2012 Tesla Model S: First Drive Of All-Electric Sport Sedan
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2012 Tesla Model S, brief test drive, New York City, July 2012
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After an hour in a 2012 Tesla Model S all-electric sport sedan, one thing became clear: It's a viable car.
The Model S gives Tesla Motors a shot at turning into a real car company.
That's a provisional judgment; as many journalists have noted, 10-minute drives or an hour driving and riding in limited New York City traffic hardly provides the time or mixed conditions for a proper review.
But the Model S can make the case for electric cars in a way that the odd-looking Nissan Leaf or the politically controversial Chevy Volt never will.
It's good-looking, in a Jaguar vein. The performance of the top-end Model S Signature Series Performance model we drove was quietly spectacular.
We saw no major quality flaws or obvious manufacturing defects (unlike the 2012 Fisker Karma we tested earlier this year).
And with EPA-rated range of 265 miles and an 89-MPGe efficiency rating, the Model S should eliminate any trace of range anxiety for regular daily use (outside of long road trips).
So the 2012 Tesla Model S sedan is about as promising a new product as the industry has seen for many years.
Now Tesla Motors [NSDQ:TSLA] has to get the car into volume production, fill the portion of almost 11,000 reservations that turn into paid orders--and generate enough cash to do all that plus develop its next models.
Sleek but not radical styling
If you're going to echo a luxury-car shape, you could do considerably worse than the profile of the Jaguar XF and XJ. Those were by far the most common comparisons from journalists and passers-by at this morning's Tesla event.
The proportions of the Model S are those of its competitors--the BMW 5-Series, the Mercedes-Benz E-Class, the Audi A6, and the Jaguar XF--though with a slightly longer wheelbase and shorter rear overhang.
Overall, the Model S isn't as noticeable on the street as the Tesla Roadster or the low, swoopy, curvaceous Fisker Karma. But it's also far more practical than either of those cars.
Deceptively fast
Tesla made its mark with the Roadster sports car. It was a crude, basic, all-electric open two-seater whose sins could be forgiven because its stunning performance was so addictive.
Embarrassing some supercars costing twice its $109,000 base price, the Roadster knocked off 0-to-60-mph times of less than 4 seconds, courtesy of a 53-kilowatt-hour lithium-ion battery pack and a 175-kilowatt (248-hp) electric motor powering the rear wheels.
The 2012 Tesla Model S has a larger battery pack that forms the floorpan of its all-new design, but its 270-kW (362-hp) motor still powers the rear wheels. The Performance model has a more powerful 301-kW (416-hp) motor.
With a weight of about 4,700 pounds (a ton heavier than a Roadster), the Model S feels quite different behind the wheel than the attack-jet Roadster.
The Performance model we drove, with higher-spec power electronics and other modifications, is quoted at a 4.4-second 0-to-60-mph time (the standard Model S is quoted at 5.6 seconds).
We couldn't test acceleration times, but the Performance edition certainly offered the ability to surge swiftly away from any other vehicle on Manhattan's West Side Highway (sadly, we encountered no supercars).
Acceleration vs range
The deceptive part is that the Model S is so calm and quiet inside that there's virtually no mechanical noise on acceleration. Tire noise is obvious with the stereo off, and then wind noise kicks in above 40 mph or so.
Only once, on full acceleration from 0 to a high number, did we hear a high-pitched humming whine, presumably from the power electronics.
Just as in the Roadster, however, keeping your foot in the Tesla Model S will do a lot of damage to your range.
The car showed a maximum potential range of 290 miles on a fully charged battery, but based on the last 30 miles of driving, showed us a predicted range of 165 miles--meaning owners will rapidly learn to trade off the sheer fun of acceleration for longer range.
Air suspension
The air suspension provides ride quality that's firm over small road imperfections, with a little more feedback transmitted than might be expected. We didn't test the various suspension settings, including one that our Tesla minder candidly described as "mushy."
Over the bad stuff, including the uneven, potholed, cobblestone streets of Manhattan's West Village, the Model S rode superbly.
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The planned initial production rate of 1 car per day leaves Tesla with a ton of wiggle room. A month of lost production at that rate is minuscule, and their overall 2012 production plan is extremely conservative compared to their capacity.
Deliveries are not taking place at this point, but it seems very unlikely that there is a production issue, or problems with quality. The existing cars are salable as is, and they were all built using the existing arrangements.
My guess (pure speculation) is that the issue is that Tesla is making changes to the interior to address customer feedback. We know they are adding opportunity consoles (for additional storage in the center console) as a direct result of customer feedback. If they are making minor changes like that, it would explain the pause in deliveries.
Not much sign of the competition doing its job yet, is there? That's a great line. I'm stealing it.
"There's a small amount of idle creep built in, mimicking an automatic transmission car." No, that's the Roadster. The M-S rolls like a standard.
"full web broswing" -- browsing.
Until your report, every reviewer was adamant that the vehicle stood still, and there were many suggestions to program a creep.
The other change folks are speculating about is a hill hold feature. So far in test drives Model S will roll backwards on a hill like a standard transmission. If you happened to stop on a hill, we would love to hear if they have changed that as well.
As I stated in another post on this thread, little changes like these (along with minor changes to the interior) seem to be why Tesla has paused deliveries.
I'll keep an eye out, though. I'm fond of the hill-hold feature since back in the 1980s when it was a Subaru feature (deleted for awhile, now seemingly coming back on several brands).
You have to come to a complete stop with the brakes holding. Then it will hold you for 2 seconds: after that it does creep back unless you re-press the brake.
In regard to a hill-hold feature, Tesla spokesperson Christina Ra responded, "There is not yet a hill hold feature, though we plan to introduce [one] via software update in the future. Given our unique ability to do these sorts of updates, all customers will gain that capability at that time."
There you have it.
Best guess for Tesla's hill hold is that it will hold the car and keep it rolling backwards once you come to a complete stop, without any special actions by the user. You'll be able to turn the feature on or off in the center console, but it will just be a setting that gets saved.
Changes like that are a big advantage of an electric drivetrain because it doesn't require any special engineering. Just change the software and send out an update.
[UPDATE: After speaking with Tesla the next day, we learned that we were wrong: There is no idle-creep built into Model S cars right now. We're baffled as to what we experienced; the only thing we can imagine is that we were on an almost imperceptible downward slope when stopped, and the car has such low rolling resistance that it began to roll. In any case, we apologize for the error.]
Still scratching my head a bit over that one, but you were right: The Model S currently has no idle creep. Sorry 'bout that.
What is clear is that Tesla paying very close attention to customer feedback from the Get Amped Tour and the main Tesla user forums at the company website and www.teslamotorsclub.com
One of the verified in the works changes that have come as a result of feedback is the "Opportunity Console" to replace or modify the center console to introduce additional storage, better cupholders, etc. Also the hill hold feature has been widely expected for a couple of weeks since the issue was first raised. Other things as well, but the console is primary.
The Opportunity Console (and other minor interior tweaks), and hill hold feature are verified changes due in the very near term and might be the reason all by themselves (or more accurately the changes to the interior which are physical features and affect production).
There is also info that Tesla is working hard to increase the RPM limit on the motor by ~2000, which would allow higher top speeds. That might not be a near term change, but other similar improvements to the top end have been implemented very, very recently. (re Dan Neil +others)
From the Renault ZE Pdf Manual, Tesla, this is how you do it:
Hill start assistance
This function assists the driver when starting on hills. It prevents the vehicle from rolling backwards, depending on the slope, by automatically applying the brakes when the driver lifts his/her foot off the brake pedal to depress the ac- celerator pedal.
System operation
It only operates when the gear lever is in a position other than neutral (other than N or P) and the vehicle is completely stationary (brake pedal depressed).
The system holds the vehicle for approximately 2 seconds. The brakes are then gradually released (the vehicle will move according to the slope).
The hill start assistance system cannot completely prevent the vehicle from rolling backwards in all sit-
uations (extremely steep gradients, etc.).
In all cases, the driver may depress the brake pedal to prevent the vehi- cle from rolling backwards.
The hill start assistance function should not be used for prolonged stops: use the brake pedal.
This function is not designed to im- mobilise the vehicle permanently.
If necessary, use the brake pedal to stop the vehicle.
The driver must remain particularly vigilant when driving on slippery or low-grip surfaces and/or on hills.
Risk of serious injury.
If you factor in total cost of ownership the Model S is a bargain. With typical use you can easily save $10k over 5 years thanks to electricity being so much cheaper than gas.
With the midrange battery you get a 5 year TOC close to an entry level 5 series with better performance and a semi-decent ~240 mile range. The big battery compares very well in TOC to the high end 550i's of the world while beating them in overall performance.
And the ~$85k Model S Performance, is actually cheaper out of the box than the ~$90k M5 that it competes with.
That company filed bankruptcy twice. I hope Tesla does NOT.
If they follow the Model S template, +$10k gets you a medium battery (MS60 @ ~220 to ~240) and +$20k (~$50k total) gets you a big battery (MS85 @ ~260 to ~300).
Bigger batteries also give better performance as well, so its like incrementing up through the 3 series product line, with stronger "engines" at each step.
I'd also guess that ~$60k will get you a Performance version which will go head to head with the ~$60k M3, just like the ~$90k Model S Performance goes head to head with the ~$90k M5.
The basic 40kWh pack is slower by an additional 6/10ths sec and 10 mph over the 60 kWh option
http://www.teslamotors.com/models/options
Instead of saying "Model S with 60kWh battery" its easier and more intuitive to just write MS40, MS60, MS85 and MSP (for Performance).
Each version up to the MSP gets you more range and more speed. The MSP doesn't add range, but it gives more acceleration and all kinds of sport features.
windows up,level terrain,no AC/heat) and adjusted for interior air conditioning using Musk's claim of 5 to 10 percent. Since higher speeds reduce the impact, I choose the 55 MPH range and used 10% and then adjusted downward as MPH increased. This provided ranges under ideal conditions (AC/heat on) of 270,239,218 & 208 miles for 55,60,70&75MPH. Then, using EPA's range, obtained 242,210,189 and 180 miles of range. We need actual test data. Down here the interstate speed limits are 70
and 75.
It's not clear how you're going about derating the EPA range. The EPA 5-cycle test already includes various driving conditions, including a high speed cycle at 80 mph, an AC cycle, a cold weather cycle in addition to the previous city and highway cycles. Yes, you can use Tesla's speed vs. range graph to calculate estimated ranges at various constant speeds. However, the EPA test already incorporates a mix of speeds and conditions, including a high speed run at 80 mph, when arriving at their composite 5-cycle range estimate.
But the 10-15% adjustment for climate control cited by Musk is based on extreme heat or cold, and going faster actually reduces the amount of energy spent maintaining climate control because you get to your destination quicker and can turn off your AC/heater.
Here is the link to the info you based your calculations on so people can see for themselves.
http://www.teslamotors.com/blog/model-s-efficiency-and-range
Larger battery packs will have a lot less degradation, because you don't have to recharge them as much. For example, on the small battery a 100 mile trip represents ~65% of a charge cycle, while its just ~33% of the 85kWh battery. Both batteries get "X" number of charges, so bigger is better.
Thats a big reason why the battery warranty changes between the 3 batteries. All of them get 8 years but the 40kWh gets 100,000 miles, the 60kWh gets 120,000 and the 85kWh gets unlimited miles.
The Tesla is an exciting entry and as a Volt owner I'd love to try one out. But even the baseless and vicious political shots from the right have not changed its strong appeal to reasonable people, and its momentum of increasing sales is something that right now Tesla can dream of, but has yet to achieve.
That is 4 miles per KWh, 3.8 miles per KWh and 3.5 miles per KWh. Leaf can easily do 4.5 miles to 5 miles per KWh. Volt can easily do 4 to 4.5 miles per KWh (@ 55mph).
That is probably due to the "weight" of the vehicle. But generally, at 55mph, wind resistance (Coef of drag) and tire resistance dominates the efficiency. I would expect Tesla to be better than Leaf and Volt in terms of efficiency.
Is there an eco mode in Tesla S?
The Model S is a nicer car in every way. It is safer, offers more cargo room, is faster, looks better, seats up to seven, and has luxury features such as a massive panoramic sunroof, power-adjustable seats, a 17in touchscreen, leather, wood veneer, lots of space for stuff, 3 zone climate control, etc.
this tells me one thing - there is a lot more profit in luxury ice cars than in regular ice cars.
in order for that snowball to fall though, we need to get sales in the "average joe" market.
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