated a 4-week delivery window at the time I placed my Model 3 order, which admittedly I was skeptical of. Especially as 2 weeks after I configured, I still did not have a VIN assigned. I’m happy to report, however, that all the way out here on the East Coast, I did, in fact, take delivery 2 days shy of 4 weeks from configuration. The delivery team was top notch: from my inside sales adviser, to the local delivery specialist, to the two product specialists who introduced me to the car, the Tesla team is simply spectacular. This doesn’t come as a surprise to me, as everyone I’ve ever dealt with at Tesla since my very first Model S test drive nearly 4 years ago has been a pleasure to interact with.

What do I think of the Tesla Model 3?

Without further delay, let me jump right into the car. The most important thing to talk about is how the car drives and I’m pleased to say that it immediately met my very high expectations. I’ll be the first to tell you that the Model S is the best car money can buy but it is bigger and heavier than I prefer. Yes, an incredible fangirl will admit that she does not prefer a full sized sedan.

The Model 3 is lighter and smaller and by default feels agile. The Model S, as big as it is, was plenty agile when a deer ran out in front of me and my inexperienced, city-living-self swerved to avoid it. The steering wheel feels as thick and luxurious as the Model S, but is smaller and reminds me of a race car. I changed the steering setting to Sport mode before I even left the delivery bay and find it to be perfect for my preferences.

Tesla’s Model 3 also stops more easily due to its overall lighter weight than the Model S. I wouldn’t think much about that except for the fact that it is winter where I live and regenerative braking is limited much of the time due to weather conditions.

What about the interior? For one, I adore the instrument cluster in the Model S where I have an at-a-glance-view of my energy consumption and current trip stats. Being able to see a zoomed-in view of your navigation route directly in front of you is also something I’ve gotten used to that the instrument cluster-less Model 3 doesn’t have. Also, major indicators like speed and Autopilot information are front and center where it feels like it should be located.

While I knew I could most likely get used to Model 3’s single center-mounted touchscreen, I wasn’t sure how long that would take. I can say that after driving the Model 3 for a few days, viewing data on the left side of the landscape-oriented screen became second nature.

Even my mother, who drives a 2004 Chevy Trailblazer that she says, while crossing her fingers, will live forever, got used to Model 3’s display 5 minutes into her drive. She has never been behind the wheel of our Model S, or any car even close to being this technologically advanced, yet had no problem adjusting. She has, however, been behind the wheel of many older, performance-minded cars with both manual and automatic transmissions but immediately gushed over our Model 3’s zippiness.

And for the much talked about Model 3 headliner: I love it! Our Model S has the standard textile headliner in tan, which I find a little odd when matched with a black leather interior. The light gray headliner in the Model 3 looks great and knowing that the same durable textile material in our S is also in our 3, I’m confident that it’ll hold up after nearly 60,000 miles.

Model 3’s horizontal HVAC vent that has airflow that can be split in two via touchscreen is simply genius. It is stunning, clean and effective. Mark my words this will be copied by other automakers.

Tesla Model 3 can be improved

So what don’t I like about the Model 3? It turns out that there are plenty of things that can be changed, but I realize that nearly any other car you buy will be the best it can be the day you drive it off the lot. It will never get better and certainly not at your home, for free, over the air. A Tesla is the opposite.

If and when Tesla receives enough feedback from owners, they can make a change and beam it over to you. It’s a huge paradigm shift and one I’m happy to be a part of.

That being said, here is a list of my own observations of things I would like to see changed in the Tesla Model 3:

• The turn signal stalk is a bit funky. A light tap gives 3 blinks and a harder press engages it fully. It will disengage itself when you turn but the stalk itself does not change position, which means there is no physical sound of the stalk going back into place. That being said, you have to actually check to see if it turned off by listening for the blink sounds or looking at the screen if you’ve engaged the signal fully to do something that wouldn’t be forceful enough to disengage such as changing lanes or making a slight turn. My ideal solution would be to make the light tap 6 blinks so that it’s more appropriate for lane changes. Then you don’t have to worry about disengaging yourself, which is a stalk tap the opposite direction. I turned on my high beams inadvertently a couple of times in the first 3 days of driving the car. You only notice that error by looking at the screen.

• Climate controls require two touches to turn on and off. I’d prefer that if you tap the fan icon, that means on and off rather than a pop-up menu where you have to press on or off. That menu would ideally pop up with a touch and hold.

• The banner that tells you when regen is limited is too tall and poorly placed. The black banner is about 3 times as tall as the text itself and actually touches the image of the car in the main indicator area, blocking the color-coded arcs that tell you how near you are to obstructions in the rear of the car. This is a simple change that I hope comes quickly.

• The lack of energy information on the main screen is a bit of a letdown if you’re used to seeing it. I understand that regen is limited (as that banner shouts) but how limited? On the Model S, you can see a rounded graphic that looks like a gauge and the regen limited tick marks give an idea of how much or how little you have. In the Model 3, there is just a single horizontal line that signifies energy usage (to the right of center) and regen (to the left.) It’s elegant and simple but I thirst for more info.

• The small box that Tesla calls “cards” can be swiped to show several types of information. The trip meter (trip A, B, current and since the last charge) is the one I like to have visible at all times. Specifically, current drive/since the last charge. Every time I get into the car I have to swipe to see it and I’d prefer the car remember which screen I viewed last time and keep it until changed.

• The Autopilot info display can also use some improvement. (Bonus points for the steering wheel nag being substantial enough to get your attention without requiring subverted eyes.) On the main display when in AP mode, you can change the speed but not following distance. The speed is in the center with a plus or minus on either side. There is enough room, in my opinion, for there to be a vertically stacked plus and minus on either side of center where one is for speed and one is for the following distance. I like to be able to change following distance as conditions change. Going into the screen menus is not very practical in my opinion, so I’m stuck with whatever I had set before, if I even remember what that is. While we’re at it, I’d like them to give the ability to change your speed via the stalk or scroll wheel. I’m fairly certain they’ll either do that or implement voice control ability, as I think this will be a common request.

• Traffic conditions on the navigation screen did not update twice in 2 days. I found it odd that my route to work looked yellow instead of dark red but after hearing the traffic report, I decided to toggle off traffic and back on. There it was – dark red all the way. Traffic conditions need to update themselves without being turned off and back on.

• Unlock upon walk up with an enabled phone in hand/pocket/bag did not work every time. I had an unfortunate situation in a public parking lot where I had to pull out my wallet to open the door (not a problem) and place it near the cup holders to turn the car on (again, not a problem) – but then I had to do the second step all over again when I got out of the car to reach a horribly-positioned ticket machine. It was a little unnerving to worry that the car would not turn on quickly enough to escape before the exit gate came back down onto my brand new car.

• A bigger problem than the car not unlocking right away is the nagging fear that the car was not locked at all. Somehow my husband got into the passenger’s side of the car while I was waiting for the mirror to unfold, which is my visual cue to get in. The car wouldn’t start until I placed the card by the cup holders so how did he get in? Was it not locked? He did have his phone (also enabled) on him but I can’t see only one side of the car unlocking. Similarly, he went back into my car to grab something, walked back into the house and saw from the app it was unlocked. He locked it via the app and saw the lights flash and mirrors fold from inside the house. In the absence of electronic door handles that are visibly locked (flush) or unlocked (popped out) like the Model S, I need some reassurance or feedback that my car is locked. I’m used to just assuming it is but am fairly certain that last night, it wasn’t until it was manually locked with the app.

• My first morning with the car I was able to connect via app and pre-heat the cabin as expected. One day 2, no such luck. Several failed attempts over 10 minutes and it was time to walk out and (gasp!) drive a car with a slight chill inside. I’ve had this problem with the Model S as well so I think both can stand to improve.

Other observations:

After being parked outside overnight with temps in the mid-20s, I did not get back full regen during my 46 minute, low speed drive. It didn’t feel completely gone so I suspect it was only slightly limited, but as noted earlier, I just can’t tell because that information is not displayed. I’m not knocking the limited regen, as this is a known behavior of an electric car, but worth reminding those of you for whom the Model 3 will be your first. Especially true if you get your car in the warmer weather and your first cold snap shocks you.

Baby boy’s first snow, and the wild colors of the glass roof when wet and sunny. #Model3 pic.twitter.com/m7SSPO06Wt

— Jen (@ElectricJen) February 18, 2018

The car charges more quickly on the same NEMA 14-50 outlet with the same universal mobile connector as my Model S. I routinely see 29 miles of rated range being added per hour of charge on the S, but saw up to 38 miles of rated range being added per hour on the Long Range Model 3.

In closing, let me just say that the one day of the week I used to drive our Model S was always my favorite. Today I drove the Model S so my husband could take a turn with our new 3 and, well, I miss it.

The post Tesla Model 3 impressions from an existing Model S owner appeared first on TESLARATI.

I’ve now been driving my Model 3, one of the first in South Florida, for about a week, and I’d like to share some of my observations about the car, without repeating what most of you may already know after seeing reviews performed by mass media and big name Youtubers.

Above: There it is… my midnight silver Model 3 delivery at Tesla’s service center in Dania Beach, Florida (Photo: EVANNEX)

First, the big picture—Model 3 is a truly transformational vehicle. It provides high performance, long range, and a premium aesthetic at a broadly affordable price. But you already knew that. Let me talk about what you may not know—the good things and the things that might need some improvement.

Now, full disclosure—many of the early owners of Model 3 have been past owners of Model S or Model X. I’m one of those people. I’ve had over five years of driving experience with Model S and almost two with Model X. Many of my observations naturally lead to comparisons between S, X and 3. I’ll save most of that for another post.

So, let’s begin …

Charging Speed. The first time I tried to charge Model 3 in my garage, I was surprised to learn that Model 3 charging using the new Tesla Universal Mobile Charging Cable (UMC) is limited to a maximum of 32 amps. That means that charging on a 240V 40-amp, NEMA 14-50 outlet will get you about 22 – 24 miles of range per hour of charging. That’s not great, but it’ll be absolutely fine for overnight charging.

Above: Charging the Model 3 (Photo: EVANNEX)

Because I also own a Model X with an old UMC, I immediately swapped out the new UMC for the old one and achieved a full 40-amps and a charging rate of between 32 and 38 miles of range per hour (actually more efficient than either Model S or X). The difference between the old UMC and the new UMC is pretty significant!

If you’re the owner of an older Model S or X, hold on to your old UMC and use it instead of the cable that comes with Model 3. And if you’re a first time Tesla owner and you want faster charging at home, you might want to consider buying an old UMC through the used components marketplace.

Information Placement and Ergonomics. Every reviewer mentions the lack of a binnacle—the place directly in front of the driver where a conventional speedometer and other instrumentation appears. You get over this in about 5 minutes.

Above: Sitting in the Model 3, I find the UI easy to learn (Photo: EVANNEX)

The placement of the speedometer and other critical driving information and functions on the left-hand side of the landscape display works well. It can be scanned with no more eye movement that required to scan the binnacle.

However, because this critical information takes up some of the screen real estate, all other functionality is pushed right on the display. In general, it’s not a big problem, but it can be annoying and possibly even distracting if you must reach or look to the far right side of the display (say, for example, to see turn-by-turn directions from the nav system). There are a number of ways this can be remedied through a software update, and I suspect Tesla will do so in the near future.

Audio. I’m not an audiophile, but the sound system in Model 3 is really, really good—crisp with clearly defined high frequencies and solid bass. The “immersive sound” option makes all the difference—be sure you turn it on. In my opinion, the Model 3 sound system is better than the standard sound system in Model S or Model X. The user interface is serviceable, but I suspect that it will evolve over the coming months.

Interior Features. The Model 3 interior design language is minimalist and sleek. Visually, there is little design ‘noise’ to break the smooth flow of the interior geometry. It is, in my view, groundbreaking.

One reviewer from CNN lamented the fact that there were no buttons and knobs in the driver compartment, a clear indication that he completely misunderstands the design intent and has no clue about the future of automobiles. But I digress.

Although Model 3 has a collection of typical interior features including lighted visor mirrors (an inside joke for Model S owners), the primary focus is the center console. As the guy who designed the very first center console for Model S—EVANNEX’s critically acclaimed Center Console Insert (the CCI)—I’d like to commend Tesla for a well-executed center console for Model 3. It contains everything you’ll need to store your stuff, charge and view your smartphone display, and easy access your USB and 12V ports. It provides closed storage with smoothly operating covers and doors.

Tesla Model 3 installed with a 1080P dash cam solution

Three quibbles:

1. The standard gloss black surface of the center console shows every fingerprint, every spec of dust and every droplet of liquid that might inadvertently spill. Therefore, the surface becomes messy very quickly.

2. The center console surface is smooth and quite attractive, but its smoothness is also a minor liability. The center console is where the driver puts stuff—keys, ID cards, a pencil, even a smartphone when it’s not in its own compartment. As I mentioned, Model 3 is nimble, and during a quick turn, everything the driver places on the center console surface goes flying. It’s happened to me a few times already.

3. In my opinion, the physical height of center console violates the interior design language. It’s unnecessarily high. Hopefully, a future iteration will place the top of the center console at the same height as the seat cushion, allowing this important element to better blend with the interior. Sure, you’ll lose a little vertical storage space, but you’ll gain a better aesthetic.

Exterior Features. I love Model 3’s exterior—clean, simple, and efficient. For sticklers, the panel gaps on my vehicle were consistently good at approximately 4 to 5 mm throughout, indicating a solid manufacturing process. The trunk opening is much larger than many feared it would be and with the rear seats folded down, you can load a 72” L x 36” wide x 16 “H box into the car. That’s a big box! The trunk hatch requires a bit of a push to close.

Above: A look at my Model 3 with the 18″ aero caps (Photo: EVANNEX)

The doors open wide for easy entry. Their signature feature is the J-handles that rotate outward to open. I have two minor quibbles with the doors.

1. The J-handles are very cool, rotating outward with a push on the ‘fat’ part of the handle. The problem is that gripping the handle to pull the door open can be a challenge if you use the wrong hand. On the driver side, your left hand is the one you want to use, but if you’re carrying, say, a grocery bag in your left hand, opening the driver door with your right hand can require a little bit of arm twisting. When you approach the driver door, try to remember to have your left hand free. The opposite applies on the passenger side. From a design perspective, a future improvement might be to have the door handle spring open and stay that way until a pull on the thin end occurs. It would then return to the closed position.

2. You have to be conscious of making sure that your door closes properly. In many cases, a seemingly proper push of the door will leave it slightly ajar. The problem is that the window remains slightly lowered during closing, and if you don’t notice the problem and walk away, its possible for rain to enter your passenger compartment. Be careful with this and check your doors for full closure during your early weeks of ownership.

Suspension and Ride. Most big name reviewers agree that Model 3 is a driver’s car with a tight suspension, very little roll, and nimble response. Its spring suspension allows you to feel the road, and it’s likely that some owners will accuse Model 3 of a harsh ride. I would characterize the ride as typical of a true sports sedan.

Above: In order to improve the 18″ wheel aesthetics, I removed the aero caps, and installed Model S silver center caps (which also fit Model 3), chrome gorilla lug nuts, and black track/red insert wheel bands (Photo: EVANNEX)

But here’s something that you should know. The body sits relatively high above the ground. With standard 18 or 19-inch wheels, there’s a lot of space between the outer perimeter of the tire and the wheel well fender cut out. Those owners who want a closer-to-the-ground look will undoubtedly remedy this with special suspension packages in the aftermarket.

Wheels and Tires. The OEM tire and wheel packages for Model 3 are pretty pedestrian. They get the job done and look okay, but if you’re like me and believe that wheels are probably the most important element, other than body design, to a vehicle’s overall exterior aesthetic, there’s a lot of opportunities for you to improve the look of your Model 3. I moved immediately to make a wheel change.

Above: My Model 3 with new 20″ AG M580 wheels installed (Photo: EVANNEX)

It is true that there are considerations you must address before you buy aftermarket wheels—additional cost and the possibility of poor fit or tire interference. It also worth noting that they’re frowned upon by Tesla, but that won’t stop tens of thousands of Model 3 owners from making a switch. My advice:

Order your Model 3 with standard 18-inch wheels and tires, then, if you’re so inclined, upgrade to aftermarket 19s or 20s to improve the exterior aesthetic. The EVANNEX-AG staggered wheels on my Model 3 are the 20s, which fit the Model 3 perfectly with no interference, and I think, give the car a very cool premium look with a muscular feel. They’ve already gotten a lot of very positive comments. This approach is somewhat more expensive than opting for the OEM 19s provided by Tesla for a $1600 premium, but I think the result is worth it.

For those that are curious, my wheels are AG M580, 20×8.5 front and 20×10 rear. I opted for Michelin PilotSport 4S tires, 245/35/20 front and 274/30/20 rear. There are other less expensive tire options. By the way, the rolling diameter of the AG 20s and tires is within one percent of OEM 19s, so there is virtually no impact on speedometer or other driving functions.

Summary. I waited almost two years for my Model 3. Overall, it’s exceeded my expectations in almost every category. But like every car, it’s not perfect. I’m confident that Tesla will remedy almost all of the quibbles and minor issues I mention in this post quickly. And for other things, we at EVANNEX will try our best to provide those of you Model 3 owners (or reservation holders) with the ability to make this near perfect car perfect for you.

Above: Loving the new look (Photo: EVANNEX)

Bottom line—the Model 3 was definitely worth the wait!

===

Note: Article originally published on evannex.com, written by Roger Pressman — author of Getting Ready for Model 3, and, founder of Electric Vehicle University. Note: If you’re located in South Florida, feel free to view this Model 3 in-person at a special event this Sunday (just be sure to RSVP).

The post Veteran Tesla owner shares honest thoughts about his new Model 3 appeared first on TESLARATI.

The report is unique in that it ignores the often-politicized arguments for data of this nature; such as the “source-to-use” data often manipulated or argued. Instead, it looks purely from a consumer perspective, showing what kinds of cost savings could be had for the average vehicle owner in any given state.

By comparing the average fuel economy of cars sold with the average expected range of a battery-electric vehicle sold on the market, the report found that drivers in Washington State, Oregon, Idaho, Louisiana, and Utah would save the most by switching to an electric vehicle. Drivers in Hawaii, New Hampshire, Connecticut, Rhode Island, and Massachusetts would save the least. Most of these differences are due to a lower disparity between gasoline costs and residential electricity costs in the latter list of states and a higher disparity between those in the former list.

The report’s data considered the average driving distance and amount per state (NHTSA data), the average fuel economy of vehicles sold in that state (per another UofM study), the average cost per gallon for gasoline state-by-state (according to AAA), and the average cost of electricity in each state (per EIA). The report then compared these to one another.

The average cost of gasoline in the United States, as of December 23, 2017, was $2.441 per gallon. The highest price was in Hawaii at $3.297 per gallon and the lowest was in Alabama at $2.169. High fuel costs, however, did not always translate directly into more savings with a battery electric vehicle. Similarly, lower fuel costs were not necessarily a guarantee that the payoff for going electric would be minimal. Electricity costs could change that.

And they did. The average price of residential electricity in the United States, as of October 2017, was $0.1284 per kilowatt hour. Hawaii had the highest price at $0.2929 per kWh and Louisiana had the lowest at $0.0972/kWh. The higher cost of electricity was more of an indicator of lower gains by going to an electric vehicle than were gasoline prices. Most of the states in the top five for benefiting the least by going electric were also within the top ten for the highest-priced electricity. Yet the states with the lowest-priced electricity were not likely to show up on the top five list for the best gains by getting an EV.

For overall averages nationwide, the cost of driving a gasoline vehicle was $1,117 per year while the average cost of driving a battery electric vehicle was $485. On the whole, most Americans can expect to save at least something if they go to an electric vehicle for most of their driving.

Also interesting was the average fuel economy required in order to meet or better the electric vehicle’s cost savings to the owner. Even in the worst states, where ratios were lowest, the average fuel economy was relatively high. In Hawaii, where a gasoline car owner can only expect to save about $400 per year for getting an EV, the required fuel economy to average that cost ratio out to $0 is 34.1 mpg. In the average state, the fuel economy required is around 57.6 mpg. In the state of Washington, a full 90 mpg is required to break even with an electric car.

These numbers are interesting and should speak directly to consumers at a bare-bones pocketbook level. Buying an EV can mean significant annual savings. The report, Relative Costs of Driving Electric and Gasoline Vehicles in the Individual U.S. States, can be found at this link.

The post Tesla vs. gas car: Which state offers the biggest fuel savings? appeared first on TESLARATI.

Tesla’s flagship Model S P100D dubbed as the “world’s quickest production car” and can rocket from 0-60 mph in a scant 2.5 seconds. A recent acceleration test of the Model S 100D by Drag Times revealed that the car is able to deliver a very respectable 0-60 mph time in 3.6 seconds, though Tesla markets it at 4.1 seconds.

ALSO SEE: How much quicker is a Model S P100D over a Ludicrous P90D?

However, having exotic-car-defeating super strength will cost you roughly one-third more than a comparably equipped 100D. Tesla charges a $36,000 premium to upgrade a Model S 100D to a P100D. The performance difference between both Model S variants is staggering, as Drag Times demonstrates in their latest drag race battle between the Model S P100D vs. 100D.

Despite the notable difference in acceleration, one has to ask: Is it worth the money to shave off an extra 1-second off of your 0-60 mph time? 

The post Tesla Model S P100D vs. 100D: Is it worth the extra $36k to upgrade? appeared first on TESLARATI.

It is my view that energy will be so low cost in the future that it will essentially be free if innovations in many laboratories come to fruition. The one solution that is readily available today for free energy is solar. Particularly in recent years the cost has dropped so radically that the payback for solar installation is less than five years.

So my goal is to eliminate oil consumption systematically and completely. My view is that oil is unnecessary and only used because business interests make a lot of money off it while destroying the planet. Only if we stop buying will they change their ways.

My first step was to move toward electric cars. However, I wanted a better car, a faster car, and a more fun car. I found that in the Tesla Roadster. I followed up on the Roadster purchase by buying a Tesla Model S P85D, followed by a Model S P100D which I like to think is a courtesy of my early investment into Tesla stock, and my overall support in an industry that so few people believed in at the time: electric cars.

CEO, Principal Consultant and Trainer at ScrumInc.com Jeff is the inventor and co-creator of Scrum. He is a West Point graduate, former fighter pilot and cancer researcher, as well as CTO of eleven different software companies.  He launched the first Scrum team in 1993 and has shepherded its growth into almost every industry: finance, healthcare, higher education and telecom.

We’re at the same crossroads again with the emerging solar industry. People hear about it, read about it, and form a general perception that solar is a good thing, but being involved requires high capital expenditures and personal involvement by way of installing solar panels onto one’s home or business. The solar market reminds me of Tesla before it was the Tesla that we know of today. People were once intrigued by the thought that cars could be powered by batteries and believed that getting involved was arguably a risky and expensive endeavor. But that market, as we now know, was destined to boom. Solar is in the same league.

“I have a personal goal to provide as much free electricity I can to others”

Beyond installing a solar and geothermal system on my home that’s large enough to offset more than $6000/year in oil costs, plus $6000 in electricity costs, and eliminates all gasoline expenses for my cars, I have a personal goal to provide as much free electricity I can to others. This is how I feel about life. We don’t need oil and energy should be free for all. My personal demonstration is to give energy away for free while generating a zero carbon footprint.

In order to expand the opportunity for people to experience free energy we need to make it easy to finance solar projects. In addition to my own projects, I’m teaming up with Wunder Capital and investing some of the money I am saving on energy to help others make a decision for a better life and a clean planet. It provides a good return on investment which I can then reinvest in more free solar energy projects.

– Jeff Sutherland
Tesla Roadster, Model S P85D, Model S P100D

Disclaimer: Any investment comes with risk. Please consult with a financial advisor before investing. Wunder Capital is a partner of Teslarati.

The post Tesla owner explains why solar investments can help reduce world conflict appeared first on TESLARATI.

Unlike Tesla’s flagship Model S and Model X vehicles that come bundled with roughly 1,000 miles of free Supercharging each year, unless the vehicle was purchased through Tesla’s referral program which would entitle the buyer to free unlimited Supercharger use, Model 3 buyers must pay for the amount of energy being used at each Supercharger stall.

Early Model 3 owner PTFI shared on Twitter their associated cost for charging at the popular Harris Ranch Supercharger station, located halfway between Los Angeles and San Francisco. The ‘Supercharger fee’ being charged by Tesla varies by region and by charging tier.

Model 3 owners don’t get ANY free Supercharging…Period pic.twitter.com/7fzMabompA

— PTFI (@TheRealPTFI) October 17, 2017

For North America, pricing is fixed within each state and charged per minute and based on a per killowatt-hour rate. For Model 3 owner PTFI, one can see from the tweet that their charge session in California cost $8.60 based on energy usage billed at $.20/kWh. The 43 kWh of energy drawn from Tesla’s Supercharger backs into roughly 167 miles of range, still cheaper than the amount of gas needed to travel the same distance.

Tesla’s Supercharger pricing structure also takes into account a vehicle’s battery state of charge at the time it’s Supercharging, also referred to as a charging tier.

Despite Model 3 drivers needing to pay for Supercharger usage, the convenience of having access to a fast and reliable charging network: one that Tesla has committed to rapidly scaling on a global level, makes it a compelling option to have especially if the price point for charging is cheaper than the cost of refueling a comparable gasoline car.

“Supercharging is simple and convenient—just plug in and charge up. Supercharging history is automatically populated in your Tesla Account showing the credits used or, if applicable, the amount billed. Tesla is committed to ensuring that Supercharger will never be a profit center.” says Tesla.

The post Tesla Model 3 owners must pay to Supercharge, no 400 kWh of free use appeared first on TESLARATI.

The Model 3 Monthly Cost Estimator uses a four step questionnaire to provide reservation holders with a picture of their financial commitment to owning a Model 3. Teslanomics’ tool accounts for loan rates, tax and fees, insurance costs, and even charging costs to establish an overall monthly cost of owning the vehicle. While Model 3 will fall under Tesla’s pay-per-use Supercharging model, Teslanomics assumes that a 40 mile daily commute under a spirited “fast” driving style will equate to roughly $1.80 per day in charging costs, or roughly $54.00 per month.

Aside from having the ability to select from current Model 3 upgrades, including battery range, wheel size, paint color, premium upgrade, and Autopilot, Sullins even went as far as including a currency converter within the cost estimator.

This latest calculator builds on Teslanomics’ previous tool that predicted the cost of a Model 3 after tax credits, and comes ahead of Tesla’s wide rollout of the official Model 3 online configurator.

Enter your Model 3 configuration details in the calculator below and find out what the vehicle could cost you per month.

Please note that the calculator is being provided courtesy of Teslanomics. The tool will prompt users with an optional contact form at the end of Step 4 (scroll back up to view results after clicking “See Results”). An accompanying video has also been embedded below the calculator.

The post Tesla Model 3 monthly payment after tax, fees, insurance, and charging costs appeared first on TESLARATI.

Tristan Carneiro from Long Branch, New Jersey used his Tesla key fob to Summon his black Model X into his garage. As Carneiro explains, he willed the vehicle forward because it was too close to a wall. But when the garage door began to close, the vehicle kept moving forward before scraping its hood beneath a closing door.

Carneiro thinks that the vehicle’s HomeLink system may have triggered the garage door closing sequence while the vehicle was still active in Summon mode.

“It seems as if the garage was being closed by the car,” tells Teslarati. “I was using the key fob to back it into the garage. It didn’t go far enough so I tried again. Then it was too close to my back wall so I tried to summon it forward again and used my body to stop it where I wanted it to stop.”

This is when the garage door closed onto the hood of his vehicle while it was still in motion. As to what happened, Carneiro tells us “I’m assuming the summon command thought it reached the garage door so it sent the garage door command, I turn around and see it busting through the garage door. I had to jump into action really fast and try to lift the garage door before it reached the windshield. Luckily I was able to lift it in time before it hit.”

The Model X was running on firmware v8.1 2017.24.30 ca228227 at the time of the incident. According to Carneiro, this latest firmware introduced the ability to Summon the vehicle through the key fob which he used in this case. But prior to the update, Carneiro notes that Summon could only be initiated through Tesla’s mobile app.

While some may quickly jump to the conclusion that the accident is due to an owner’s negligence, it’s worth noting that Carneiro hasn’t blamed Tesla for the occurrence and was simply excited to test out a new over-the-air firmware update, as many Tesla owners can relate to.

“I know a recent update was done so I attempted it for the first time at that moment and was happy to see it working again until it crashed into my garage,”

Carneiro tells Teslarati that he reached out to Tesla shortly after the incident but has yet to hear back. We’ll be sure to update the story as we learn more about the cause for the accident.

The post Tesla Model X on Summon drives through garage door after HomeLink closes it appeared first on TESLARATI.