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gcarter
12-23-2008, 09:31 AM
Since there's so much discussion about the auto industry and technologies, I thought I'd post this new Tesla road test I just received from Road & Track Magazine.
Pretty interesting stuff. It seems pretty well developed. The recharge is scary though.......240 V @ 70 Amps.
Enjoy.....


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World Exclusive: First Complete Test of the 2009 Tesla Roadster

Porsche 911 performance from batteries, but not your typical Energizer dry cells.


By Dennis Simanaitis • Photos by Jeff Allen, Brian Blades & Marc Urbano
February 2009





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Road Tests:

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Data Panel: 2009 Tesla Roadster (http://www.roadandtrack.com/assets/download/0209_tesla_datapanel.pdf)
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For a while there, we feared for Tesla (http://www.roadandtrack.com/article.asp?section_id=6&article_id=6394) and its plans of a high-performance Roadster (http://www.roadandtrack.com/article.asp?section_id=2&article_id=6393) leading to an executive-class Whitestar sedan (http://www.roadandtrack.com/article.asp?section_id=10&article_id=7201), both state-of-the-art electrics. Street rumors suggested that Silicon Valley business models wouldn't mesh with the harsh economics of automotive startups. But then came word of a new infusion of cash and reorganization, just about the time we invited the good folks of San Carlos, California, to a test of BEVs (i.e., "battery-electric vehicles," as opposed to the contrasting hybrid varieties). And, to our delight, they responded in the affirmative.
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It isn't that you haven't already heard of the Tesla Roadster. In fact, it has been one of the more hyped automobiles of recent memory. Way back in January 2007, I reported on driving Prototype No. 1 during the 2006 Monterey Weekend. And in March 2008, Jonathan Elfalan and Matt DeLorenzo visited Tesla's northern California facility to experience Validation Prototype 10. We told you about its stretched Lotus Elise platform, sleek carbon-fiber bodywork, 6831 lithium-celled battery module and 248-hp electric motor. What we offer here exclusively is our own aspect of validation, a world's-first independent instrumented test of the Tesla Roadster.
For impatient sorts, let's begin by addressing Tesla's two most extravagant claims: acceleration to 60 in around 4 seconds and a range of more than 200 miles. Our testing confirms the first and strongly suggests the second — though, we stress, not as simultaneous activities.
The Roadster whirred to 60 mph in precisely 4.0 sec. and did our quarter-mile in 12.7 sec. at 105.3 mph. (Think Porsche 911 Carrera S (http://www.roadandtrack.com/article.asp?section_id=10&article_id=7124) territory.) El Toro's expansive runway allowed us to see 121 mph, which corroborates with Tesla's cited revs/60 mph and its maximum motor speed of 14,000 rpm. Succinctly, the Roadster can really scoot!
This, let's emphasize, is with a single-gear reduction drive (unlike the initial concept's 2-speed gearbox). The latter proved pesky in development; indeed, none of our Tesla drives ever involved a fully operational 2-speed. On the other hand, the primary reason for it was to extend top end, and Tesla finally decided the game wasn't worth the candle: A top speed exuberantly beyond anything legal is quite sufficient. Plus, weight and complexity were saved.
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Our range estimates were aided by the car's Vehicle Display System, its onboard computer. The VDS is down to the left of the steering wheel and, among many other features, has touch-screen settings of five operational modes: Maximum Performance, Maximum Range, Standard, Storage and Valet. (This last, limiting both speed and range, has also been called "Teenage Son mode.") Also, modes revert to Max Range when battery SOC (state of charge) falls to a predetermined level leaving approximately 30 more miles to a plug.
Guess which mode Jonathan and Calvin used for the track evaluations....
By contrast, I took on the task of assessing what I'll call "Performance-Stressed Range." That is, immediately following the track work, I'd do sufficient mixed-mode driving to allow the car's VDS to calculate our total range sans recharge.
Though I experimented with various performance modes, I also enjoyed driving the Tesla so much that most of it was done con brio. Even so, the car's VDS extrapolated our performance testing plus my enthusiasm into a plug-to-plug distance of 132 miles. Based on this, we can believe that anyone exploiting Max Range mode could see the 231/224 miles cited in Tesla's EPA city and highway driving cycles.
Continue Reading >> (http://www.roadandtrack.com/article.asp?section_id=10&article_id=7297&page_number=2)
Related Links:


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Data Panel: 2009 Tesla Roadster (http://www.roadandtrack.com/assets/download/0209_tesla_datapanel.pdf)

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Road Tests:

http://www.roadandtrack.com/assets/image/2008/W49/120520081415331109.jpg (http://www.roadandtrack.com/article.asp?section_id=10&article_id=7318) 2009 Chevrolet Corvette ZR1

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(http://www.roadandtrack.com/article.asp?section_id=10&article_id=7318)Downloads:


Data Panel: 2009 Tesla Roadster (http://www.roadandtrack.com/assets/download/0209_tesla_datapanel.pdf)
http://www.roadandtrack.com/assets/image/2008/W19/592008172213.jpg (http://www.roadandtrack.com/article.asp?section_id=3&article_id=6033)

Slideshow: 2009 Tesla Roadster >> (http://javascript<b></b>:standardgallerypop(1652,1);)
Video: 2009 Tesla Roadster >> (http://javascript<b></b>:rtstreampop_Brightcove('http://link.brightcove.com/services/link/bcpid717440069/bclid686943726/bctid4988639001'))
There's more to these modes than simply scoot levels. In a real sense, they determine battery life. Storage mode, for instance, is just that: Optimally, the car is kept plugged in for a trickle charge. Similarly, Standard mode has an SOC window (i.e., "full" discharge to "full" charge) that's calculated for best battery durability. Max Range allows a slightly wider window, the increased chemical activity of which ultimately shortens battery life. Max Performance comes with a similar disclaimer.
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Each mode has its own criteria of powertrain cooling as well. Tesla's AC induction motor is air-cooled; the battery pack, water-cooled, its radiator/condenser residing up front and supporting the car's air conditioning as well. Air-circulating fans and pumps have on/off cycles dictated by operational modes.
And, in fact, not unlike conventional gasoline-powered cars, our Tesla profited from some cooling-off spells during the most rigorous of our El Toro testing. Its instrumentation showed no need for this in my own driving.
At 2750-lb. curb weight, the Tesla feels like an over-ballasted Lotus Elise (http://www.roadandtrack.com/article.asp?section_id=6&article_id=6865). But this ballast feels balanced and located really low in the chassis, and the Roadster responds to enthusiast input. Its turn-in is precise — to wit, Jonathan's notably quick 68.6 mph through our slalom. And, though its tire choices promote a bit more understeer than purists might prefer, its skidpad grip of 0.92g is commendably high as well. (The Shelby GT500 Super Snake (http://www.roadandtrack.com/article.asp?section_id=3&article_id=6056) is a good matchup in these two activities.)
Brake feel is utterly natural; this, despite its hydraulics blended with regenerative function and ABS. In our full panic stops, the Tesla hauled itself down from 60 mph in a short 119 ft; from 80 mph, it required 210 ft. In a best of all possible Teslas, perhaps we'd prefer a driver-adjustable regen, mild for coasting down a long hill, for instance; rather more aggressive for "one-pedal trail-braking" that we've enjoyed in some other BEVs we've driven.
Our time with the Tesla and electrical options available to us precluded any recharging. Here's the deal, however: A dedicated 220–240 volt/70-amp source (as provided by the car's garage-installed High Power Connector) could recharge to full in perhaps 3½ hours. Unplug one's 220V/30A home clothes dryer, and it would take somewhat longer. If all one had was a measly 110V hookup, overnight would do fine. The recharge junction, by the way, resides beneath the Tesla/nee Elise's "fuel-filler" flap on the bodywork's left flying buttress.
http://www.roadandtrack.com/assets/image/2008/W49/120520081608035933.jpg (http://javascript<b></b>:standardgallerypop(1652,9);) Slideshow >> (http://javascript<b></b>:standardgallerypop(1652,9);)

As noted in our previous reports, the Roadster's interior is rather more habitable than an Elise's. One reason for this is a narrow center console to the betterment of thigh clearance (appreciated by your larger-than-average-bear author). I must confess, however, I avoided clambering in while the soft top was still in position. Top-up, the Roadster isn't my car.
Fit and finish of our Tesla were exemplary, seemingly rather more tightly assembled than the last Elise I recalled. Portions of exposed carbon fiber gave a nicely technical appearance to surfaces. The leather trim contributed an upmarket feel appropriate for a car of this price range.
Which price range is that? The list price is $109,000; options brought ours to $118,400. A goodly number of the car's initial 1000 customers paid a bit less; the first 25 cars went to investors (who likely contributed rather more). What with a measured ramp-up of production — and a soft economy — I suspect it'll be some time before Tesla probes the Lotus Hethel works' upper bound of 2000 electric sports cars per year.
In the meantime, though, we are delighted to have spent some "quality" — and instrumented — time with the Roadster. We're also pleased to see its extravagant claims confirmed. Our next step: maybe installing a 230V/70A hookup in the R&T garage and posting a "long-term" pitch to San Carlos, California.
Related Links:


Slideshow: 2009 Tesla Roadster (http://javascript<b></b>:standardgallerypop(1652,1);)
Video: 2009 Tesla Roadster (http://javascript<b></b>:rtstreampop_Brightcove('http://link.brightcove.com/services/link/bcpid717440069/bclid686943726/bctid4988639001'))
Data Panel: 2009 Tesla Roadster (http://www.roadandtrack.com/assets/download/0209_tesla_datapanel.pdf)







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zelatore
12-23-2008, 09:41 AM
Now just imagine how good it would handle without the added weight of the battery pack...

(to paraphrase)

Lotus. There is no substitute.

Actually, these are one of the companies I've watched with interest since they have produced an electric car that's actually enjoyable and also of course because they are local for me.

Also of note, they not only are NOT outsourcing production, but they are actually building a new plant in San Jose, CA. Yes, they got a ton of incentives from the city, but I'll give them credit - almost nobody actually builds anything in the valley. You engineer here and build where labor is cheap.

gcarter
12-23-2008, 09:49 AM
[quote=zelatore;483795]Now just imagine how good it would handle without the added weight of the battery pack...quote]



A verrrrrrrry long extension cord.

zimm17
12-23-2008, 10:27 AM
Jay Leno has one. Saw it on TV. They were along side him at highway speeds and he floored it- made a whirring sound and took off at a crazy acceleration rate. Cool car, but expensive. The battery is $30k according to the show.

zelatore
12-23-2008, 11:33 AM
I'm not sure, but the electric version might actually out accelerate the standard gas version of the car. Electric motors are kings of torque.

In fact, if I recall right this car is either direct drive or has a 2-speed transmission. You can do that when you make the same torque at 1 rpm as you do at redline.

It is pretty cool. Probably the best of the electrics out there; defiantly the best electric from an enthusiast's point of view.

Cuda
12-23-2008, 12:03 PM
I wonder if Telsa himself could afford it? :)

Just Say N20
12-23-2008, 12:11 PM
The review said they initially were working with a 2-speed for increased top speed, but decided on a single speed which yields a top speed over 120, and is much less complex.

gcarter
12-23-2008, 12:36 PM
Don't miss out on downloading the PDF test results.
Pretty impressive.

I think the 200 mile range is important.
Still not for cross country though.....can you imagine waiting 2 1/2-3hrs to recharge your batteries??????
If you could find someone w/70 AMP service.....

zelatore
12-23-2008, 12:50 PM
Cut the wieght down a bit and it would make a wicked autocrosser.

Monster torque everywhere to squirt out of tight corners; 0 lag; always in the right gear.

And you know the basic Lotus chassis is a winner.