A Trip in Three Phases… Phase 2… BMW Active E Electronaut Reunion 4 in Morro Bay

After completing Phase 1 (click here to start at Phase 1) of this trip.  We had an overnight pause before the start of Phase 2.  The second phase of the trip was a trip to Morro Bay for the 4th BMW Active E North-South Meetup in Morro Bay. This was on June 4, 2017.  Long-time readers remember when we had our last one that culminated in the Active E Wake.

Phase 2 – Active E Reunion – WxNS4

June 4, 2017

In previous years we had done this drive from home to Morro Bay.  Morro Bay was chosen several years ago because it was nearly halfway for all the Active E populations from Northern and Southern California.  The other three times that we drove for this meetup, we drove North to Morro Bay, but this time around, we were staying in Silicon Valley and drove South to Morro Bay.

Before our first stop in Gilroy (more a “human” maintenance stop than anything else…)

We spot someone taking off at the airstrip by the freeway.

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And here’s the route planned for us.

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That’s not a route we normally take for this drive, but thought it looked easy enough.

If you remember from Day 1 drive up from the previous post. This is a pretty big location and it is interesting to see so much empty space. We were the only one in Gilroy.

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It was a quick stop, but glad to have the boost. It looks like the winds were blowing hard today.

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Even Atascadero was relatively empty in the early morning.  We caught up with one of our fellow ActiveE alumnus, Jack Brown, the proprietor for the Take Charge And Go EV Hang Tags that I use to notify folks of my charging intent.  He was ahead of us, so he took off a few minutes before we were done with our charge.

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Our first view of the Rock at Morro Bay.

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Lots of EVs and one hydrogen in the mix.  We met at the Grill Hut in Morro Bay for our brunch.

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I even took the opportunity to tease my #EVBingo competitors on Twitter.

Lots of friendly faces waiting to be served at The Grill Hut.

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Here’s a better shot of that side of the table, George wasn’t moving…

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And a shot of the other side of the table.

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My good friend, Tom Moloughney made the trip out from New Jersey to hang with us for this meetup, he’s to the right of my empty chair.

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We parked our S on the other side of the street, there were enough Tesla Model S represented, besides the car is so large that it sticks out of the lines.  You can spot me in the picre below in the Orange.  I’m between the White and Blue i3s.

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It is a BMW Reunion, so we take a close up of the brave souls that stuck with them.

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I suppose the groupcould have spread out a bit more, but we’re a friendly bunch.

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A candid shot of us chatting away in the sunny Morro Bay day (it was appropriately cloudy during the Active E Wake.)

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The other two Teslas that made this trip today.

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The classic Tom and Dennis shot.

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And with Todd Crook joining us.  Todd’s just replaced his 2nd Gen RAV4EV with a Honda Clarity Hydrogen.

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George brought his yearbook.

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and we signed it.

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And after our reminiscing and conversations, we head back North to some great California scenery on our drive.

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And some not so great scenery…  That’s a lot of oil wells.

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But it changed back to great sights soon enough.

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We were thinking of making the turn-off to get some points to plug into Monterey Supercharger, but saw how full the stalls were and with all the traffic, decided to head back and skip it.

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We stop again at Gilroy.  The Gilroy Supercharger on a Summer Sunday afternoon doesn’t look as empty as Sunday morning.

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And then we were back in Fremont for our last night at the Marriott Fremont.  If you squint, you can spot the EVs and chargers at the office building across the street of our hotel.

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We head back to the re-opened Marriott Fremont Executive Lounge to get a great sunset shot of the Tesla Factory.

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We also noticed that this destination had ANOTHER set of chargers in addition to the two that were outside.  We figure to use those tomorrow morning.

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Before turning in, we figure that our #EVBingo totals would be interesting to tally up on a long drive day.

Total Spotted Points Per Car Total Points
Tesla Model S 38 1 38
Chevy Volt 14 1 14
BMW i3 5 3 15
Tesla Model X 10 5 50
Mercedes Benz B250e 0 15 0
Ford Fusion PlugIn 1 2 2
Ford C-Max PlugIn 0 3 0
Nissan LEAF 4 1 4
Fiat 500e 0 7 0
Kia Soul EV 1 15 15
Volkswagen E-Golf 1 8 8
Toyota Prius PlugIn 5 3 15
Sonata 0 15 0
Chevy Bolt EV 4 15 60
Chevy Spark 1 15 15
Honda Fit EV 0 50 0
Honda Accord PHEV 0 50 0
BMW i8 1 15 15
RAV4EV 2nd Gen 0 30 0
Mitsubishi iMiEV 0 50 0
Audi E-Tron 0 12 0
Golf Cart 0 1 0
Total 251

So, that’s 251 Total US points, or 125.5 California handicapped points.

June 5, 2017

We had a free day in-between phases on June 5, 2017.

Since we were re-positioning to a non destination charger hotel without ready access to a supercharger, we moved the car to one of the destination chargers in the morning and range charged it for our drive around the Bay Area.  Here we are using the Take Charge And Go EV Hang Tags to notify anyone who drives up that we will be done by check-out time.

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Even took the opportunity to check in on the TeslaratiApp and make a PSA Tweet from the OC Tesla Club account.

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Looks like the max for the car is at 252. That’s one less mile than last year’s trips, and 13 miles less than when we first picked it up from the factory. Additionally, there were several firmware changes, so not sure if that affected calculations as well.

On our drive to our new hotel for the night, we spotted a full car carrier full of EVs… Unfortunately golf carts are controversial for the #EVBingo points.  There were at least 18 of them in that carrier.

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We drove by Oracle Arena, jealous of the Golden State Warriors opportunity to win the NBA Championship for the second time in three years.

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And enjoyed our night at the Hyatt House in Emeryville. It was less expensive than most hotels that we looked at that was located near the Tesla Annual Meeting. Besides, we used the re-positioning to have dinner and visit a friend that live on this side of the Bay.

So, the second phase of our three phase trip was complete and we have an extra day before the Tesla Annual Meeting and our drive down home. Click here for Phase 3 of the trip.

If you want to join us on some of our other trips, here’s day one of our cross-country trip from 2015 or last year’s Long Way Round to the Gigafactory which took us to the Vancouver, BC and back.

A Trip in Three phases… Phase 1… The Tesla Owners Club 2017 Leadership Conference

The beginning of June has been a jam-packed time for our EV life. We packed three differing EV related events into six days on a trip to the Bay Area.  Thus, this series of a trip in three phases.

A few weeks prior to this trip, I’ve been playing #EVBingo with a bunch of fellow EV enthusiasts on Twitter. Derek Osborne, from Glasgow, Scotland sent the following Tweet and I became addicted playing this game with them since the last week of May.  (We decided on Twitter to handicap California scoring from the US system that they came up with by 50%).

EV Bingo Card - US Edition

The game is played by tallying up the points for all the vehicles that is spotted on the road and adding the point totals. There’s a lot of EVs in California, so this particular game had to be handicapped for us at 50% the total value.

So, the first phase of the trip (June 1-June 3, 2017) was focused on meeting with the leadership of the official Tesla Owners Clubs and working with Tesla on the relationship between the clubs as well as the relationships between the club and Tesla.

Phase 1 – Tesla Owners Club Leadership Conference

June 1, The Drive and Reception

The drive on June 1st targeted arriving at the Marriott, Fremont (which is across the freeway from the Tesla Factory) in time for the evening reception for all the participating Tesla Owners clubs at the hotel.  We left home and proceeded North through the I-405 traffic in West Los Angeles because of the #EVBingo addiction.  I figured to spot more EVs in the heavier, more direct West LA traffic than going the longer, but less populated route through the foothills.

Even with my more direct, but heavier traffic route, the in-car Trip Planner only required us to make two stops to make our destination.

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Before leaving the LA Metro area, we spot a very positive sight. The California Aqueduct is flowing with lots of water again.

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Additionally, in the interest of figuring out how many #EVBingo points I would spot on the drive within the LA area vs. between metro areas vs. Silicon Valley/Bay Area totals.  So, as we pass the California Aqueduct in the northern parts of LA County, we ran through our totals for the drive through traffic.

So, before we headed into the parts of California in between the LA Metro Area and Silicon Valley/Bay Area, we did a quick total count.

Total – 6/1 In LA Metro Area On Car Carriers Total Spotted Points Per Car Total Points
Tesla Model S 55 55 1 55
Chevy Volt 43 43 1 43
BMW i3 16 16 3 48
Tesla Model X 8 6 14 5 70
Mercedes Benz B250e 3 3 15 45
Ford Fusion PlugIn 1 1 2 2
Ford C-Max PlugIn 1 1 3 3
Nissan LEAF 5 6 11 1 11
Fiat 500e 6 6 7 42
Kia Soul EV 1 1 15 15
Volkswagen E-Golf 2 2 8 16
Toyota Prius PlugIn 6 6 3 18
Sonata 0 15 0
Chevy Bolt EV 8 8 15 120
Chevy Spark 0 15 0
Honda Fit EV 0 50 0
Honda Accord PHEV 0 50 0
BMW i8 1 1 15 15
RAV4EV 2nd Gen 2 2 30 60
Mitsubishi iMiEV 2 2 50 100
Audi E-Tron 1 1 12 12
Golf Cart 0 0 0 0
Total 675

Which means that with the California 50% handicap, we’re at 337.5 points.

And we’re reminded of why California is called the Golden State. Dry Brush sure looks like gold.

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#EVBingo was not the only game that I was playing on the road.  I was also helping beta-test TezLabApp (iTunes or Android) from HappyFunCorp. And one of the categories in this Tesla Social/gamifcation app is number of superchargers visited for the week, either for all the folks on the app, or your “friends.”  So, I made a deal with my better half that we would stop in as many supercharger locations and plug in as long as we got to the conference in “decent” time.

Besides, there were several added new superchargers along the route (as well as some expansions to existing capacity.)  We stopped at all these superchargers, but charged for a very short time at each one as the time required to charge in the one stop only required fifteen minutes.  We did stop at the Tejon Ranch supercharger for about ten minutes (Supercharger D in the image below), but that had a lot more to do with the coffee I drank in the morning, than really needing to stop and charge.  If you look at the map below, it was directing us to the Bakersfield Supercharger (which is the end of the BLUE highlighted GPS route, before it turns GREY.)

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If you look above, the Tejon Ranch supercharger has four more supercharger stalls deployed. Granted, they are of the “mobile” supercharger variety, but this is usually an indication that further, more permanent stalls will be placed at this location in the future.

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Our first new, to us, supercharger stop was at the Bakersfield Supercharger. This location is interesting in that it is one exit South of the Buttonwillow Supercharger on I-5. Having stopped at Buttonwillow late night/early morning in the past, we can attest that this location with its placement at a gas station location (and IHOP, as well as being located a block away from the California Highway Patrol) makes it ideal for any late night supercharging that we may have to do on this route in the future.

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Our view while supercharging at the stall perpendicular to the rest of the installation has a nice view of the current gasoline prices on this route.

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What it looked like behind me, before someone else was by to join us at the supercharger.  The Trip Planner had us originally scheduled to stop and charge here for fifteen minutes before we headed to Harris Ranch.  However, I was pining for some coffee and we knew that Buttonwillow (which is the next exit North of us) was collocated by a Subway and Starbucks.  So, we unplugged and headed North.

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Moments later, this white Model X took the spot behind us.

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So, we headed to Buttonwillow, one exit North of the Bakersfield Supercharger.  (approximately 3 miles, I believe.) As I previously mentioned, this stop had a lot more to do with the collocated Starbucks than anything else (that and getting the TezLabApp (iTunes or Android) points. We were joined by a Signature Red Model X with some interesting rims.  Getting our Starbucks order completed took longer than the recommended supercharging stop for our next stop at Harris Ranch.

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On the drive along the I-5, we’re reminded that as long as the grid has a connection, we’re sure to find a way to recharge any EV.

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It’s just great that Tesla provides the supercharger network to do it in a quicker way than most other EVs.

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We continued on to Harris Ranch, an Oasis on I-5 for its great steaks, but also for its industry leadership in supporting clean fueling. From its original Roadster charging station to its Hydrogen station. (note the Hyd sign on the exit.)  The only thing missing is standard J1772, CHAdeMO or CCS at this stop (I’m not sure if CNG is available here as well, I don’t normally check for that.)

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This site has expanded again for the third time and is now up to 20 supercharger stalls.  It originally had six charger stalls, then 13 charger stalls, and now 20 supercharger stalls.  The last two are reserved to be used last for handicap access.  I made a mistake on this stop and charged there.  I read the sign for the one I was using when we LEFT Harris Ranch, so I was charging at one of those two chargers that were reserved to be used last on this trip.  To be fair, the last one was the extra-wide that is common for handicap access.

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We’ve been spotting a ton of Tesla vehicles on car carriers on this trip, and we finally caught one on film.  Luckily, the #EVBingo folks said that we can count EVs on car carriers that are NOT found in a dealership or Tesla Gallery.

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It seems that most of the Teslas on the transporters on this day are predominantly Model X.

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Though the better half caught this one carrier with a lot of S on it.

Before making the turn-off for Gilroy, we pass 77,000 miles.

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Now, the navigation didn’t require us to stop anywhere else, but it’s common practice for us to supercharge to near maximum at Gilroy so that we’re not so reliant on supercharging or destination charging while visiting hotels in the Silicon Valley/Bay Area. So, the warning below was for our destination for the evening.

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However, instead of going to Gilroy directly, we noticed that there is a new, to us, Supercharger at Gustline that was about a six mile detour from our route.  So, we decided to go ahead and get the points for the TezLabApp (iTunes or Android) contest.

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Have to be careful of the dip in the charging stalls.  So, if one has air suspension, remember to use it before backing into the stalls.

This is the view from our charging stall.

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We didn’t really need to stop, and after a few minutes of photo taking and documentation and obtaining TezLabApp (iTunes or Android) points, we headed to Gilroy.

The drive to Gilroy we’re greeted with a welcome sight. The reservoir that has looked rather parched in the past few years and previous trips looks like it’s almost at capacity.

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Even the little duck pond that we’ve passed has water in it again.

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The Gilroy supercharger location is another of the original locations in the Supercharger network.

We noticed that this was yet another location that had been expanded for a third time or so.  Originally, when we picked up our Model S in 2013, this location had six stalls.  It’s expanded to twelve last year and now to sixteen stalls.  (Not to mention the CHAdeMO  and CCS stations at this location as well.)

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We decided to check out the newest four stalls and charged at one of them.

Spotted another EV (Golf Cart, which unfortunately has mixed consideration for #EVBingo).

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Did spot a JdeMO powered 2nd Gen RAV4EV pull up to the CHAdeMO/CCS station at Gilroy.

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Spoke with the owner for a few minutes before heading onward to the conference.  The JdeMO from QuickChargePower is a device that adds CHAdeMO DC Fast Charge capability originally for the 2nd Gen RAV 4 and now the Roadster.

We figured that this location was a good one to delineate as “in-between Metro Area spotting” so, quickly tallied our #EVBingo points

in Between Metro Areas
Total – 6/1 in Between Metro Areas On Car Carriers Total Spotted Points Per Car Total Points
Tesla Model S 26 8 34 1 34
Chevy Volt 8 8 1 8
BMW i3 0 3 0
Tesla Model X 12 16 28 5 140
Mercedes Benz B250e 0 15 0
Ford Fusion PlugIn 1 1 2 2
Ford C-Max PlugIn 1 1 3 3
Nissan LEAF 9 9 1 9
Fiat 500e 1 1 7 7
Kia Soul EV 0 15 0
Volkswagen E-Golf 0 8 0
Toyota Prius PlugIn 0 3 0
Sonata 1 1 15 15
Chevy Bolt EV 0 15 0
Chevy Spark 0 15 0
Honda Fit EV 0 50 0
Honda Accord PHEV 0 50 0
BMW i8 1 1 15 15
RAV4EV 2nd Gen 1 1 30 30
Mitsubishi iMiEV 0 50 0
Audi E-Tron 0 12 0
Golf Cart 1 1 0 0
Totals 263

Which means that with the California 50% handicap, we’re at 181.5 points.  Or 938 total points without the handicap or 469 points after the 50% handicap, for today’s drive, so far.  We headed from Gilroy to the Fremont Marriott and for more metro-area #EVBingo, in the middle of Silicon Valley Rush Hour traffic.  And another Tesla filled Car carrier on the other side of the freeway.

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It wasn’t just Teslas in this part of the drive.  There seemed to be an inordinate number of LEAFs in traffic with us. It was not uncommon on this part of the drive to catch a few LEAFs at the same time. It was like a flashback to 2012 or 2013 when it seems that every other EV was a LEAF.

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Here’s an interesting shot that my better half and co-pilot captured with the former Solar City location sporting Tesla signage and one of many LEAFs that we spotted for #EVBingo in the Silicon Valley area.

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Before heading down to the Tesla Owners Club Leadership Conference Thursday Reception, we do a quick #EVBingo tally.

Silicon Valley
Total – 6/1 Silicon Valley On Car Carriers Total Spotted Points Per Car Total Points
Tesla Model S 7 6 13 1 13
Chevy Volt 22 22 1 22
BMW i3 2 2 3 6
Tesla Model X 2 6 8 5 40
Mercedes Benz B250e 4 4 15 60
Ford Fusion PlugIn 1 1 2 2
Ford C-Max PlugIn 1 1 3 3
Nissan LEAF 35 35 1 35
Fiat 500e 2 2 7 14
Kia Soul EV 1 1 15 15
Volkswagen E-Golf 1 1 8 8
Toyota Prius PlugIn 7 7 3 21
Sonata 0 15 0
Chevy Bolt EV 5 5 15 75
Chevy Spark 1 1 15 15
Honda Fit EV 1 1 50 50
Honda Accord PHEV 0 50 0
BMW i8 2 2 15 30
RAV4EV 2nd Gen 0 30 0
Mitsubishi iMiEV 0 50 0
Audi E-Tron 0 12 0
Golf Cart 0 0 0
Totals 409

Which means that with the California 50% handicap, we’re at 204.5 points for Silicon Valley.  Interesting to spot a lot more LEAF and Volt than S and X this close to the Fremont Factory.  Still didn’t spot any Model 3 on this drive.

And adding all the legs of this one day, gives us the totals for this Thursday.

Day Total
Total – 6/1 Total Spotted Points Per Car Total Points
Tesla Model S 102 1 102
Chevy Volt 73 1 73
BMW i3 18 3 54
Tesla Model X 50 5 250
Mercedes Benz B250e 7 15 105
Ford Fusion PlugIn 3 2 6
Ford C-Max PlugIn 3 3 9
Nissan LEAF 55 1 55
Fiat 500e 9 7 63
Kia Soul EV 2 15 30
Volkswagen E-Golf 3 8 24
Toyota Prius PlugIn 13 3 39
Sonata 1 15 15
Chevy Bolt EV 13 15 195
Chevy Spark 1 15 15
Honda Fit EV 1 50 50
Honda Accord PHEV 0 50 0
BMW i8 4 15 60
RAV4EV 2nd Gen 3 30 90
Mitsubishi iMiEV 2 50 100
Audi E-Tron 1 12 12
Golf Cart 1 0 0
Totals 1347

Or 1347 total points without the handicap or 673.5 points after the 50% handicap, for today’s drive.

I’m not even sure if that counts the points for the Teslas that we can spot from outside our window from our room today.

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I know it didn’t include the ones across the freeway at Tesla’s Factory from the Marriott’s Executive Lounge.

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Either way, we headed to our evening reception with fellow Tesla Owners Club leaders.  Aside from folks from all over North America, we had friends fly all the way in from Europe and Australia to join us in this first formal event.  Those that followed us on last year’s Long Way Round trip to the Gigafactory would remember the lunch that we had with fellow clubs before the event.

The evening reception was casual and provided the attendees with the time to “get to know” each other again.

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Zeb (pictured on the right) had done this trip on the furthest drive for the group, having driven cross-country from North Carolina and documented it on Google Plus.

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Our Belgian friends, who would later capture some great Model 3 shots on this trip at the reception were all wearing their club polos.

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And here I am speaking with some of the Europeans again.

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Before turning in for the night, went back up to the Executive Lounge to get a nice shot of the Tesla Factory across the street.

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June 2, Conference at Tesla Fremont Factory

Day 2 of the Conference starts off with a bunch of us that drove to the conference providing Zero emission transport from the hotel to the Tesla Factory. Tesla provided the clubs with a room and the time with quite a few employees and executives to spend the day with us as we brainstormed how to make the Tesla Owners Club Program a bigger success.

At the hotel driveway, before we took off… Here’s the panoramic I took after a few of the cars took off…

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Here are four shots of the driveway before those cars took off.

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A hotel driveway full of Teslas mean that either I’m in Heaven, in California, Norway, or Amsterdam’s Schipol Airport… One of those four things is accurate.

Our event with Tesla was occurring during the same time as the Model 3 VIP Event/Factory Tour for folks from the Referral program, so I’m not sure whether they had us park for our event or the other one, but we parked by the supercharger/delivery center at the Fremont Factory.

We headed through security into the training room set aside for the TOC Leadership were meeting.

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We were asked some ice breaker questions.

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and waited for the start.

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It was a long, productive day and we got a break in the middle to do an updated factory tour.

We saw 100,000 Model 3s produced and ready to go…

…JUST KIDDING…

…We saw the production line and the factory itself seems to be “more full” than I’ve ever seen it before. This was the third time that I’ve visited the factory and it seems like they’re now fully utilizing the building.

But we had NDAs and couldn’t take any pictures whatsoever.

It wasn’t all serious work. In between sessions, the tables were provided some pipe cleaners and folks got creative with what was provided for them.

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Here was a rendering of a Model 3 supercharging.

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Either a Rocket Ship to Mars or La Tour Eiffel from Stephen Pace as well as some chocolate covered macadamia nuts from the Hawaii Club.

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And the better half was not immune from the pipe cleaner fun…

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Doing a Tesla logo and the notebook that we used at the conference.

Here are the selection of pipe cleaner fun that the folks put together.

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Aside from the goodies that Tesla fed us with, our friends from Hawaii brought some chocolate macadamia nuts that were in bite size packages on our tables, the Belgians brought Godiva.

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After a long day of brainstorming and working with our Tesla hosts, we had some dinner and drinks at the Factory.

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and some special Tesla cookies for dessert.

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We had some further interesting happenings that I won’t be sharing with you here… But, let’s just say that I got a good idea of the differences in size between the Model 3 and Model S.

And then we were back at the Marriott. When we got back to the hotel, we found out that Robert R and our friends from Belgium were busy taking pictures of the Model 3, both in the wild and on the Test Track near the Factory.

This was what they first spotted that first evening of #Model3 spotting.

They were also by the Tesla track beside the factory and had a few shots on their Twitter page as well.

Had a good time with some late night discussions at the hotel lobby with fellow club leaders, but decided to turn in.

June 3, Club de-brief, hanging at the Computer History Museum, and Model 3 Spotting

The next morning, we had a half day session left for the conference. But before the start of the conference, I thought to see if I can clean the windshield on the car.

Want to spot Teslas from the hotel window? Our S is parked beside the traffic cones on the bottom right corner of the picture.

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Here are some of the Teslas that I could spot from above.

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Lot of other folks did this drive in their Model X. Zeb from North Carolina had already headed back at this time. I was trying to find his car to show the guy with the farthest drive from this group.

And our friends from Belgium were up to their tricks again…

But eventually, we all met back for our clubs debrief and we had a productive session amongst the Tesla Clubs.

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It was good to get a grasp of what other clubs are up to, what sort of response they get and strategies on how to work within the community and with Tesla. We strengthened our bonds and said goodbye to old friends and new. With the full expectation to spot some of these folks on Tuesday for the Tesla Annual Meeting, which is Phase 3 of our trip.

Besides, we were provided with the last gift from the event planning committee.

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The chocolate was enclosed in this puzzle box adorned with all four Tesla vehicles produced or about to be produced, so that was cool.

The rest of Saturday, the 3rd was hanging out with Trevor Page of Model3OwnersClub. We were in contact with each other because he was flying in for the Referral Program VIP Tour and Q&A Session that was held during the same weekend as the TOC event. We were trying to find a time to hang and I volunteered to take him to the airport, so we hung out for a while before his flight.

He hasn’t visited the area before and I didn’t know what traffic in the area was like, so figured to take him to the Computer History Museum in Mountain View. The museum is a short drive, even in traffic, from San Jose Airport. Additionally, the museum is the same location as the Tesla Annual Meeting and figured that he would enjoy that.

We’ve been in the building last year for the Annual Meeting, but never really visited the museum.

Needless to say, it was a blast.

We saw some really old computers.

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Here’s Trev taking a photo.

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And a lot of very important historical computers. Like this Enigma Machine.

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Or this really old memory tube that was 2560 bits of RAM.

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Trev in front of some old military computer installation.

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A couple of old Cray computers.

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Of course, video games…

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They even had some kids playing PONG.

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and finally an old Apple 1.

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Before we took Trev to the airport for his flight, we take a picture in front of the Google/Waymo Pod Car.

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He had a little fun with his Twitter followers with this car…

After dropping Trev off at the airport, we decided to charge up at the supercharger at the Tesla Factory. Though our hotel is a host to in the destination charger program, one of the L2 was broken, and it was easy enough to catch a charge there. Besides, I had to get another drink of the Tesla Blend drip coffee that Tesla was serving us during our conference the other day.

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I was trying to do some lazy Model 3 spotting at the factory.

And actually caught the Alpha being loaded back in the truck.

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Except, I was asked not to take any further pictures. It’s cool, but I’ve been way up-close to that car already. It’s the same one that was at the Tesla Solar Roof and PowerWall2 Announcement from a few months back, and I have a ton of better pictures of that.

After being emboldened by our spotting of the Alpha car… I figured to take the long way back to the hotel, and drive close to the track that our Belgian friends spotted the Silver and Red cars being speed tested. And sure enough, we spot two of them.

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There are definitely better pictures, but these are the ones that I spotted. We even captured their drives on video… Have to zoom in though! 😉

Either way, we had some fun on #EVBingo with that…

So, the first phase of our three phase trip was complete and we had a night to recover before our drive down to Morro Bay for the ActiveE West Coast North-South Reunion 4. (or WxNS4 as they’ve abbreviated it.) Click here for the next phase on this trip.

If you want to join us on some of our other trips, here’s day one of our cross-country trip from 2015 or last year’s Long Way Round to the Gigafactory which took us to the Vancouver, BC and back.

I’m sure that we’ve driven over six orbits of the Earth on EV power alone!

Last week, I noticed that my wife’s Roadster reached 24,000 total miles on the odometer on May 4.

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A few days later, on May 7, we reached 75,000 total miles on the Model S Odometer as well.

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My wife is the second owner of her Roadster and it had 2,200 miles when we picked it up and the Model S had 22 miles on the odometer.  In the three years and eight months of Tesla ownership, it was a bit of a shock when I realized this morning that the total of these two mileages was 99,000 and that we were very close to having a 100,000 Tesla miles on our own vehicles.

Considering that we turned in the Active E with 54,321 miles on the odometer in February 2014 after two years. That means that our total EV mileage driven on vehicles that we’ve owned or leased now totals greater than 150,000 miles on electricity.  As impressive as this is, it is even more interesting to note that our actual totals are much greater than this.

During periods when we’ve had our cars in for service, I’ve been tracking our EV vs ICE miles and we’ve done about 80,000 miles on loaners and rental EVs.  So, our actual total is about 235,000 miles of electric driving.  In the meantime, we’ve done about 24,000 miles of ICE driving on our 2001 BMW X5 (both our driving, and when we lend the car out to visitors) as well as the times that we’ve rented ICE cars when we travel.

When I reached 74,000 miles of the Model S earlier in April, @Brian_Henderson (FYI: 75k is 3 orbits of Earth 🌏 driving pole over pole. ⚡🚘😃) reminded me that a circumnavigation of the Earth is approximately 25,000 miles and this is also cool to hing that all the vehicles that we’ve owned or leased means that we’ve travelled 6 orbits of the Earth.  So, that’s cool.

So, are we going to reach 75,000 miles on the Model S this month?  I’m pretty sure that we’ll get there before the end of this month.  If not on our beginning of June trip.

Five Years of EV Ownership

February 23 is a special day for me. It’s the day that we took delivery of our first EV in 2012. This means that five years ago, today, I joined the rEVolution and picked up my BMW Active E from Long Beach BMW.

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I didn’t even have Level 2 charging installed in the garage on that day and had to plug in the car on 110V.

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In fact, it wasn’t until several weeks have passed until I got our Level 2 charger installed under a grant that covered the charger, but not the installation. It’s a 30A J1772 charger from Chargepoint (CT-500) that is still going strong today (I use this for the Model S predominantly). It’s lost it’s networked feature as the modem in the device is no longer supported.

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What this also means is that February 23 is also a bittersweet day for me as well… As that same Active E was taken from me quite unceremoniously on this same day in 2014.

Time does heal old wounds and I don’t pout when I say Active E anymore.

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Then again, we did add the Roadster and Model S to our garage as we wait for our Model 3 and whatEVer else will take our EV future.

It helps that I can borrow the Roadster when my wife feels generous in letting me use it.

These next two pictures are from when we first picked the Roadster up…

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and how it looks a week ago.

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Here’s the Model S when we picked it up at the Tesla Factory

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at its first Level 2 charge on our delivery weekend first roadtrip (in Sonoma for this shot).

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And this recent shot when I was using the CHAdeMO charger near the Fountain Valley Supercharger from almost two weeks ago.

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And a little nostalgia for those few months that we had more EVs than drivers in 2013-2014.

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That was all three cars scheduled to charge at various times throughout the night on their own chargers.

Unfortunately, didn’t have a better shot of all three cars… Here’s a classic shot of the Model S and Roadster on the Model S first day home.

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In fact, for the past five years since we picked up the Active E  With all three cars (and various loaners and the few EV rentals we’ve done), we’ve added approximately 204,000 electric miles vs. 24,000 gasoline miles (both our own use, and when we lend our lone ICE car to visitors, as well as our use of ICE rental cars).   What’s funny is how much fanfare I had when I first hit 100,000 electric miles, and 200,000 went by and I didn’t even pay attention to it.

I’ve documented the challenges that we’ve had with all three cars and they’ve all pretty much “behaved.” In fact our Model S just replaced its first 12V battery earlier this week. We’ve actually just replaced all four tires on the Model S a few weeks prior (still around 69,000 miles on the Model S).

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To be fair, we did replace ONE of the four tires about 30,000 miles or so ago for a tire failure from driving over a road hazard. But the wear was pretty even, and we replaced all four tires when the tread was around 4/32 for two of the tires, and kept the other two (at 5/32) as “back-up”. The tires are “special order” and I would hate to have a failure and not have a pair ready to swap out (at the same tread.)

I guess what’s really special with driving EV is how “normal” it is for us now.  In the beginning everything felt like it was going to be a challenge.  How we managed to get 54,321 miles in the Active E in the two years that we had it depended a lot on available Level 2 charging.  The infrastructure was there and we planned our trips so that we can recover miles when we got to our destinations.  With the Roadster, we didn’t need to plan as much.  We often had enough range to get back home.  Now with the Model S, it’s even more interesting.  We went Here, There, and EVerywhere as well as the Long Way Round to the Gigafactory Party.  But the fact of the matter is, we picked up the Model S at the Fremont Factory.  Went to Sonoma for wine and then back down to Southern California in November 2013, without much planning.  That’s what EV ownership should be like.  Pick up and go.

Are we there yet?  To me, I’m there.  But to the rest of the world, perhaps we’re getting there.  It’s been a great 5 years and 200,000 miles of EV driving, and I’m looking for more and more EV adventures.  Stay with us and see where electricity will take us.

Home Electric Vehicle Charging Solutions

We had the opportunity to upgrade and make some changes to our home Electric Vehicle (EV) charging setup and thought to share that with you.

I went back to look at my posts to see if I could update what I thought I had written about in the past.  It turns out that I must have shared this information to the public via forum posts and not on the blog, so I figured to go over home charging today.

As a long-time multi-EV owner, one of the things that we’ve setup at our home is the ability to charge our EVs at the same time. This can be as simple as running several 120V plugs, but when you drive the miles that we had on our daily commute, 120V service is just not enough.  As a result, we’ve made accommodations to upgrade our EV charging to varying grades of 240V service.

So, to explain what I mean by varying grades of 240V service, I need to go off on a short tangent, I’m not an electrician, but having been involved with EVs for over four years has made me understand some EV basics.

1) Battery capacity and EV range is measured in kWh of storage (your consumption rate determines what that range is in miles or kilometers.)  This is why the Model S and Model X is sold with differing models corresponding with battery size.

2) The speed to re-fill this battery capacity is measured in several ways, but basically in kW of power.  The higher the number, the faster that a car can charge. So, this kW maximum for a charger is the amount of Volts multiplied by the Amps of the service.  Furthermore, an EV charges at 80% of the total Amperage that the circuit is rated for, so a 40A circuit can use a maximum of 32A to charge.

On a basic, common North American plug outlet, 120 Volt x 15 Amp service, an EV driver can use 120V x 12A = 1.44 kW of power.  (On Model S, this is a maximum of 4 miles per hour charge rate, under ideal conditions.)  It is interesting to note that many early EVs of this current generation (2011 and 2012 Nissan LEAF and Chevy Volts) had a 3.3 kW charger.  Even though, I believe, previous generations of EVs (GM EV-1, RAV4 1st gen, etc.) had 6.6 kW charging.  Many current EVs now provide at least a 6.6 kW charger.

Our old ActiveE was rated at 7.2 kW (originally, but by the end this was de-rated closer to 5.5 kW by software because of some issues.)  My wife’s Roadster has a 16.8 kW charger and our Model S is equipped with dual chargers for a total of 20 kW charging capability.

That being said, the higher the voltage one uses the amperage of the wire has to increase to give you a quicker charge.  So, to get a 16.8 kW service for the Roadster to run at full speed the Electric Vehicle Supply equipment (EVSE/i.e. electric vehicle charger) has to have a 90 Amp circuit to run at 70 Amps continuously over 240V.  (Remember the 80% rule for charging.)  So, to get the 20 kW charger to work on a Model S, a 100 Amp wire and breaker needs to run to get that going (19.2 kW, but who’s counting.)

I digress… Back to the point…  The higher the amperage for the circuit installed, the thicker AND more expensive the wire will be.

I am sure that for my North American EV readers, many have one EV plug to provide 240V service charge their car. How many places to charge 240V do you have at home? When we first took delivery of our BMW Active E in 2012, we didn’t have a single 240V service installed in our garage.

We actually spent a few weeks charging the car on 120V.  Something that those of us that follow Thomas J. Thias (the Amazing Chevy Volt) on Twitter see him espouse the greater than 1.5 Billion charging locations at this voltage in North America – 120V regular outlets (at 1-4 miles per hour, not normally relevant to me, but as Thomas reminds us, it’s a “good enough” solution for 80% of the drivers on their average commute.)

Just this evening, September 27, 2016, Thomas Tweeted the following out (in reply to a ZeroMC tweet)

New BMW ActiveE first night at home 2/23. 5

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We’ve even used the same Level 1 charger when we visited family…

Visiting family with our new @BMWActiveE and using the included Level 1 charger stretched to the limit!

Needless to say, that got old FAST…

So, two weeks later, we took advantage of a grant in 2012 and got a Chargepoint CT-500 (back when the company known as Chargepoint was called Coulomb Technologies.)

There was a grant program available for new EV owners/lessors to take advantage of that covered the cost of the EVSE and some of the installation.  The Chargepoint CT-500 was an intelligent/networked EVSE that connected to the Internet over a mobile network (2G?!?) connection and part of the bargain was that the government and researchers can glean the information about the habits of the participants in the grant program.

Since EVSEs in 2012 were over a thousand dollars, we opted to participate in this program and had our first charger installed.  We expected it to be a 32A EVSE, (80% of the 40A circuit that was installed) but it was actually a 30A Level 2 station. The total cost of the EVSE and Installation was $1,640. However, there was a state program that covered $1,200. Which meant that we were liable for $440 (plus $150 permit) for a total of $590 for the cost of our hardwired Level 2 station (plus the loss of privacy by participating in this monitored program.)

Here is the CT-500 when it was first installed.

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To install the units, we had to use Clean Fuel Connection and their sub-contractors for the work and it was a pretty painless program. After signing the contract they were at our house two days later with the EVSE and our days of charging Level 1 was put in the back burner.

The charger was hardwired and the installers did a great job.

CT500 EVSE Install 5

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Here it is on the day we first installed the EVSE and we charged the Active E on that first Level 2 charger.

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With this Level 2 setup and public Level 2 charging we were able to drive the Active E 54,321 total miles during the two years of the lease.  Several years later, the intelligent features of this charger became unsupported because the mobile network that the signals rode on was being decommissioned by AT&T.  So, today, we’ve lost the “smart” functionality of the charger, but it still works great with the Model S.  So, our first dedicated EV charger was installed in March 2012.

A year and a half after we started driving the Active E, we purchased my wife’s Roadster and finalized the order for our Model S.  Since we were already “experienced” rEVolutionaries.  We had a good idea of what it takes to charge a car and how long it took to do so.  We decided to install several NEMA outlets in the house, two NEMA 14-50 outlets and one NEMA 6-50.  We picked the NEMA 6-50 because, in 2013, the first “plug” ready non-Tesla EVSEs were being produced and we wanted to be able to charge “anything” off that and didn’t feel the need to recover miles faster than a 50 Amp feed on either the Roadster that we took or the Model S that was soon to arrive in November 2013.  The approximately 25 miles per hour that we anticipated to recover on a 50 Amp circuit (40 Amps usable) was going to be enough for our drive.

When we originally ordered our Roadster, we were unsure as to what sort of charging we would get with it that we ordered a Leviton 40A EVSE to deliver the wire speed of the NEMA 6-50 at full speed.  Here is that Leviton being installed for the Roadster to use on its side of the garage.  At the time of the purchase, this EVSE was selling for approximately $1200 elsewhere and Amazon sold the same model for $1050.  In 2016, this same EVSE is now $699.

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The EVSE powered up.  However, we ended up returning the Leviton EVSE as it was incompatible with the BMW Active E and made some WEIRD noises and sounded like it was having a BAD time, electrically speaking.  Furthermore, it turned out that we were going to get a Roadster MC240 with my wife’s car, so that can take full use of the NEMA 6-50 that we installed for the Leviton EVSE.  (We just needed an adapter to go from NEMA 14-50 to NEMA 6-50 that we had made for us.)  We charged the car on this MC240 for a short while (Tesla actually stepped down the charge from 40A to 30A on the MC240 on a 50A circuit) because we wanted a faster recharge time, so we found another Roadster owner selling their Roadster UMC and purchased that unit with a 6-50 Adapter to fit directly onto the circuit that our electrician installed for the Leviton.  And used that equipment to continue to charge the Roadster until today.

Here is a photo of the NEMA 14-50 outlet on the other side of the garage from the NEMA 6-50 installed for the Roadster.

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We wanted to makes sure to protect it from the elements.

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When we were having our electrician wire up the outlet for the Roadster, we wanted to future-proof  that location and asked to have 70A service pulled in.  To maximize the 70A breaker, we split that wire to two NEMA connectors the one (NEMA 6-50) in the garage for the Roadster and another one on the outside wall of the garage (a NEMA 14-50.)  This sharing of the one breaker is not really the “code” for these connections.  However, as long as we manually manage the Amperage on the line when using two different vehicles on each of the NEMA connectors, we should be fine.  (Remember the 80% rule, so a 70 Amp breaker means that we don’t draw more than 56A continuously on the circuit.) One of the benefits of driving any Tesla is its ability to be managed “downward” on the amount of current to draw from a circuit.  So, if a newer 6.6 kW Leaf were to be plugged into that receptacle and draw 32A, we still have 24A to use for the Roadster or the Model S.

As I mentioned earlier, we lucked out when we took delivery of our Roadster, we were provided with an original MC240 (which works only with the 1.5 Roadster) and we shortly thereafter got the Roadster UMC which is the pre-cursor for the Model S Mobile Connector (MC) and its replaceable terminals.  The Roadster one continues to be more flexible than the Model S MC in that it still has ten choices for different terminals for the product, we bought the NEMA 14-50 and NEMA 6-50 adapters to work with the plugs that we have in our garage.

We also ordered Quick Charge Power’s Jesla, however this was before it was even a QCP product.  Tony Williams worked with me to customize a Model S MC to be a Jesla. I wanted something that would work with ANY EV out there and the Jesla would plug into any of the other outlets in the garage and in the exterior of the house for when we have visitors, like my mom and her Nissan Leaf.

Here’s a picture of the Roadster charging on one of our exterior NEMA 14-50 outlets.

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We had the same protective enclosure for the NEMA 14-50 that we installed on the exterior side of the house.  Additionally, should we ever decide to get an RV, we can plug an RV on the side of the house as well since this plug is dedicated to its own 50 Amp circuit.

Here is that outlet without the Roadster plugged into it.

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That is the MC240 that the Roadster originally came with.  It has a hardwired NEMA 14-50 plug on the end of it.

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It’s just on our driveway, but away from blocking the garage. This was convenient, but not the ideal place for the Roadster, the noisiest that a Roadster gets is when it is CHARGING, so we make sure, in the interest of keeping the peace with our neighbor, to have an outlet ready for the Roadster in the garage.

During the months between November 2013 and February 2014, we kicked the Active E out of the garage and it ended up charging on the driveway.

Here are a couple of pictures I took when we used to have all three cars, all plugged in and charging.

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The J1772 EVSE that is plugged into the Active E during this duty cycle is the Jesla that I had asked Tony Williams of Quick Charge Power make for me.  It is great to see all the business that he has since built from the time that he made this product for me.

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So, for several years we’ve had a great set-up at the house that allowed us to charge four EVs at once and not sure if we’ve ever have needed to do this… I do remember my mom visiting with her Leaf and charging it. The Model S was already charged, so I could just plug her Leaf into that J1772 (the original Chargepoint CT-500 from 2012). This photo was from Thanksgiving 2014, and the Active E was already back with BMW for at least 9 months at this point.  You can see the Roadster UMC plugged to the wall beside the Roadster (using a NEMA 6-50 at this point.)

Looks like the Family is complete... we can start Thanksgiving lunch! (3 EVs in our garage/driveway)

That’s a long way to catch you up to what we just had done this past weekend… in 2016.

Well, a short while ago, we’ve had some charger challenges with the Roadster.  During testing, we kept swapping chargers to see the effects, and as a result of one of these tests, the MC240 that came with our car died and was not repairable.  Our service center provided us a replacement as a result of this failure because we still had our CPO warranty in effect. The MC240 is quite rare, so the service center provided us with a second Roadster UMCs.

When we took the “new” UMC home and plugged it in, it turned out that the new one was “flaky” (or, I suspect that there’s something with the Roadster, but we’re still figuring that out.)

Now, it has been difficult for Tesla to track down the UMC to begin with, and they are quite pricey, so, instead of trying to find ANOTHER Roadster UMC, I asked if they could just replace the dead MC240/flaky Roadster UMC with a new Model S/Model X High Power Wall Connector (HPWC.)

My point was that they were producing more of these HPWCs, the price for the unit has dropped significantly and is about a third the cost of another replacement Roadster UMC. The retail price for the Roadster UMC is $1,500 without a NEMA 14-50 connector, and adding that connector is an additional $100 for a total of $1,600, and the Model S/Model X HPWC is now $550 for the 24 foot model. Luckily, my logic was deemed to be a sound one, and we were able to get a 24 foot Tesla Model S/Model X HPWC (ver 2? (the one that can be daisy-chained)).  I figure that between the Roadster UMC, the Jesla, and our CAN SR and CAN JR, we have enough portable Level 2 capability for the vehicle.

Several weeks later, mid-last week, we get word that the replacement Tesla Model S/Model X HPWC was at the service center ready for pick up.

We went to pick up the box from the service center and take it home.  It wasn’t going to fit in the Roadster, so we took an S (the service center’s loaner as the Roadster is in the shop for its annual service) to bring this box home.

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One thing about the Model S/X High Power Wall Connector is it is glorious and aesthetically pleasing EVSE.

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Unboxing the HPWC…

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In order to install the unit, it had to be hardwired, and I’m not an electrician, remember.  I scheduled our electrician to do the work this past Sunday, September 25.

As I mentioned earlier, we ran 70A service to the garage for the Roadster and the two shared NEMA outlets (the NEMA 6-50 and NEMA 14-50). I figured to have him use that feed for the HPWC.  Since it seems that we’re now predominantly a Tesla family, I also had one other change that I requested.  Between our Tesla bias and the fact that there are now more EVSE providers that are selling NEMA 14-50 plug-in EVSEs, not just NEMA 6-50 ones, I went ahead and asked our electrician to replace the NEMA 6-50 outlet for the Roadster with a NEMA 14-50 one.

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The new HPWC can go to 80A on a 100A wire, but it was cost prohibitive to run that wire three years ago.  I was glad that we ran 70A because we are now able to take advantage of 56A power for charging (when we’re not using the NEMA 14-50 outlets) we’re able to charge a Model S (with dual chargers, or enabled for greater than 48A for the newer ones) at 34 miles per hour.  The Model S normally uses the old reliable Chargepoint CT-500 at 30A and approximately 18 miles per hour of charging.  So, if we’re in a hurry or if the Chargepoint “misbehaves” we now have the means to “charge quicker.”

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Besides, the nearest supercharger to us is Fountain Valley and though it is a supercharger, it is easily the busiest one in the area as is evidenced by this photo around 1pm on 9/27/2016.

That’s six cars waiting and eight charging (there were seven cars waiting just before I took this picture.)

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Additionally, we still have the NEMA outlets (now all 14-50s). We just have to manage the load effectively, and safely. I could use the advanced features of the new HPWC and daisy chain them in the future, but I think we’re OK with the way we’re set up for now. In the meantime, we just have to do the math and run a total of 56A on the feed. One requirement currently is that all these vehicles will have to be Teslas because it’s difficult to limit each feed to only 16A…  We can, conceivably charge two Teslas at 20A and a Chevy Spark, Chevy Volt, or 2011/2012 Nissan Leaf on 16A of power.  As we mentioned earlier, many EVs now run at 6.6kW or higher and that’s 32A of power on 240V.

So, in 2016, we are now able to plug in five vehicles to charge at 240V service in our home…

Looks like we’re ready for the rEVolution and hosting an EV meetup…

Or to have family visit us…  My sister and her husband just added a Volkswagen E-Golf to their garage a few months ago and, as expected, my gearhead brother-in-law has been “digging” driving electric. (I think that he’s garaged his Porsche ICE and taken to driving the E-Golf places.)

Furthermore, once we get our Model 3 reservations delivered, we’re ready for those as well.  We might need a bigger driveway and garage!

What’s the big deal with the Model 3 trunk (boot)?

I was surprised to hear about all the turmoil regarding the PROTOTYPE Model 3 trunk (boot.) One of the first places I heard about this complaint was on Jalopnik’s article This is the Tesla Model 3’s Biggest Design Fail.

In the article, Jalopnik’s Jason Torchinsky showed the following photographs:

Tesla Model 3 Trunk picture 1 - Jalopnik 4/1/2016 article

Tesla Model 3 Trunk picture 2 - Jalopnik 4/1/2016 article
Model3Ownersclub.com‘s owner/administrator TrevP (also on Twitter at @model3owners.)

Posted on the thread – The Trunk the following photo:

Wider Trunk photo from Model3Ownersclub.com

Electrek also talked about the Model 3’s Frunk titled “Opinion: Tesla’s Model 3 AWD ‘frunk’, as shown in prototypes, is just a glorified glovebox”.

Tesla Model 3 Frunk picture - Electrek 4/3/2016 article

As previously mentioned, the Model 3 designs that everyone has been discussing are prototypes. As such, I expect them to be close to what will be released, but don’t expect the cars to be exact. Remember, the Model X prototypes had cameras rather than side mirrors.  Additionally, the Model X prototypes also had the same front nose as the now classic Model S design. (black nosecone).

The prototype for the Model 3 shows a smaller car than the Model S and Model X.

Long-time readers will remember that I preferred the Active E to the Model S.  It was all about the size of the car.  I have since gotten used to the size of the Model S and it doesn’t bother me anymore.  However, I still prefer a smaller format vehicle.  My wife’s Roadster is great, but it’s her car, and it is smaller than I’m comfortable driving regularly (should she even let me borrow it to drive.)  Though I haven’t seen the Model 3 in person, I surmise based on the pictures and information that this Tesla will be closer to the BMW Active E size and definitely outperform my old, beloved BMW Active E.

So, is the trunk and frunk too small for me?  Well…  Let’s see.

I drove the BMW Active E for two years.  It was a great little car, full battery electric and a range between 80-100 miles.  As for the trunk, there was a reason that I used to drive the car to do our Costco Wholesale shopping.

Here is a picture of the BMW Active E Trunk.  The Active E labeled portion of the trunk is the motor for the car.  Beside the motor is a full laptop/briefcase and that was pretty much it for space.  So, when I shop at Costco, I saved money.

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The trunk had a little more space and there are two shelves under the floor.  One fits several tools and the like and below that is space for the emergency Level One EVSE (110V.)

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Here’s the one for the Level 1 EVSE.

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Though the car seems to have minimal space, I proved that back in 2012… Looks can be deceiving.  So, a “small” Model 3 trunk, probably not an issue for me.

Just to remind folks, the Model 3 isn’t the only Tesla with a small trunk.  Check out the Tesla Roadster trunk below, it’s big enough to carry a set of golf clubs… For the driver OR the passenger.

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Folks are disappointed in the Model 3 trunk size because they have the Model S to compare it to.

Here’s a loaner we had during our charging disaster with the Roadster.

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Here is the Model S from Quicksilver Car Service that we used when we picked up our Model S at the factory.

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It had plenty of room for luggage.

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With the classic Model S with a single motor that we have, the frunk has a LOT of room as well.  So much so that we now carry a spare tire in it when we do our roadtrips.

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For a comparison, the Dual Drive Frunk on a Model S 70D loaner that I used in September 2015 is markedly smaller than the frunk on our classic Model S.

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Since we didn’t opt for the Premium Sound package, we get side storage on both sides of the trunk.  I’ve always found it the best place to bring home some flowers for the better half.

The space in the back of the .@TeslaMotors Model S is perfect to make my wife smile with some roses... Just because!

So, yes. I can see both sides of this. Tesla knows how to make a hatchback, but should they make the Model 3 a hatchback? Perhaps they will, perhaps they won’t. At the end of the day, it’s a PROTOTYPE, so Tesla can still change things. Personally, I’m fine with the trunk space. It’s not what attracted me to the car anyway. Besides, if they keep the trunk as is. I would probably save a lot of money at Costco. 😉

Now, if they can make the Model 3 a Coupe… Or better yet, a hardtop convertible… That’s an option I would love.

Third Year’s tracking of Hybrid Garage use.

So, it’s been three years since I’ve started tracking our garage’s EV vs ICE use.

As I previously wrote (three years ago on my Minimizing Gas Use article; on my update two years ago; and the one from last year) we drive a hybrid garage.

For those that need a refresher, a hybrid garage is one where some of our cars are EVs and the others are internal combustion engine (ICE) cars. As a family that is a part of the rEVolution, why do we still have ICE cars, it’s because we’re not as good as those that have gone to an all electric lifestyle. Hats off to them, but there are just times that I like to use vehicles that happen to use gasoline.

This winter” was supposed to be better than any of the previous “winters”, but we did not brave the mountains with our fifteen year old BMW X5. The X5 lets us go to the mountains around LA when there are restrictions to drive when the snow is fresh.  Additionally, when we need to buy large items to move, we’ll use this same workhorse to help us move them.  Granted the Model S does have a LOT of space, but we prefer to beat up the X5 with hauling stuff rather than put the Model S to work.

That being said, I understand the costs of our addiction to oil and gas and we continue to try to minimize our gasoline use.

In preparing for the last article on Celebrating Four Mostly Electric Years, I noticed that I had transposed some statistics and noticed that I had overstated the EV miles by 36,000 miles, so I wanted to make sure to correct that.

Three years ago, I started tracking the number of miles my household used ICE vs. EV to see what percentage of our private car travels are electric and what part are powered by internal combustion engines.  Our methodology was to count the miles driven in rental cars to this spreadsheet and the miles that we’ve lent our ICE vehicles (and EVs) to our friends and family when they visit Southern California.   This is why I created some tracking spreadsheets and tracked mileage for a year.   The results year over year are still impressive even with the mileage transposition error in year 2.

In the first year of the study, we drove EV a total of 81.20% of the time and ICE 18.80% of the time.

In the second year of the study, we drove EV a total of 92.64% (vs. what I thought was 94.78%) of the time and ICE 7.36% (vs. what I thought was 5.22%) of the time.

As a whole, the household (as defined earlier, my wife and I and when we lend the cars to family and friends) drove about 46,000 total miles (both EV and ICE in the previous period) in the first year, about 40,000 miles in the second year, and we drove a total of approximately 41,000 total miles in this third year. That’s approximately the same number of total miles between years one and year two.  Even though a good number of those miles were the 8,245 miles of coast-to-coast driving from our Here, There, and EVerywhere trip in May 2015.

Because of the error in Year Two’s calculation, I thought that we would be close to 150,000 EV miles this year, but still at 126,000 All EV miles since we started driving EVs.  For the study, we’re closer to 112,000 EV miles and 14,000 ICE miles for a study average of 88.7% EV vs 11.3% ICE three year average.  Definitely an upward momentum.

Looking at the monthly figures, for the third year shows a big blip in the ICE use for month 34 and that is mostly December 2015 and my sister and her husband was visiting us and most of those miles on the X5 was because we had lent them our ICE car for that month.  The approximately 1400 miles of ICE that was driven that month is more than half the total ICE miles for the year.  Until we have an EV to lend out to family, we’ll have to take those spikes.

Here’s to hoping that this next year’s study will have a greater EV momentum.  And we continue to look forward to seeing what else we can achieve with our hybrid garage next year.  Perhaps another coast-to-coast EV journey.