A Response to The New York Times: Stalled on the E.V. Highway

By · February 12, 2013

Peter, Model S, Snow

Peter Soukup, and fellow long-distance EV road trip participant Luba Roytburd, charging Peter's Tesla Model S at Black Bart's RV Park in Flagstaff, Ariz.

This article, which first appeared on ElectricRoadTrips.com, was written in response to The New York Times Feb. 8 article entitled, “Stalled Out on Tesla’s Electric Highway,” by energy reporter John Broder.

Mr. Broder,

My name is Peter, and I recently very successfully completed a very long, cross country trip from Portland, Or., to New Orleans, La., Atlanta, Ga., and finally New York City in my Model S. I am only a Tesla customer, and have no other affiliation with the company.

It was with great disappointment that I read your article today. It showed quite a number of missteps that could have been easily avoided—had Tesla done a better job teaching you about the car beforehand, and not repeatedly given you advice that was not only incorrect, but sometimes counterproductive. There is a learning curve to taking long road trips in an EV, especially in the cold, and it is a shame that Tesla did not better prepare you for this.

Your article includes a postmortem on your trip, but that seems like Tesla again dropped the ball on giving you valuable advice about how you could have made the trip an easy success. Almost all the mistakes I have outlined below would have eliminated your troubles. Simply correcting one of these mistakes would have saved your trip. Here is my own postmortem evaluation.

1 Fully Charged

You did not fully charge the car at the Superchargers in Delaware. The Model S has two charge settings, “Standard” and “Max Range.” A Max Range setting will charge up the batteries fully (to the 265 EPA range). It appears you only charged to “Standard” with a range of 242. This setting is on the charge screen. This would have given you about 25 miles extra when arriving at the Superchargers in Milford, Conn. It should also be noted that you were only 14 miles from the Superchargers in Milford when you ran the car below 0 and needed to be towed.

2 Charge When You Can

You should have been advised by Tesla to plug into something, anything, when stopped overnight in temperatures down to 10 degrees Fahrenheit in Groton. Even a simple standard lamp socket would have eliminated your issues on the second day, and you would have started the day with somewhere between 90-100 miles. I never had any issue finding, and being allowed to use, these on my trip. When charging for driving in the cold, charge whenever you get a chance, (i.e. when you stopped in NYC) even if it’s only for the hour that you are there.

By the way, the Saybrook Point Inn & Spa, 20 miles south of Groton where you stayed (and did not charge), would have been a pleasant place to stay and charge the Model S overnight.

3 Conditioning

The answer you got about “conditioning” the battery when cold is completely incorrect, and used up more of your mileage—in my estimate, about 20 miles of range. Simply driving it would have warmed the battery and raised the “available” mileage as you drove. There have been a number of times, when very cold in the mornings, that I arrived at my destination with more range than I started with. Had you not done this, it is very likely that you would have been able to drive directly to the Superchargers in Milford.

4Charge Longer

I know this sounds silly now, but you should have charged for longer any number of times. You left Norwich knowing that you did not have the rated miles to reach your destination, but you left anyway. Why anyone at Tesla “cleared” you to leave, and why you thought that heading out in the cold, without the rated mileage to get to your destination would have ended in any way other than poorly is beyond me.

You stated that you know driving in cold requires at least 10 percent more energy, then you should have known that when you left the Superchargers in Milford you had approximately 160 miles round trip. Add to this 10 percent loss for the cold and you need 176 miles of range. At 185 miles of range, you are just setting yourself up for issues making it back, even if you hadn’t stayed the night. Staying just an extra 15 minutes at the Superchargers in Milford would have added almost an extra 70 miles into your car, and eliminated all other issues in your trip even without plugging in that night, and with the cold weather.

5Respond to Climate

It doesn’t sound like anyone at Tesla informed you of the “range” climate mode setting on the cars settings page. This would have helped you more than simply turning down the temperature as you did. This along with seat heaters would have done more to keep you comfortable while not reducing your range nearly as much. At the point in your drive that you knew you had real issues, you simply should have turned it off, or stopped by an outlet or EV charger for 20 minutes.

6Down to Zero

Don’t run the car down to 0 miles. I don’t understand why anyone at Tesla gave you the impression that you should plan to run the car down to 0 miles left as part of your plan. This is the equivalent to Toyota letting you know that you can keep driving one of their gasoline cars further after you feel some hesitation from the engine running out of gas, “because there really is just a little more in there.” While it might be true, would you ever plan a trip that way?

7 Route Planning

When running low on charge, driving 11 miles in the wrong direction isn’t the smart move. It’s very unfortunate that you were sent 11 miles in the wrong direction to charge when running low. Since it’s the wrong direction, that’s 22 miles out of the way round-trip—which as it turns out is a greater distance than you where from the Superchargers when you were picked up by the flatbed tow truck (14 miles).

Better advice would have been to stop at somewhere like the Old Saybrook Inn which has an EV charger and was on your way, or any RV park many of which were on the way, any of which would, with that hour of charging you took, saved you from the tow truck.

Again, it’s a shame that a lack of knowledge and poor information turned your otherwise easily enjoyable trip into a nerve-racking drive and the need to be towed. I would like to extend you an offer to take another trip with me. We can take the same route, charge at the same locations, and I promise you won’t need your gloves inside the car.




· · 2 years ago

This article left me with the feeling that everything has to be perfect everytime I go out in my EV's. Too bad.

Little things always go wrong on a long trip.

· · 2 years ago

I would love to see the introduction to this article updated now that the veracity of the New York Times story is being contested by Tesla.

· · 2 years ago

What is going to get more hits than a "Gotcha!" article on a $100K car that runs out of fuel.

· · 2 years ago


Really? What I got from it is that if you do a little bit more planning and take every opportunity to charge even if you don't think you'll need it, you can get where you need to go without much trouble. Nothing suggested things had to be 'perfect' - just that a lot of bad decisions were made.

Then again, I'm not subconsciously looking for every excuse to pooh-pooh pure electric driving so perhaps my view isn't as biased.

· · 2 years ago

The writer was in constant communication with Tesla and he was told repeatedly to keep the vehicle charged when not moving and according the Model S's "black box", he was speeding, was galavanting through traffic instead of taking the highway, he did not do a full overnight charge, and at one point he blatantly ignored what the Tesla reps told him to do. Who's the real liar here?
Once the report of the car's "black box" recorder comes out and embarrasses the NYTIMES, this guy will be lucky if he still has a job left.

· · 2 years ago

Well, as a generally happy owner of a Roadster and a
Volt (both 2011) I have to say EV manufacturers exaggerate somewhat… In their defense they do this to increase interest in their vehicles.

You see this in little things in the brouchures, for instance in the volt’s case, no mention of the several bugs, plus telling lies about what the car really was (that was 2011, they’ve stopped doing that now).

In Tesla’s case, in the brouchures some info like inferior mileage with better tires, is hidden in the fine print. Other things like overstating charger size (I’d wager very few of us have a full 250 volts in our garage under either 40 or 80 amp loads Measured at the CAR.).

They initially said 300 miles no problem! Then, when that obviously couldn’t be done, they said 300 at a constant 55 with nothing else on.

I tire of this kind of advertising since my Kia Amante (Lincoln Continental look alike) got 17 mpg normally, but they COULD have advertised it at 37 mpg since thats what it got at a constant 32 miles per hour.

I fully understand why Musk Stuttered and was no doubt sweating during the BloombergWest interview.. When you overstate the case, reporters can come by to make you look, well, worse than you really are, since there is something there to sell newspapers. Then his stock price tanks as a result.

Can he get readers to in general, dismiss the story?

That’s the gamble he’s taking.


Its not a pooh-pooh against "Pure Ev's", subconsciously or not. Ive spent, with sales tax and delivery, $120,000.00 on my pure electric vehicle. I've driven 21,000 miles on it so far. I think I should be allowed to comment on my experience.. You may not appreciate what I say, but others here have said they appreciate my experience with the vehicles and welcome my postings, even if it is not 100% glowing all the time. I appreciate real world outcomes, and apparently many others do also....

· · 2 years ago

Little things? Like in the equivalent gas car, saying "oh crap, I forgot to buy gas at the sign that said 'last stop for 200 miles?'"

Some of us don't think that's a "little thing" that goes wrong on any long trip. Heck, in my country, plugging your *gas* car in on a cold (and I mean *cold!*) night is a sure way of making sure it doesn't even start in the morning. At all. If you own an electric, it's safe to say if it's *winter*, you plug in at night. Just because.

No, instead the author whinges that the company that built the car screwed him over. Because he failed to plug in the car at any standard 110 volt plug overnight. No, this wasn't a Tesla promise gone wrong.

Any Canadian would give you a funny look (instead of just laughing at your misfortune, which would also be warranted) before kindly offering to give you a boost if you forgot to plug your block heater in the night before. But if you started writing to your newspaper that your car *should* start after a night of -40, you'll also get a relatively polite "Hey now, don't blame them 'cause you screwed up."

· · 2 years ago

Well, hehe , Tesla got the NEW YORK Treatment.. Another reason why we Ny'ers are usually pretty thick skinned.

· · 2 years ago

Hey Bill,

My point was not the everything needs to go perfect on a road trip, just the opposite. It took a very very long list of missteps to make this trip a failure. In this case correcting just one of the above actions would have saved to trip, and made it much more enjoyable. I added an extra line in the article to make that a bit more clear for other readers.

· · 2 years ago

Thanks for laying out in detail all the ways this "journalist" screwed up. I think that it is pretty clear that he planned this road test in order to fabricate a sensationalized story where most people who charge a cell phone daily have the skill to avoid a fiasco like this.

@Peter: How do you charge from a lamp socket?
Most of the bulb/socket adapters I have seen do not provide a ground(just 2 prong).

· · 2 years ago

I'm not sure I buy into the conspiracy theories propagated in the comments. On the other hand, the way Peter phrased his response seems to put too much fault on Tesla (pretty much all of it).

BEVs are a different beast than ICEVs. Those of us who drive one regularly quickly learn the differences and adapt. We usually find that life is better off in the end. This journalist, however, was given the keys to a car that wasn't his with a technology with which he presumably has zero experience. If he drives the car like he would his personal ICEV, this kind of thing will happen. But again, if this was his everyday car, he wouldn't have made any of the listed rookie mistakes.

Rather than pointing the finger back and forth, we should be using this as a chance to educate the uninitiated, and I applaud Peter for wording his response as such.

· · 2 years ago

EVs are still in their early days of mainstream use.

People are used to gas stations being ubiquitous. I remember the same arguments from friends trying to scare me from buying a diesel. "You'll have trouble finding diesel stations, you'll get stranded". In all my years I never had trouble finding a diesel station - but I did have to know how to look...

How many gas stations were there in the early days of automobiles? The earliest people to drive across regions and the nation in automobiles were adventurous and would have had to plan as well.

We have over 100 years of gasoline infrastructure development. EV chargers have only been built out for what, maybe 5 years now?

Every year the number of EV chargers grow. Every year EV makers are getting more range from batteries and finding ways to reliably charge them faster.

I wonder what would have happened if the first time someone ran out of gas we gave up on the automobile?

· · 2 years ago

@Peter Soukup

That's cool, just giving my off the cuff impression... I'm admittedly not familar with the route so I have to trust your analysis of it.

In my post I was referring mainly to Mr. Musk's defense in the BloombergWest interview. He's a staccato speaker, but he was especially nervous this time around.. Admittedly, it appears he was the victim of a minor hatchet job with "Top Gear", however his appeals were still not enough to convince a British Jury. Fear of losing this propaganda battle undoubtedly is also in the back of his mind.

· · 2 years ago

Just read the NYT writer's response... At the motel with 45 miles left on the trip his gauge said 90 miles range. The uninitiated might be excused into thinking he could make it.. He got up the next morning and now the thing says 25..

I've had a bit of a decrease in my roadster overnight, but nothing quite like this.. Incidentally, supposedly Tesla said its a 'software glitch' , and 'conditioning the battery will recover the range.' Oh Boy I don't think so.

I now more fully understand why Musk was stuttering during the interview.

· · 2 years ago

We all grew up with the ICE. We're all very familiar with how gas cars work and what their limitations are. We all take for granted that driving on E in a gas car only means that we should actualy stop somewhere soon and buy some damn gas, and the gas station isn't hard to find.

None of us grew up with an EV. Only those of us who drive one are familiar with how electric cars work and what their limitations are. For the first time since we were teenagers, we have to study the manuals and learn how to drive anew. Our filling stations are currently few and far between, but we have the unique advantage of being able to fuel at home.

It's new. It's different. It's wonderful. We love it.

We'll press forward and do our best to make EV's even better, because we're sick and tired of petroleum.

Elon, let it go, and please, roll out the Gen 3.

· · 2 years ago

I can't imagine a 'reporter' (a profession that should attract the inquisitive type) going into a story like this without doing any research into EVs. I knew more about how to drive an EV than he did, before I bought my car. Charge when you can. Don't 'goose it'; speed eats up charge. Cold eats charge. SOC guages aren't always very accurate (because, they depend on how you drive!). Again, I say I knew these things before I bought my car. And I'm just a dumb girl, not a presumed inquisitive professional trying to inform the uninformed.

· · 2 years ago

Anyone who owns an EV knows that you plug it in at night. Was this NY Times "journalist" staying somewhere with an outhouse and a hand pumped well for water that had no electricity?

And some people do not understand why newspapers are in decline. Here is clear reason for it.

Maybe the NY Times will now review the latest smart phone by talking on it all day, leaving it out in a snow bank with out plugging it in and then complain that the battery dies the next day.

I heard the "journalist" from the Times on the radio, stating that he is an electrical engineer. This makes the article seem to be a clear smear job. Or he was like some of my lab partners in engineering school who never did their homework. Why else would he be writing for a newspaper unless he failed as an engineer? (Oops, that is mean.)

· · 2 years ago


Apparently, the State of Charge indicator was actually very accurate. The Tesla rep on the phone was apparently from a warm climate, and incorrectly stated it was a glitch.

This situation is what I call a "Cut Your Losses" problem!

· · 2 years ago

Peter, great response to the article, but you give the writer too much credit. I think the article was intentionally malicious...and it didn't help that the rep did not understand what was going. I find it funny that the only charger within miles is at a breakfast club which will not serve him!!!

· · 2 years ago

"Maybe the NY Times will now review the latest smart phone by talking on it all day, leaving it out in a snow bank with out plugging it in and then complain that the battery dies the next day."

That is an excellent analogy. That is exactly what the reporter did with the car, and for some reason thinks it was OK.

Heck, my lowly little Ford C-Max gets 21 miles with 4 to 5 hours of charging on a normal 110 outlet. If this guy had plugged in the Model S even on a plain old 110 outlet overnight, that would have been easily 8 hours or more of charging which both would have netted probably an additional 40 miles of range AND kept the battery warmer thus preserving the range it already had.

· · 2 years ago

No one could have failed this miserably without trying.

· · 2 years ago

Below is an excerpt from the follow-on article by Mr. Broder "The Charges Are Flying Over a Test of Tesla’s Charging Network"

"I added 185 miles of range at Milford, knowing that I wouldn’t need 242 or 265 miles before recharging the next morning.
When I parked the car for the night at a hotel, the range meter showed 90 miles remaining, and I was about 45 miles from the Milford Supercharger."

This clearly shows the attitude he took regarding his "test". He was going to take the car's readings at face value and just see what happened. As Mr. Soukup stated in #4 in this article, he could have easily charged a little longer and avoided the flatbed - even with the overnight cold-soak. A normal owner-driver would stay a few more minutes on the Supercharger and soak up some more free electrons, just to be safe.

· · 2 years ago

@Mike i & Valkrader & JamcI3

Uh, the only thing I can say, is lets not be like Elon Musk and be too hasty in assigning blame. Let's try to figure out precisely what happened here...

Our NYT friend went to bed with 90 miles of range and woke up with 25. So assuming 300 miles is 85 kwh then he lost a bit over 18.4 kwh over 10 hours (9:45 pm to 6:45 am), or 1840 wh per hour, or an effective 'drain' of 1840 watts.

Assuming he could plug into a 12 amp 120 volt outlet, that would mean he would get ideally 1440 watts (In practice less), but that would mean that the 120 volt charging cord would not keep up with even the battery heater and he would have still lost range.

That is an earth shattering conclusion. This means that someone with a car port in cold weather and only a 120 volt plug available will not only not gain miles, but will lose them in cold weather, even with the car constantly plugged in all the time.

I'll have to do an experiment with my Roadster, but I bet the results are acceptable. With my roadster, I'm estimating the car would need 6 hours to preheat the battery in very cold weather at 110 volts (around 900 watts, around 3100 btu / hour) , but then would alternate between charging and heating....probably on a 50 % duty cycle, but at least if left in the cold constantly (such as in an air port parking lot), with it heating at 8 amps and charging at 12 amps, after 6 days (144 hours) the battery would go from totally dead to max range of 244 miles. This is no doubt because there is not much metal surface area exposed to the elements, seeing as the battery is almost relatively square. Its true under these 'less than ideal' conditions I would need almost a week's time and 173 kwh from the power line to get 53 kwh into the battery, but it Would Work.

I guess what I'm saying is that the Roadster heat loss appears to be about 450 watts in very cold weather vs. the Model S's flat HUGE metal surface area heat sink battery loss of 1840 watts.

This means the Roadster can be successfully charged at 120 volts, however apparently the Model S Will Not Charge in Very Cold Weather using the 120 volts available from the motel. Granted, had the NYT writer tried, he would have at least had enough range to finish the trip without a flatbed truck.

Apparently, this is the precise kind of Cold Weather Test Tesla should have completed because letting their cars out for winter reviews.

· · 2 years ago


"Our NYT friend went to bed with 90 miles of range and woke up with 25."

Those are range *estimates*.

The 25 mile range estimate was based on the cold state of the battery at the time he turned on the car.

Peter wrote:

"Simply driving it would have warmed the battery and raised the “available” mileage as you drove. There have been a number of times, when very cold in the mornings, that I arrived at my destination with more range than I started with."

I have seen this as well. My C-Max Energi has had an estimated range of 13 on the screen when I left my house in freezing temperatures and it had an estimated 15 mile range when I got to work, 7 miles away.

Simply using the battery warms it up and gets back a good chunk of those supposedly "lost" miles as the electrons get comfy and start moving around.

I am not being like Elon Musk. Driving an electric car is different than a gasoline car. The NYT reporter tried to ignore the realities of electricity and as a result suffered failure. It has been detailed over and over here how any one single thing done better and he would not have had any of the problems which he had.

Heck, I know that my cars gas gauges always move faster near empty. And my vehicles have never had a good "range to empty" estimate. Never. If I *ever* trust one I will end up stranded on the side of the road. I have simply learned that it is always best to refuel before dropping below 1/4 tank - that way if something goes wrong I have a buffer.

The reporter with his electric car should have behaved the same way - never take just as much electricity as you think you need, always take as much electricity as you possibly can in case what you thought was wrong.

Absolutely, this is a challenging thing for electric cars. It certainly doesn't look great - at least to the laymen. However the real failing here is with the ridiculous advice the people at Tesla supposedly gave him (if they did in fact give him that advice).

Additionally, a simple glance at any number of smartphone apps would have told him where to find a whole host of Level 2 chargers.

· · 2 years ago

I sure see a lot of excuses from people on here.

I do feel sorry for Tesla, though. They really tried to get this guy where he was going, and nothing seemed to go right.

· · 2 years ago


Sorry, If you've never driven a Tesla then you cannot be familar with what I am talking about. Tesla state of charge indicators are very accurate.

You missed the whole point of my Revelation. I don't think even Tesla realized it since they evidently didn't do any cold weather testing. The person on the phone the NYT reporter talked to surely hadn't.

There was no problem with the 25 mile estimate. The car died on cue as indicated by Tesla's Gauge

I have 2 Ev's... I try not to "ignore the realities of electricity", whatever that means.

I am not familiar with the indicators on a CMax. I am familiar with the indicators on a Tesla.

Couldn't have said it better myself.

· · 2 years ago

The reporter lied.

End of discussion.

· · 2 years ago

Two things, neither having any bearing on the veracity of the NYT reporter, about which the less said the better. First, we are in the infancy as a traveling public in dealing with EVs, even those who consider themselves sophisticates in this area. We have been conditioned to driving ICE vehicles all our lives, with their ample ranges and ubiquitous fuel sources. Second, the infrastructure for charging EVs is suffering from the "software-hardware" paradox that bedeviled the computer industry years ago. Do the software writers invest in writing code for equipment that isn't on the market yet, or is "bleeding edge," and the flip side, do the hardware people build advanced equipment that will run software that doesn't exist yet, or is only beta or "vaporware?"
Time is the resolution to both, and continuing subsidies from government.

· · 2 years ago

Wonder how Jim and Brad feel about all this...

· · 2 years ago


I think they've editorially decided to stop covering this since the main discussion has moved over to InsideEvS.Com. The more Tesla speaks on this the weaker the Hand they show.

· · 2 years ago

Per Tesla graphic #2, I had theorized its impossible to charge Model S with the 120 volt cold in cold weather, and would even lose range while plugged in during very cold weather.

Then a Lady in Minnesota Proved it all.


Broder was told by Tesla his 65 mile range loss was a "Software Glitch", and "Conditioning the battery by heating it will recover the range.".

This is clearly nonsense. Examining Tesla Graphic #2 will show the only thing that gives you more range is to charge it. Plus the car clearly died at 470 miles.

· · 2 years ago

The experience chronicled in "wediditourway" is an example of the real-world ownership of EVs in 2013. It can be frustrating now, and anyone who plans on being an early adopter (I'm afraid I won't be counted in that number) needs to understand what they're facing. These things aren't appliances yet, and much of the tragicomic chasing of charging outlets, only to find that one hasn't got the proper adapter, are indicative of the present "state of the art." Will it be better in 2014? Sure.

· · 2 years ago


I think terms are being mixed in the discussion of miles loss/software glitches/recovering range.

From graphic 2 and 3:

The car was parked with about a 35 percent full battery.
At this point the display showed 90 miles of "Rated Range" according to Broder (The graph looks lower, but I think we can let that go)

Overnight the battery was both used and cold soaked. The next morning the battery was now at about 30 percent.

The display now showed 25 miles of "Rated Range". This both Broder and the graphic agree on.

Clearly, the software is not making this a linear relationship in this case between how much charger the battery has, and the "Rated Range", where it was for all other legs of the trip.

The idea of "gaining back" is not real, but a discussion of how to have the "Rated Range" correctly show the amount of distance you can travel.

And since we are noting charge percentages, I have to point out that Broder only added back about 5 percent charge while charging, about the same used overnight, and much LESS than it took him to drive out of the way to get to that charger.

· · 2 years ago

@Peter Soukup

Tesla's graphic 3 only shows interior temperatures. There is a pen overstrike at 400 miles so I'm not sure what this is showing, but I would discount that Broder left the Heater on for 10 hours straight since Tesla Certainly would have jumped all over him for that if he had done so. I wasn't there of course, but I would assume the ignition was off the whole night, and Tesla would have said something by now if it was on.

Here's graphic # 2.


From the pen graph it looks as though its around 87-88 miles, but the dash indicator said 90 so I assume thats close. It looks like it drops to 25 miles, then apparently it drops to about 21 while waiting for the windshield to defrost presumably, charges up to what Tesla says is 35 miles, but looks a bit more to me, but then these graphs may not be high resolution and then he drives off to ultimately have the car die at 470 miles or there abouts.
25/300 is 8 1/3 % charge when he started off from the motel, not 30%. I'm assuming 270 miles is the "standard charge", when viewed from the "max range" perspective.

Software is not making a linear relationship between what and what? I don't know what that has to do with anything.

Your statement in your article that driving will recover range by conditioning the battery, no offense, is flat out wrong. Carefully examining Graph # 2 shows the ONLY thing that recovers range is CHARGING it. Many people on here confuse ideal range and estimated range including yourself, to wit:

"....Simply driving it would have warmed the battery and raised the “available” mileage as you drove. There have been a number of times, when very cold in the mornings, that I arrived at my destination with more range than I started with...."

You had more estimated range, you did not have more Ideal range, or at least, if you did, the car you are talking about is a different car than shown in Graph #2. My Roadster has never gained miles by driving it, although the estimated indicator will increase if I suddenly start using less wh/mile. Staying overnight at the motel didn't affect his driving style since he drove 0 miles during this time period.

· · 2 years ago


Use this link for your source, they are what I am referring to when saying graphic's 2 and 3. Perhaps what I am saying makes more sense when you look at them?

You are making assumptions on how the S displays things to the driver because of your Roadster that don't hold true.

I just happened to feel adventurous this last night/this morning. (and a little more confident do this with the newer access that I get with some custom access to my car using the S REST API). I parked my S unplugged, with about 40 miles of rated range, then left it unplugged overnight. It cold soaked down into the mid 20's, and range showed 4 miles when turned on. The battery level was 19 percent at this point. I then slowly drove the car 9 downtown city miles then 2 highway, during which the battery level slowly decreased from 19 percent to 12 percent, clearly the pack was warming itself during this time.

At the same time, my rated range display went down from 4 to 0 then to "charge now", and then worked it's way back UP to 6 miles of range left.

· · 2 years ago

@Peter Soukup

I'm admittedly not familiar with the model S displays, I assumed it had the same as the Roadster, an ideal miles and an estimated miles.

That one graph that shows percentage charge is behaving weirdly at 400 miles. Seems the car sleepwalked about 2 miles while he was sleeping. There are a few other discontinuities in the graph where the car seems to be going backwards for a bit, in any event its poorly drawn and doesn't look right. The Range chart (what inside-ev's was calling Chart #2) shows the car fully stationary, and you get the gut reaction its a higher quality graph since the car doesn't seem to move backwards or have jerky bumps in the penlines.. I use chart #2 since its good enough from which to try to draw conclusions. I wouldn't base any info on that 'amateurish' chart above it. The inside ev's editor never included the 'amateurish' graph, either subconsciously, or 'it just didn't look right' to him, either.

I'm gathering from your description you have "range miles" and "percentage charge" indicators... You didn't give all the data at the same time so I have nothing to go on... What percentage did you start out at when you parked and what percentage was it when you came back to the car before you drove it? How long did you wait, how 'hot' was the car when you started, how long did it sit, etc? IF the info came from the 'amateurish chart mechanism' I wouldn't base too much on it.

In any event both the range and %charge graphs show constant negative slopes, except when charging. (and except where the poor quality of the % graph shows the charge decreasing but the car going backwards - that would be a positive slope, but hopefully we can agree thats nonsense).

· · 2 years ago

Well, I'm not sure how accurate Model S's gauge is. I'm sure it's better than most ICEV.
None of the my gas-powered cars ever gave an accurate fuel reading (including my Toyota hybrid.)
If Broder had any common sense, he wouldn't drive any vehicle(gas or EV) too far with less than 32 miles left on the gauge/tank.

What a douche!
This guy must have time- traveled from the 19th century to destroy EV development.

And touche to Elon Musk / Telsa Motors.

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  9. The Real Price of EV Public Charging
    Compare the cost of charging on the road to what you pay at home.
  10. Electric Vehicle Charging Etiquette
    Thou shalt charge only when necessary. And other rules to live by.