The Husqvarna EE5 Gets Electric Bikes Dirty

The little Husky is a quiet alternative to traditional 50cc dirt bikes.

Husqvarna introduced an unexpected addition to its off-road fleet at EICMA. The EE5 is a small electric dirt bike that kids will be able to zoom around on without upsetting the neighbors with the buzz of a gasoline engine.

Husky designed the EE5 to be roughly equivalent to a 50cc dirt bike in its performance. Its electric drivetrain makes about seven horsepower, but that comes with the instant-on electric torque that no small gas engine can provide. It uses a 907 watt-hour lithium-ion battery which is compatible with a quick charger. It may resemble a toy for kids, but this is a serious minibike. It has a WP suspension, the same supplier as Husky’s full-size bikes like the 701. The design and bodywork make the EE5 unmistakeable as a Husqvarna. It features an adjustable seat so it can grow with its rider. It also has six different ride modes to grow with its rider’s abilities.

The EE5 may not exactly be tearing up the motocross circuit anytime soon, but it looks to be a great choice for young riders to tear up their backyards. They can learn fundamental riding skills without the mess, complexity, and noise of a gasoline engine. And by introducing a bike like this Husqvarna may be building brand loyalty in its youngest riders, who may want to stick with the brand when they’re ready to move up to a bigger bike. It’s no slouch on performance, either, another fact that is sure to stick in the young rider’s mind.

It’ll be a little while before you can pick up an EE5, though. Husqvarna says it will be available at dealers next summer. Still, it may be worth a long-term IOU as a big holiday present for your favorite aspiring rider.

Source: Electric Vehicle News

Jaguar I-Pace Deliveries Exceed 200 In Netherlands In October

Almost at the level of the Tesla Model S.

Jaguar is finally increasing the deliveries of the Jaguar I-PACE the to Netherlands where the importer waits for 3,500 units in 2018.

In October, some 209 were registered, which is the highest batch so far (the total number now stands at 268). The volume of deliveries also increased in Norway where 441 were registered.

Interesting is that I-PACE now accounts for 85% of Jaguar sales in the Netherlands, and with two months to go for the year, it could enable the British brand to achieve its biggest gain in the Netherlands in years.

For comparison, Tesla delivered 348 EVs (257 Model S and 91 Model X), while Nissan LEAF registrations hit 360!

Source: RAI Vereniging

Source: Electric Vehicle News

From A Formula 1 Exit To A Formula E Seat

Stoffel Vandoorne’s Formula 1 career has been a huge disappointment. Will Formula E show what he’s really capable of? And if it does, is there a path back to F1?

As he left Valencia’s Circuit Ricardo Tormo to travel to the United States Grand Prix at Austin, Stoffel Vandoorne could have been forgiven for wondering if his luck was ever going to turn.

Having claimed just eight points from the 2018 Formula 1 season at that stage and on a run of 13 races without a score (a streak he was destined to prolong in America, coming home 11th) he’d just finished a stop-start two days of testing for the HWA Formula E squad. His time at Valencia – cut short by a day so he could carry on fulfilling his remaining commitments to McLaren – also featured an early ‘race’ retirement as he dropped out of the simulation event after just eight corners. Vandoorne then had the added ignominy of having his car declared ‘red’ – its electric systems still live, an FE first – and quarantined in the pitlane until it was made safe.

His two seasons (plus the one-off in place of the injured Fernando Alonso at the 2016 Bahrain GP) with McLaren have not reached the heights anyone expected after he dominated GP2 in ’15 and arrived in F1 as one of its hottest new properties.

Much like Alonso, Vandoorne found himself in the right place at the wrong time. A team willing to invest in talented young drivers, but one that was going through possibly the most turbulent time in its history, constantly frustrated with performance and reliability issues stemming from its Honda engines.

But a poor showing against Alonso during their time as teammates has not helped Vandoorne’s cause, and he was shown the exit at McLaren back in September – when the team announced Lando Norris would partner the incoming Carlos Sainz for 2019.

A short and painful F1 career, but, since Vandoorne is just 26 years old, a motorsport livelihood that is far from over. Indeed, after a fine drive to eighth at the most recent grand prix at Mexico City, Vandoorne will hope his luck is finally turning and he can exit F1 positively before starting the next chapter of his career.

Stoffel Vandoorne, HWA Racelab

Stoffel Vandoorne, HWA Racelab

Photo by: Alastair Staley / LAT Images

That new narrative thread will begin with HWA in FE, where Vandoorne has the chance to revitalise his fortunes. He only needs to look at the career turnaround engineered by reigning FE champion Jean-Eric Vergne, who furiously flamed out of F1 but has worked to rebuild his reputation through success in the electric championship. Vergne’s stock bounced back so much that he had talks with an F1 team – understood to be Toro Rosso – over the summer about returning to the championship.

Vandoorne’s place in FE is already dripping with F1 links – mainly because he was contacted about the HWA seat by Mercedes motorsport boss Toto Wolff just before he found out he would be losing his place at McLaren.

“I’ve always been following a bit of Formula E because it’s an up and coming series and I’ve got a lot of friends that work in this paddock and a lot of drivers that I’ve raced against in the past,” says Vandoorne.

“So I’ve always followed what’s been going on here, [and] when the opportunity came and when I had some calls with Toto, I didn’t really have to think much about joining this challenge.”

So, after impressing HWA with his simulator performance – and sampling the car run by HWA’s powertrain supplier Venturi in the weeks ahead of Valencia testing – Vandoorne was announced as a race driver for the Mercedes affiliate in its debut FE campaign. He will line up alongside Gary Paffett – with whom his time as a development driver at McLaren briefly aligned in 2014, but not for long enough to get them seriously acquainted.

“We get on really well [now],” says Paffett. “He’s got a great attitude, really works hard, is really willing to get going and work very hard for the team and to get himself up to speed – the same as I am. So I think it’s going to work really well.”

HWA is both a brilliant and tough place for Vandoorne – and Paffett for that matter as a fellow rookie – to make his FE debut. The team is new to the category and is openly admitting it will use the 2018/19 championship to get itself up to speed before Mercedes takes over the slot for the Silver Arrows works entry that is looming large for 2019/20, where HWA will run its race operations.

It is also a customer outfit for this season, which meant it did not have access to the 15 days of private testing afforded to manufacturers. A lack of pre-season running can hurt early form, plus HWA’s on-track time at Valencia was reduced by reliability niggles – in addition to his test race retirement, Vandoorne also lost the whole afternoon on the first day to a battery issue.

But HWA simply has stacks of motorsport pedigree. It won eight DTM titles for Mercedes during its 2000-18 run, including Paffett’s recently sealed ’18 triumph. The Venturi powertrain has also been tipped as an improved package for the coming campaign – although firm conclusions could not be drawn from its performance at Valencia owing to a lack of definitive long running. But more than anything, the Mercedes link could be key for Vandoorne as he makes a fresh start in motorsport – not something that is often afforded to drivers that do not hit the expected heights in F1.

Stoffel Vandoorne, HWA Racelab, VFE-05

Stoffel Vandoorne, HWA Racelab, VFE-05

Photo by: Malcolm Griffiths / LAT Images

Rumours about Mercedes’ commitment to succeeding in the category as it goes up against German rivals Audi, BMW and Porsche suggest it is taking its arrival very seriously, since a tie-up with the Mercedes F1 squad has already been confirmed. Vandoorne therefore has the chance to stake a claim for one of the most prized seats on the 2019/20 grid.

As an added bonus, he also retains close links with Mercedes’ F1 effort. Although it still needs to find Esteban Ocon a spot on the 2019 grid, the manufacturer has usually been able to find its drivers an opening at the highest level. Although of course, Vandoorne is not a Mercedes-contracted driver at this stage and is adamant that FE will now be his primary focus.

“Yeah, I am,” Vandoorne replies when asked if he is in FE for the long term. “When I signed up with HWA, I knew that this team has a lot of talents, they’ve obviously proved that in the different series they’ve been competing in in the past. They won the DTM championship, and also knowing what is going to happen in the future with this team, there is huge potential here. So yeah that’s definitely something I’m looking forward to.

“[A Mercedes FE seat is] definitely the target, like I said with this team for the future there is huge potential, so you know it’s good to join them now to be there at the start. Hopefully I can give them the experience they need to develop and I would like to be part of that.

“My main focus will be Formula E, that’s for sure, this is where I will be racing the next season and where I want to put all my focus as well. But at the same time [for the future] who knows? It’s a bit too early, I think maybe in some way I can still be involved with Formula 1 but how that will be at this time I can’t really tell you.”

And what of Vandoorne fulfilling the full FE driver cliche – albeit one that is firmly rooted in the professional status of its racers – of combining his time in the championship with racing in other categories?

A slot in the World Endurance Championship may be hard to come by given the series’ current superseason transition period, but Vandoorne hasn’t ruled out adding a secondary programme to his HWA commitments.

“There’s a lot of drivers that combine different programmes [with FE],” he says. “Like I said the main priority will be Formula E and so far there’s not been really anything coming up for a second programme. But who knows? Now everyone kind of knows what I’m doing [for 2019] and we’ll see whatever other opportunities come up.”

Stoffel Vandoorne, McLaren MCL33

Stoffel Vandoorne, McLaren MCL33

Photo by: Steven Tee / LAT Images

HWA knows the talent it has in Vandoorne. This is still the driver who won seven races on his way to the 2015 GP2 title, with a massive margin of victory of 160 points, and who took 11 wins overall in GP2, the most of any driver ever, and who scored a sensational 10th place when he subbed for Alonso in Bahrain, in what was his first F1 start and only ’16 appearance.

“OK, Stoffel didn’t have the best time in Formula 1, but to be honest if you look what he did in the competition he did before, he was so impressive,” says HWA team principal Ulrich Fritz.

“I mean he just dominated all the categories he went through and that gives us this year a really talented driver. He is also clever, he brings a few new ideas from Formula 1, be it [experience with] brake-by-wire for example, which they already used for a long time, but we only introduced it this year [in FE].”

In terms of targets for his debut campaign, Vandoorne mentions the need to “manage expectations a bit because we are all new”. It would be wrong to expect him to succeed immediately against drivers who have raced in the category since its initial season, but the very nature of FE offers him a chance to shine where he couldn’t in F1.

In theory, all FE cars run at the same level in qualifying – at a maximum power level of 225kW – so this could be a chance for Vandoorne to recapture the form that took him to eight GP2 career poles – equal-most with Pierre Gasly and Charles Leclerc. Just look at Vergne, who took pole on his FE debut back in 2014 and is closing in [he’s now got eight] on Sebastien Buemi’s category record of 11 top spots on the grid.

“I don’t see [moving to FE] as a step back at all,” Vandoorne says resolutely. “It is something different. When you look at the series and the first couple of seasons they had – it’s been growing massively, a lot of the constructors have joined this championship, some are joining in the future as well, so it shows that there is big interest and that there is huge potential here for the future.”

This is the key point for Vandoorne’s current career trajectory. Yes, he has fallen from the top bill of F1, but in FE he has arrived on a stage when he can show his talent to an engaged and growing audience, as well as the manufacturer might that is currently pouring into the championship.

As has been proved by Vergne, FE can be the best place to rejuvenate a motorsport career.

Source: Electric Vehicle News

Lime To Offer Electric Fiat 500e, Renault Twizy In Seattle

Lime will transition from electric bikes and scooters to small EVs.

Tests will begin soon in Seattle on Lime’s new venture to offer urban EVs instead of the electric bikes and scooters it has offered in the past. This means we may have another entrant in the growing ride-sharing business, and one that will specifically feature electric vehicles. We’ve seen plans from Uber and Lyft to promote EVs, but these companies haven’t provided any indication that they’ll go all-electric in the near future. In areas like California, Oregon, and Washington, this new effort by Lime with the Fiat 500e and Renault Twizy could be hugely popular.

Lime is a scooter rental startup company backed by Uber and Alphabet. The company has touted its intention to take cars off the road by providing electric scooter and bike rentals. Now, it has already filed paperwork to up the ante. A recent story from The Information (subscription only) — as reported by Electrek — reveals that Lime will begin this new ride-sharing concept in the near future.

The company’s system won’t really change, aside from the fact that you can now grab up a four-wheel electric city car, instead of an electric scooter. Basically, the vehicles are located in strategic areas throughout select metropolitan areas and users can simply proceed with the necessary steps for rental, jump in, and use the cars how they see fit.

Seattle citizens are already aware of how the system works, since the electric bicycle service has been in place for a time, so it’s a positive market for this pilot program. One major advantage of the new plan is that since these are actual roadworthy cars, renters won’t be stuck tracking down official Lime “spots” to park in during use. These chosen EVs can park anywhere any other car can park.

Thus far, Lime has 500 EVs on hand, all of which are initially either Fiat 500e vehicles or Renault Twizys. The report says that there is no official word on Seattle’s direct approval of the new plan, but we imagine we’ll have more information in the near future.

Source: The Information via Electrek

Source: Electric Vehicle News

Check out this $2,500 solar-charging belt-driven electric pedal car

Electric bicycles are great, combining a lightweight vehicle with near-effortless propulsion. But sometimes you just want to sit back and relax a bit more. That’s when an electric pedal car might be right for you.

Now there’s an interesting new option coming to the admittedly small US electric pedal car industry: the Screecher.


The post Check out this $2,500 solar-charging belt-driven electric pedal car appeared first on Electrek.

Source: Charge Forward

Tesla Model 3 At “Race The Runway” Special Event

Can the Tesla Model 3 top all others and take home a trophy and some cash at this airport runway racing event?

We’re already aware that the Tesla Model 3 is quick. However, while the non-performance version is more eager than many cars, its ~5-second zero-to-60-mph time is not anything overly spectacular. Nonetheless, when it comes to short sprints, Tesla vehicles (and some other EVs) often have an edge over ICE cars. This Model 3 owner aims to prove that in this airport runway racing event.

The best part about the above fact is that such short sprints are typically the only acceleration spec an average driver will utilize in normal daily driving. Sure, ridiculous top speed and high top-end power is useful for racing, but unless you’re endangering yourself and others, along with breaking the law, these specs aren’t presenting themselves during your daily commute.

Check out the short video above to see how the Tesla Model 3 fares against the competition.

Video Description via Jackson Hart on YouTube:

Tesla Model 3 Racing On An Airport Runway

This is my first time editing in Adobe Premiere Pro

The event was called Race The Runway where (with the permission from the airport) a bunch of cars got together and raced against each other for a trophy and $100. The winner was determined by the car’s top speed at 1/8 of a mile. Tesla takes home the victory with a speed of 86 mph at the 1/8 mile marker

Source: Electric Vehicle News

Two big new all-electric ferries are coming to Canada

Electric propulsion is coming for virtually every mode of transportation, including maritime transportation. Ferries are a good place to start since they cover the same routes again and again. It makes it easy to plan for the range and charging solution of all-electric ferries.

Now Canada has got on board with the concept and ordered its first two new giant all-electric ferries. more…

The post Two big new all-electric ferries are coming to Canada appeared first on Electrek.

Source: Charge Forward

EV Comparison: Tesla Model S Versus Tesla Model 3

Which flavor of Tesla do you prefer: sporty commuter or highway bomber?

It usually doesn’t make sense to compare a full-size luxury sedan with a compact car that sells for about half its price. But the Tesla Model S and Tesla Model 3 are unlike any other stablemates in the automotive universe. The big and brawny Tesla Model S arrived on the scene like a thunderbolt in 2012, obliterating any notion that a battery-electric vehicle had to be small and compromised. The Model S opened the eyes of the most ardent high-octane auto enthusiast to the ways of electrification. And yet, its six-figure price tag was beyond the reach of most consumers.

Enter the Tesla Model 3 in 2017. Tesla’s compact is much more than a baby version of the Model S. It was designed as the ultimate manifestation of the Muskian vision of a beautiful, capable, long-range electric vehicle that’s accessible to all. Whether or not the Model 3 has achieved that lofty goal – or if it soon will – the Tesla commuter is a gorgeous, attainable EV that out-competes similar models from BMW and Mercedes-Benz in nearly every criteria.

If you’re not yet convinced that this comparison makes sense, consider that a brand spanking new Tesla Model 3 granting 260 miles of range on a charge sells for nearly the same price as a certified pre-owned Model S with the same range but a lot more room. Hence we will stack up the Model 3 not only against the 2018 Model S but used versions from the past few years.

How Far Can You Go on Electricity?

The Tesla Model 3’s range is between 220 and 310 miles.

MODEL 3: All Tesla cars come with a choice of battery size. To understand the Model 3’s range, you need to specify the size of the battery pack on the model being considered. For example, Model 3s sold to date use a ~75 kilowatt-hour battery pack to deliver an estimated range of 310 miles on a single charge. In late 2018, Tesla will offer a mid-range, 260-mile variant of the Model 3 – followed by the 220-mile, 50-kWh version in early 2019.

So the Model 3’s distance on a single charge varies between 220 and 310 miles. Let’s use the mid-range 260-mile, $46,000 mid-range model as a benchmark because it’s available to order now and represents a good comparison to many used Model Ss on the market.

MODEL S: If maximum range is your goal, there’s no way to beat the 335 miles provided by a 2018 Model S 100D. But economically, the $99,800 cash purchase price for a new 100D means you’re paying significantly more for each mile of capacity. The better comparison with a mid-range Model 3 is the Model S 75D with its 75-kWh that provides 259 miles of range. The 2018 75D at $80,300 delivers the same amount of range as the mid-range Model 3 that sells for $46,000.

The longest range Model S goes 335 miles on a single charge.

We should emphasize that the number in the Model S name corresponds to the size of the battery pack. Multiply that number of kilowatt-hours of energy storage by 3.5 miles for a quick calculation of real-world range – a Model S with “75” in the name will likely deliver about 260 miles of range.

If we were trying to match the price of a certified pre-owned Model S to a brand new mid-range Model 3, we’d need to go back to a 2016 rear-wheel-drive 70-kWh or 2015 all-wheel-drive Model S 70D.

The range battle between Tesla’s compact and full-size models is close. But the Model S offers bigger packs with more range.

Which Car Is More Fun on the Road?

The Model 3 has less horsepower but it’s a small, zippy car.

MODEL 3: The mid-range Model 3 using a single motor on the rear axle delivers 258 horsepower and 317 pound-feet of torque. A sprint from a standstill to 60 miles per hour happens in 5.6 seconds. Meanwhile, the longer-range dual-motor versions up the ante to 450 horsepower and 471 pound-feet of torque. The Performance version takes things even further with 0-to-60 mph performance in a supercar-like 3.3 seconds. No matter which version, the Model 3’s acceleration, steering, and handling are on par or exceed most German luxury compacts.

For this comparison with the Model S, consider that the Model 3 is one foot smaller and 800 pounds lighter than its bigger sibling. “I would take a new Model S over a new Model 3 as a main family vehicle,” wrote a three-time Tesla owner on Reddit. “But the smaller size [of the Model 3] makes it feel very zippy around town.” On the same thread, another comment explains, “Do you want a tight street-fighter sports car feel or a large comfortable freeway bomber?”

And a user named vbpatel describes the difference after driving the two cars: “I can honestly say I prefer the 3. The S is very luxurious, but feels a bit dated,” vbpatel writes. “I would take the Model 3D over the used MS 70D.”

Repeat after me: 518 horsepower.

MODEL S: These sentiments on forums belie the reality of the Model S’s 518-horsepower drivetrain. The slowest version of the 2018 model rockets to 60 miles per hour in 4.2 seconds. Again, that’s the slowest one. The Performance version reaches 60 mph in a mind-boggling 2.5 seconds. The adrenaline rush experienced when stepping into the Model S’s accelerator pedal pushes the boundaries of how much fun can be had in a vehicle big enough to carry five full-size adults with optional rear-facing jump seats for two children in the third row. Edmunds says, “It changes direction like a much lighter machine. It’s a total blast to drive.” Car and Driver opines, “On the road, the Model S is dynamite, with colossal acceleration power, nimble handling, and standard all-wheel drive.”

Each successive year has brought upgrades to the Model S powertrain, battery, software, and safety systems. So the further you go back in time, the worse the build quality may be – with owners reporting more squeaks and rattles. And if you’re considering a certified pre-owned Model S, know that non-performance versions before 2015 granted just 382 horsepower.

Both cars are thrilling to drive. The affordability and toss-ability of the Model 3, and the assurance provided by a new-car warranty and the latest Tesla technology, give the compact model an ever-so-slight advantage.

Charging Times for the Model 3 and Model S

All Tesla vehicles have access to the expansive Tesla Supercharger network.

MODEL 3: The long-range Tesla Model 3’s 48-amp onboard charger provides an 11.5-kilowatt flow of electrons. That adds up to about 40 miles of range per hour when charging via a 240-volt source. To fully recharge the long-range Model 3, you’ll need about eight hours. The 260-mile mid-range version, with its smaller battery, can be recharged in about six hours. When the most affordable 220-mile Model 3 arrives next year, it will be equipped with a 32-amp (or 7.7-kilowatt) onboard charger that still manages a full overnight charge in about seven hours.

No matter which version of the Model 3 you buy, it will have access to Tesla’s nationwide network of 120-kW Superchargers. The Superchargers can add as many as 150 to 170 miles of range in about 30 minutes, turning long-distance EV road trips into a reality. Model 3 drivers don’t have free access to Superchargers, but the cost is modest. The fee slightly varies depending on your location but is usually around $0.25 per kWh. That equates to about $0.07 per mile. For reference, a 50-mpg gas-powered hybrid paying $3 a gallon for gas is about the same cost for fuel. Of course, that cost is only while Supercharging on the highway. Home-based charging is less than half that price on a per-mile basis. And Performance versions of the Model 3 get free Supercharger access for life.

MODEL S: The longest range Model S 100D uses a 17.3-kW onboard charger while plugging in at home. For Model S cars with a whopping 100-kWh battery pack, it’s useful to utilize the 17.3-kW rate, which adds about 50 miles of range per hour of charging. The 2018 Model S 75D, meanwhile, uses the same 11.5-kW onboard charger found in the Model 3.

With a 17.3-kW home charger, the Tesla Model S can add more than 50 miles of range in an hour.

So the recharging rate, the size of the battery pack, and the estimates range are exactly the same for the long-range Model 3 and the Model S 75D. A charge from empty to full takes about six hours. The amperage of chargers in older Model S variants has changed over the years, most commonly providing 11.5-kW service. However, through 2016, Tesla offered the option of a 22-kW dual charger (for about $1,500). It was discontinued partly because the dual charger offered little practical advantage over the current 17.3-kW charger.

Like Model 3 owners, today’s buyers of a new Model S pay a fee to use a Tesla Supercharger. An 80-percent charge of a Model S with a 75-kWh battery pack – enough to go nearly 200 miles – costs about $15. These kinds of top-ups on long-distance road trips are not common. But that doesn’t reduce the benefit and joy of free, lifetime usage of Superchargers granted to those who purchased a Model S (or Model X) before Dec. 31, 2017. The lifetime privilege could transfer to you as the next owner of a used Model S.

In many cases, the Model 3 and Model S use an identical charging system. The Model S gets the win because owners of pre-2018 used Model Ss continue to benefit from free Supercharging.

Comparing Dashboards and Cargo Space

How will cars look in the future? That’s how the Model 3 feels today.

MODEL 3: The Tesla Model 3 is a compact commuter with a trunk, compared to the Model S, which is a luxury family sedan with a hatchback. The Model 3 is one foot shorter and four inches narrow than its bigger sibling. The two vehicles are, however, the same height. While the Model 3 strictly seats five passengers, its leg- and head-room are nearly identical to the Model S. It’s surprising to learn that the 3’s official spec for passenger volume is 97 cubic feet, three more cubes than what you get with the Model S.

Where the two vehicles dramatically depart is their interior design. While the Model S provides a traditional instrumental cluster behind the steering wheel and a larger 17-inch touchscreen for auxiliary functions, the Model 3 removes nearly every physical control and gauge from its dashboard. Its center-mounted 15-inch, horizontally oriented touch screen handles almost all of the car’s functions. It’s this minimalistic, high-tech design that gives the Model 3 its futuristic vibe, making the Model S feel much more like a traditional automobile.

The Model S comfortably seats three adults in the second row.

MODEL S: There’s no doubt that the Model S is more spacious than the Model 3. It offers about a foot more shoulder and hip space, key metrics for side-by-side comfort in the front and back seats. The S can also expand to a seven-seater with the optional two rear-facing jump seats suitable to children. More dramatically, the hatchback Model S’s power liftgate and frunk provide 30 cubic feet of cargo space – twice the space of what the Model 3 provides. If you like to haul around a lot of gear, the Model S is a better choice. With the Model S’s 60/40 folding rear seat put down, the hatch’s cargo capacity rises to 58.1 cubic feet – more than many SUVs provide.

In the battle of the tape measure, the larger Model S comes out ahead. Also, the friendlier dashboard is preferred by many (although not all) drivers.

The Price for Model 3 Versus Model S

The Model 3 can be had for as little as $46,000 today. And for close to $30,000 in 2019.

MODEL 3: Tesla garnered a lot of buzz when it first announced that the Model 3 will sell for below $30,000 after incentives. However, the most affordable version with a shorter 220-mile range is not expected to go on sale until spring 2019. So far in 2018, the only available Model 3 sells closer to $60,000. That’s the long-range 310-mile version, which has a base sticker price of $49,000 – with the price growing by $10,000 or more based on a $5,000 Premium upgrade, a $5,000 Enhanced Autopilot package, and special $1,000 paint colors. Dual motor and performance configurations are even richer, and all Tesla vehicles carry a destination fee of $1,200.

In a stepping stone toward mass affordability, a mid-range, rear-wheel Model 3 with about 259 miles of range can be ordered now with a starting price of $46,000.

In January 2019, federal tax credits for Tesla vehicles will start to diminish because the company has hit the cut-off threshold of 200,000 total EV sales. The credit for all Tesla vehicles, including the Model 3, gets cut in half to $3,750 starting in January 2019, and will be further reduced to $1,875 beginning on July 1. The credit goes completely away by the end of next year.

The argument to buy a 2018 or 2019 Model 3 (regardless of the credit amount) is that you’re buying Tesla’s latest and greatest technology with the best build quality and the quietest cabin ever offered by the company. The counter-argument for the Model 3 is that you’re spending a lot of money for a smaller ride.

The Model S’s starting price is $74,500 but commonly sells for six figures.

MODEL S: The 2018 Tesla Model S 75D, the base model, offers 239 miles of range for a starting price of $74,500. The sticker climbs to $94,000 for the long-range 335-mile 100D. The performance version of the Model S, which reduces the sprint to 60 mph to 2.5 seconds and the range to 315 miles, will set you back $135,000. As with the Model 3, there is a wide selection of options and trim enhancements, such as the Enhanced Autopilot and Premium Upgrade for $5,000 each.

The comparison with the Model 3 gets more interesting when you consider used Model Ss. Pricing parity begins when you stack up a Model 3 with a Model S dating back to 2015 or 2016. Models with fewer than 20,000 miles are commonly offered at prices above $50,000. Then there are added premiums for dual-motor and all-wheel-drive variants.

As of this writing, 2014 models, especially those with extra miles of use and cars with 60-kWh battery packs, drop to the low $40,000s. Most observers say the level of reliability of the Model S greatly improved with the 2015 model so you’re taking more risks with 2014 model-year cars or earlier. In addition, it’s smart to buy a Model S with fewer than 50,000 miles of use, which qualifies for a four-year warranty in Tesla’s certified pre-owned (CPO) program. This warranty covers 50,000 miles of driving after your purchase. If you buy a Model S with more than 50,000 miles on the odometer, then the warranty will only cover two years of driving with a hard stop on the warranty when the odometer reaches 100,000 miles.

For used Teslas, the devil is in the details because the company has continually upgraded and modified features and battery sizes over the years. Pay attention to the model number in the name, which corresponds to the battery size. The letter P designates performance while D denotes all-wheel-drive. Autopilot, meanwhile, arrived in 2014. Another option to consider is the panoramic roof, which some people love and others believe adds glare to the interior. With a private sale, as opposed to a certified pre-owned car, there’s no warranty, and used electric vehicles do not qualify for a tax credit.  

The Model 3 is more affordable. That’s the bottom line.

*Note: Ignore the red font in the table below. We’re experiencing technical issues with TablePress

  Tesla Model 3 Tesla Model S
Driving range 220 – 310 miles 259 – 335 miles
Battery Size 50 – 75 kWh 60 – 100 kWh
Onboard Charger 7.7 – 11.5 kW 11.5 0 – 17.2 kW
Passenger Cargo Space 5-passenger limit and 15 cubic feet 5 to 7 passengers and 30 cubic feet (expandable to 58.1 cu-ft)
Start Price $46,000 (mid-range version) $74,500 (new) or Mid-$40,000 (for some 2015/16 cars)

All things considered, the Tesla Model 3 is the company’s best vehicle so far.


Given its lower cost, higher efficiency, spacious passenger volume, and the best build quality ever offered by Tesla, the Model 3 is the better overall vehicle. Of course, the Model S continues to be championed by its well-heeled owners, as well as serious auto enthusiasts with a need for speed. After all, the Model S was arguably the start of the EV revolution. But the more affordable and accessible Model 3, especially when the 220-mile version arrives in 2019, will bring the movement to the masses as promised. If maximum space is a must, then a used Model S could be the way to go – although you will likely be driving a car with some wear and tear. Also, older models are not known for perfect reliability.



Source: Electric Vehicle News

Tuned Tesla Model S P100D Goes Dark

The Dark Knight is back, this time with 21″ Strasse Wheels

For the recent few months, there’s been a steady flow in of rather interesting looking Tesla Model S aftermarket builds. This is mostly due to the vehicle’s popularity, but also, the more acceptable price point of used Model S vehicles. For this particular Model S, going dark is the theme. And we have nothing against it- whatever some may say.

This particular vehicle is a Tesla Model S P100D.  Coming with a well-familiar dual-motor setup, the P100D excels in straight line performance. The vehicle uses a massive 760 horsepower and it affords the owner with the all-too-familiar tire screeching sonata at the tune of 722 lb-ft of torque. The Model S P100D will sprint from 0-70mph (0-100km/h) in just 2.68 seconds, making it one of the fastest street legal, mass-produced vehicles in the world.

The Model S comes with a dual motor setup delivering 760 horsepower, while the same setup in the Volkswagen I.D R Pikes Peak delivers 670 horsepower. Torque wise, the difference is even more pronounced. The Tesla plays the all-too-familiar tire screeching sonata at the tune of 722 lb-ft of torque. On the other hand, the VW I.D R will utilize “just” 479 lb-ft of torque. However, the VW’s racer weighs a little over a metric tonne (2,204lbs) – less than half the weight of the 2,241kg (4,940lbs) Tesla P100D.

For this Model S, the owner wanted to give his vehicle a more menacing look. This is done due to a completely blacked out exterior, matched with red details such as the Tesla logo in the front and in the rear. Furthermore, the most impacting part of this build are the directional Strasse Wheels. Coming in at a whopping 21×9 at the front and 21×10.5 at the rear, these wheels help fill out those huge wheel arches perfectly. Naturally, the wheels come in Gloss Black, perfectly revealing the bloodshot red brake calipers behind them.

You can view the full build gallery of this Model S P100D right below.

14 photos

Source: Carscoops

Source: Electric Vehicle News