Tesla Weekend Social 2017, a visit to Paramus, NJ

A week ago, January 21, 2017, my wife and I were on a trip to New York and planned to visit my cousin and the new addition to his family in Randolph, NJ for the day.  This is one of my cousins who had kindly housed us both heading to Maine and back from Maine during our Here, There, EVerywhere cross-country trip of 2015.   We were staying in Manhattan the night before and had some time before we were scheduled to see them on January 21st, so it was a welcome surprise when we received an invite to the first Tesla Weekend Social of 2017. We wanted to see what has changed since the first social that we attended last year.

We received the following email on the 14th of January.

TESLA
Weekend Social
Please join us for a Weekend Social New Year celebration at your nearest Tesla location.

Kick off 2017 alongside fellow owners, enthusiasts and Tesla staff. Family and friends are also welcome. Seasonal refreshments will be provided.

To attend an upcoming event near you, please RSVP below. We look forward to celebrating with you

After some challenges obtaining a confirmation (apparently there were some back-end issues that was communicated to us and eventually fixed,) we were able to get a confirmation to be added to the attendee list at the Paramus, NJ Sales, Service, Delivery Center and Supercharger location.  Since our family commitments were not until the afternoon, we decided to head over to Paramus, NJ to attend the first Tesla Social of the year and to spend a few hours with some New Jersey Tesla folks.

To provide ourselves with the most flexibility for this visit, we rented a car from Hertz.  Unfortunately, unlike our experience renting with Hertz’s On-Demand 24×7 product from a few years ago, there are no longer any electric vehicles in Hertz New York locations (nor is the 24×7 product being offered in the USA.)  So, we had to rely on driving an ICE vehicle for this trip, a Ford Focus.

We arrived at the location about 15 minutes before the scheduled 10:00 am program and secured a spot near the front of the store.  Here is a photograph of the area by the entrance of the store that we parked our rental car in.  We were originally parked right beside the HUGE ICE SUV on the right of the photograph.

IMG_20170121_094155

Upon exiting our rental, one of the employees requested my keys to move the vehicle to the back of the store. It’s a rental and I had some items in the car that I didn’t feel comfortable to be in a section that I can’t see the car in, so I asked if he needed to move it, that he move it somewhere closer. He decided to move it to the other side of the parking lot, away from the entrance and across the superchargers at the location.

This location was not nearly as convenient as the customer parking spot that I originally used, but I figured there must be a reason why he needed to move my rental.  However, as you can see from the first photograph, this was a strange request as our original parking spot was right beside a large ICE SUV and another ICE vehicle.

We checked in and signed into the paper sign-in sheet that the store had placed at the entrance.  Here is the walkway to the entrance and the sign in is to the left of the photo.

IMG_20170121_094202

Directly ahead of the entrance is your typical Tesla Service Center entrance reception desk. (This is not normally situated in a Tesla Store). Remember, Paramus is a combination Sales, Service, Deliver Center and Supercharger location.

IMG_20170121_094152

For the event, the store personnel provided coffee, bagels and other breakfast items along the credenza under the apparel, beside the Design Studio wall.

IMG_20170121_094159

I walked around the area to get my bearings and took a peek at the Delivery Center part of the store and saw an X and an S awaiting their new owners.  It seems that the New Jersey folks were not one of the stores that cover the vehicles in some sort of drop-cloth as I’ve seen in other Delivery Centers.

IMG_20170121_094404
Not being used to weather, we originally walked in with our winter travel coats and realized that there was no place to keep our jackets.  Rather than wear our jackets the whole time, I decided to return them to the car.  I had to look for the employee who took our rental key to get access to the rental car and place our jackets in there. Once I located that employee, who is nameless, not to protect the guilty, but because he never took the time to introduce himself to me. I found the car tucked in between several inventory Model S that they have on the lot, and not by any customer vehicles.

IMG_20170121_094613

IMG_20170121_094611

IMG_20170121_094603

IMG_20170121_094606

The rental car was nicely surrounded by Teslas, but I did not ever notice any other customers vehicles being collected in the same manner as our rental car.

It appears that we were particularly targeted for this as when I walked by my original parking spot.  Another monstrous ICE SUV was parked there and not another Tesla or anything related to the event.  I was a little miffed at this considering the fact that all other customers were able to park in the customer section and our little rental car was summarily moved.  Either way, that’s a section of improvement for Tesla Paramus.  Either valet park all cars, or leave them be.

This particular event at Paramus seemed to be more casual than the other Tesla Social events that we have attended in the past. There did not seem to be an agenda and we spent a long time talking to the Tesla employees and fellow owners before we were brought into the lounge for the group discussion portion of the event.

Prior to being brought into the lounge for the group discussion, we spent a lot of time with two members of the staff who were very attentive and we wanted to commend them. Monica and Joey (didn’t catch last names). Monica moved to Paramus, NJ from Pasadena, CA and Joey who just started a few weeks ago.  They were very eager and helpful.  Monica has been with Tesla for a while and we discussed her move to New Jersey from California as well as my wife’s Roadster and Joey, as a new employee, was effectively being trained by us as long-time owners of Tesla.

Don’t get me wrong, I can spend HOURS talking Tesla with people, it’s just strange to invite a group of owners without seeming to have a plan for their time.

We waited until about 10:45 am before the program started.  However, program might be a generous word for this event.  It seems that it was meant to be very free-flow and I suspect that an agenda and some structure could have helped make the event better. The format was very open and thus had a hard time maintaining a flow.  There were many owners there.

 

IMG_20170121_104735

IMG_20170121_104934

IMG_20170121_104738

Topics ranged all over the place and it was interesting to hear information that was directly contradictory to advice that I have received in Southern California regarding tire rotations and the like from Tesla Service personnel in New Jersey. Perhaps the difference can be attributed to the difference in climate and weather between the states.  In hearing from those involved at the location, it seems that folks around New Jersey have to go through a lot more tires than I do in Southern California.  I didn’t want to be the cause of ire from other owners, so I politely kept this information to myself.

Another subject that was brought up was regarding the $0.40 per minute supercharger idle fee that was recently enacted by Tesla.  It seems that these concerns are quite universal and the discussion around this was interesting.

After the group discussion wrapped up, a few of the New Jersey owners joined us in conversation as they were intrigued by visitors from California attending their session.  It seems that there is currently not an official Tesla Owners club for the New Jersey area and I spent some time explaining how the Orange County, CA club operates versus its other brethren in other parts of the world.  Several of the New Jersey owners seemed interested in forming one for their area and I handed out club cards for them to reach out for more information.

We also discussed Roadster ownership versus Model S as well as our visit to their state from our trip cross-country and how relatively easy and enjoyable that trip had been.

In the end, it was just as advertised, it was a Tesla Social, but one without an agenda.  I felt that an opportunity was missed in that this was the first social after some drastic changes in ownership for those that take delivery of a Tesla after the removal of the included supercharging for the life of the vehicle policy was replaced with the new pay as you go system.  Additionally, it’s been a few days since the release of the Tesla Model S and Model X 100D top range versions of those vehicles and it would have been good to have been provided some sort of presentation on those.  Alas, this was not the plan for the day.

We spent some time with yet another early Model S owner discussing growing pains and we took our leave so that we can head out to visit my cousin and his family.  We said our farewell to the two Tesla staff members, Monica and Joey, who provided such good company and service and left for the day.  These two counterbalanced the unnamed employee who saw it fit to move our Ford Focus rental while leaving all other vehicles unmolested.

A few things about those Tesla Referral Links…

Some of you may be getting tired of all the Tesla Referral codes being published by Tesla Owners for $1000 USD / £750 GBP (or whatever it is in your currency) off the purchase of a new Model S or Model X. (In case you’re not, here’s our referral code – http://ts.la/dennis5317)

Well, it’s because Tesla has a referral program for owners to get their friends and acquaintances into a Tesla Model S or Model X.  The original iteration of the program had provided cash rewards (service credits and the like) for each referral that purchases a Model S or Model X.  That was cool, but felt kinda “funny” and it was actually a disincentive for me to participate when the reward program was for cash.  Here is a link to the current program.

Subsequent programs provided a prize pool for each referral and the one that has been the most successful for me had been the referral program that led us to an invite to the gigafactory party and our main 2016 Roadtrip that took us the Long Way Round to the Gigafactory.

Aside from the party, we got a few other items…

What did we get here?

IMG_20161206_210525

Whatever it is, it comes in the nice Tesla bag.

IMG_20161206_210546

It’s the Tesla Moab Leather Weekender.

IMG_20161206_210648

IMG_20161206_210700

The bag is supposed to be for a weekend, but it was pretty full for the overnight trip we took to try it out.

IMG_20161212_123440

And here it is in the trunk of our Model S.

IMG_2622.JPG

So, we took the weekender bag on a trip and caught a nice sunset at the Barstow supercharger.

IMG_20161212_164507

A week after the trip, we got something else in the mail from Tesla.

IMG_20161214_095237

It was the personalized Tesla Owners jacket.  They even put our last name on the jacket.

IMG_20161214_095254

The back has a nice standard logo on it.  So, beware when wearing this jacket at a company event, folks might think that you’re an employee.

IMG_20161214_095311

Your author now ready for a Southern California winter…

IMG_20161214_114405

Or as others call it… Summer.

Now, this current program that runs until January 15 is actually pretty cool.  After seven referrals, Tesla will provide the referrer with a Signature Red Powerwall 2 that is signed by Elon, JB Straubel, and Franz von Holzhausen.  That’s my goal and need a LOT of help before then.

So, if you’re looking to order a Tesla Model S or Model X before the end of the year, you get $1000 USD or £750 GBP off (or equivalent currency) AND be eligible for free supercharging for the life of your vehicle. Our Referral code – http://ts.la/dennis5317.

National Drive Electric Week 2016 – Santa Monica, Long Beach, and a wrap-up

I usually attend two or three of the National Drive Electric Week (formerly National Plug In Day) events a year. I’ve always found them to be fun and key to confirming me as a member of the rEVolution.

This past year’s events in Diamond Bar and Los Angeles were published on this blog pretty much as it happened.  I wanted to cover the other two events that I attended in the same manner, but also wanted to share our Long Way Round Trip with readers two months from when the trip happened (and, intentionally, as a way to celebrate National Drive Electric Week.)  The trip won out and so, here we are with Santa Monica and Long Beach coverage weeks later.

Santa Monica, September 16, 2016

The Santa Monica NDEW2016 event was held on Friday and Saturday (September 16-17, 2016) in conjunction with Alt Car Expo.  I actually went to Santa Monica to attend Alt Car Expo, and was pleasantly surprised by the NDEW2016 event that was being held at the same time.

Drove to Santa Monica in the better half’s Roadster.  We’ve been having some challenges with its charging and I wanted to test the car and see if it faults with the chargers at the parking lot in Santa Monica.  Luckily (and yet frustratingly), for the test, it did not.

IMG_20160916_083559

Untitled

The City of Santa Monica is one of the most EV friendly cities and many of the municipal lots have free charging and the one at the civic center is no exception.  Additionally, these Level 2 chargers were also powered by a solar carport.

IMG_0476.JPG

At 30A, charging was going to take a while, but I’m here for the whole day, so I put my contact information on the EV Hangtag, checked into Plugshare and gave a status on when I expect to be done with charging, and went inside to the Alt Car Expo conference.

IMG_20160916_092155

The NDEW part of the conference was set up in a cordoned off section of the parking lot.

IMG_20160916_144529

The check in table for the Alt Car Expo was apparently where one also signs up for the Ride & Drive portion.  Something which I did not fill up at the time, and turns out, I should’ve.

IMG_20160916_144603

The Santa Monica set-up was a mix between EV owners and drivers demonstrating their EVs to the public (no Ride and Drive.)

IMG_20160916_144612

The Coda Sedan that was at the site was owned by the same gentleman who owns and operates several Codas and Coda gliders. In talking with the owner, it turns out that he was the same Coda that I spotted at the Los Angeles event as well.

IMG_20160916_144621

The Corbin Sparrow that was at Santa Monica is also the same exact one that was in the Los Angeles event.  I guess, I’m not the only EVangelist who enjoys talking EVs with the public.

IMG_20160916_144624

At this location, only the car manufacturers were the only ones providing Ride and Drive events at this location. The participating vehicles were more than just BEVs, there were several hydrogen fuel cell vehicles as well.

IMG_20160916_150451

The Honda Clarity,

IMG_20160916_150456

the Hyundai Tucson Fuel Cell,

IMG_20160916_150502

and the Toyota Mirai was there too.

IMG_20160916_150613

I was surprised to spot a Diesel Volkswagen at the site, it was part of the Zipcar car-sharing program and I suppose that Alt Car considers this to be an acceptable solution.  I’m not too keen on any more diesel vehicles.

IMG_20160916_150513

Personally, I think the service from Waivecar.com is a better candidate as it provides car sharing AND an EV (Chevy Spark EVs, to be precise) for no cost for the first two hours is quite an amazing deal.

IMG_20160916_150528

There were other exhibitors here as well.

IMG_20160916_150507

It looks like the same Chevy Bolt EV that was in Portland for EV Roadmap 9 was in Santa Monica as well.

IMG_20160916_150642

The only plug-in that was at the site that I have yet to drive was the Audi A3 E-Tron.  Unfortunately, I did not sign up for the Ride and Drive portion of the event in front, and I wasn’t that thrilled to drive a plug-in hybrid anyway, so I skipped it.  I spent the time at the event talking to and catching up with EV friends and decided to pass on the evening reception for the conference.

Leaving Santa Monica during rush hour is often an exercise in futility.  I decided to take some surface streets South through Venice.  Had an interesting sighting on my drive.  I spotted some manufacturer cars being driven around.   Unfortunately they were not EVs, but still a thrill to spot these camouflaged vehicles on the road.  I’m guessing its a new BMW 7 series, but could be a 5 series, I suppose.

IMG_0485.JPG

IMG_0481.JPG

IMG_0482.JPG

Hard to see, but click and zoom in on the rearview mirror. Can’t mistake the “kidney beans” on the front grill.

Untitled

I know that BMW is working on further electrification, but it would have been cool to spot a new EV on the road.

Long Beach, September 17, 2016

The following day, Saturday, September 17, I attended the NDEW gathering in Long Beach, CA.  This event was the closest to the traditional NDEW events that I have attended in the past. This one had less manufacturer involvement in it and more public-facing event. It was more traditional in that we were welcomed by some politicians and spent the time just “hanging out” and talking to folks.

NDEW2016 - MF - 1

There were a lot of Teslas at this event because the Tesla Owners Club of Orange County had identified this particular NDEW for its annual NDEW event.

IMG_3329

IMG_3330

IMG_3332

All manners of Teslas were represented.

IMG_3333

IMG_3334

The red roadster was for sale and is VIN #5.

Of course the Falcon Wing Doors have to go up with the Model X in the crowd.

IMG_3347

It is the latest Tesla around.

and we had three Roadsters at this event.

IMG_3348

There was representation from members of the EV community as well.

From other vehicles like the Zero Motorcycle and Smart ED.

IMG_20160917_105626

IMG_3350

To several Leafs and a Porsche 912 conversion that gets around 150 miles.

IMG_20160917_105738

IMG_3354

NDEW2016 - MF - 2

NDEW2016 - MF - 3

NDEW2016 - MF - 4

There was a Fiat 500e and a Coda (same owner as was in Santa Monica the previous day and Los Angeles the previous week.)

IMG_3355

Even the Honda Fit EV made an appearance.  Three times, to be exact.

IMG_20160917_105723

I don’t believe many of the Tesla owners allowed the public to take a drive in their vehicle.  The owner for the Red Roadster #5 did take a few interested parties out in that car, then again she was also taking the opportunity to see if anyone wanted to buy her car.

The other manufacturer’s car was different.  I saw a few take rides in the converted Porsche and I believe one of the Leafs took a drive around.

IMG_3336

IMG_3337

Conclusion

Around Southern California, National Drive Electric Week is celebrated in many places and some get a lot of car manufacturer support, whereas others are sparsely attended by the manufacturers. It’s great to see all the participation in these events and I hope that more and more and convinced to go electric as a result of attending these EVents.  As for letting folks drive our EVs, I was a lot more forgiving when I drove the Active E for this event, but when we moved to the Tesla, not so much.  Besides, in California, Tesla does a great job providing folks with a nice long drive at their retail locations. Some of the events seem well attended, whereas others are more sparse. The one in Diamond Bar was much better this year, but the Los Angeles one seemed to have less people. Either way, I hope that we’ve convinced more people to go electric.

I often look forward to September because of this week and am looking forward to when it becomes every day that we celebrate Drive Electric Days.

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

New BMW ActiveE first night at home 2/23. 4

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.

CT500 EVSE Install 1

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

Untitled

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

IMG_1044

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.

Untitled

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.

IMG_7426

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

IMG_7425

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.

IMG_5007

IMG_5008

IMG_5009

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.

IMG_7427

IMG_7428

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

IMG_5010

IMG_5011

IMG_5012

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.

IMG_5394

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.

IMG_5395

IMG_5396

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.

IMG_20160921_173153

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

IMG_20160921_173212

Unboxing the HPWC…

IMG_20160921_173233

IMG_20160921_173237

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.

IMG_1205.JPG

IMG_1211.JPG

IMG_1206.JPG

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.”

IMG_1209.JPG

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.)

IMG_0492.JPG

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!

National Drive Electric Week 2016 – Los Angeles

One of my favorite National Drive Electric Week events last year was the one in Los Angeles.  Mainly because almost all the EVs and PHEVs available on the market were represented by the OEMs for test drives at that event.

I was able to test drive the new, larger battery Nissan Leaf last year and we saw one of the early Bolt EVs at the same event.

Untitled

So… I had high expectations for 2016.

The location for this event this year was at the same place as the previous year, so it was easy to find. (Interestingly enough, all three of the locations that I intend to visit this year are all being held in the same, exact location as 2015. This is also true of the Long Beach event that our Tesla Owners Club of Orange County (formerly OC Tesla Club) will be attending as a club on September 17, 2016.

The particular lawn on Expo Park that the event is located was just behind the Los Angeles Memorial Coliseum.

IMG_3303

We arrived just before 11:00 AM, about two hours after the event started.  As opposed to the Diamond Bar event where EV and PHEV drivers park separately from ICE vehicles, the LA event has OEMs provide the Ride and Drive event, so all public attendees have to park in the parking lots nearby.

IMG_20160911_105756

IMG_20160911_105829

IMG_20160911_105834

We headed to the sign-in tent and got some giveaways from the organizers.

IMG_20160911_105926

This year’s event did not seem to have as many people as the previous year’s event.

IMG_3306

It was well attended by the car manufacturers.

IMG_3308

The Bolt EV was there, alas, Chevy was only letting folks drive the new Volt.

IMG_3309

One of the cool things that is at this carnival-like atmosphere were the creative games that some of the exhibitors allowed the public to play with, and I had a good time playing Chevy’s Plinko game. I ended up winning some “flip-flops” by pairing the token with its corresponding Chevy color.

IMG_3310

IMG_3311

IMG_3312

Around the driveway where the ride and drive events were being held, was an interesting solar powered Level 2 charger.  I didn’t see anyone use these chargers, but it was cool to spot it.  It’s not permanently installed, so I’m sure it’s meant to be portable.

IMG_20160911_111129

Looks like LAPD still kept the Tesla Motors Model S and BMW i3, but the i8 from last year was nowhere to be found.

We caught the vehicles with their lights flashing…

IMG_3313

VID_20160911_112431

…about the only time I like to see the flashing lights.

I signed up to ride the Volve PHEV, the Volvo XC90 T8 as it was the ONLY one of the plug in cars that was available to test drive that I have not driven yet.  I went to the Volvo tent to fill out all the information to get a test drive.  The wait was a few minutes, but as my turn was up, the panel regarding EV Storytelling with Chris Paine, Dean Devlin, and Chelsea Sexton was about to start.  So, I paused my drive to go and listen to the panel.

I figured to stream the event, so I set it up my iPad for a Periscope session. (I also uploaded the same content on Youtube for those that prefer that.)

IMG_20160911_113309

IMG_3321

IMG_3322

Volvo XC90 T8

So, how was the drive for the Volvo XC90 T8? Well…

IMG_20160911_120920

It has a nice interior.

IMG_20160911_120931

IMG_20160911_120936

IMG_20160911_120939

and the seats were comfy…

IMG_20160911_120943

IMG_20160911_120958

However, I never did get to experience it in EV mode. For the very short amount of time that I did drive it, the representative and the car wouldn’t let me experience it without the ICE engaged. So, it was quite disappointing.

I think Volvo has a lot to learn of why folks do drive events at National Drive Electric Week.

As a reward for doing a test drive, we got vouchers to get food from the food trucks at the event. We used ours for Border Grill and Coolhaus.

IMG_3326

IMG_3327

There were other choices there as well.

IMG_3328

One of the interesting exhibitors at the event was Greencommuter.org and one of their Tesla Model X.

IMG_20160911_125723

IMG_20160911_125730

Had a good few minutes to talk to their representatives about their business and their plans to assist area commuters to swap their vanpools for clean EVs (such as the Model X.)

Additionally, the guys from Tesla Club LA had a tent at the event and had a few of their cars there.

IMG_20160911_130503

IMG_20160911_130512

(one of our OC members’, Jamie had his Black Roadster there (as well as at Diamond Bar, the previous day.)

IMG_20160911_131028

IMG_20160911_131033

IMG_20160911_131041

IMG_2523.JPG

One of the cool things about California National Drive Electric Week is to play “rare” EV spotting.

So, I did pretty good today. Saw a few RAV4EV (both first and second generation)

IMG_20160911_123012

IMG_20160911_124332

There was a Corbin Sparrow, front and center.

IMG_3318

However, even more rare than the RAV4EV, possibly as rare as a Corbin Sparrow, is spotting a Coda Sedan…

…and we spotted one on the way back to our car.

IMG_20160911_132127

IMG_20160911_132146

That’s one rare EV.

Either way, we added today’s photos on the same Flickr album as yesterday’s Diamond Bar event.  Starts about 23 photos in…

National Drive Electric Week 2016

As I mentioned yesterday, since one of the many questions that the public often ask at these events is “how far can you go with your EV.” Last year we went from Southern California to Maine, this summer, we went to the Tesla Gigafactory Party, The Long Way Round via Vancouver, BC.

National Drive Electric Week 2016 – Diamond Bar

For the past few years, I’ve always attended several of the National Drive Electric Week events throughout Southern California.  This year, the first EVent that we visited was in Diamond Bar at the Southern California Air Quality Management District.

Drive Electric Week is happening Internationally now and have started today, September 10, 2016 and continues on until next week.  Our club, Tesla Owners Club of Orange County (formerly OC Tesla Club), will be attending the event in Long Beach on September 17, 2016.  However, we, as a family, try to hit several throughout the week.

You can look up where the nearest one is to you on the driveelectricweek.org site.  With 241 sites worldwide, here’s to hoping that the event grows even more.

We took some great pictures of the event and set up a Flickr album.

National Drive Electric Week 2016

I chose our parking spot today to complete the Red, White, and Blue Classic Tesla Motors Model S parked on the edge of the event.

IMG_0466

We’re on the left, have to read it right to left to get Red, White, and Blue.

Previous sessions at Diamond Bar had a lot more EV conversions. This year, I spotted only one EV conversion (parked by the Chevy Volt.)

IMG_3287

The owner of the BMW i3 put his car in what he called “presentation mode.”

IMG_3290

Some crazy Smart ED owner put a different kind of Range Extender (wind up version…)

IMG_3293

IMG_3294

IMG_3295

Lots of Fiat 500es.

IMG_3296

IMG_3297

One of the OC Tesla Club member’s Model X participated at this EVent.

IMG_3299

We had hoped to bring my wife’s Roadster to the event, but we found a puddle of coolant in the garage and didn’t want to risk it. Glad to see a couple of Roadsters here.

IMG_3302

More of the pictures from this event are on the Flickr album.

Since one of the many questions that the public often ask at these events is “how far can you go with your EV.” Last year we went from Southern California to Maine, this summer, we went to the Tesla Gigafactory Party, The Long Way Round via Vancouver, BC.

Long-term Tesla Motors Battery Study from Plug in America

One of the things to consider when making the switch to an Electric Vehicle (EV) is the combination of the battery and electricity IS the fuel that is consumed to power an EV. As such, batteries and range degrade and may eventually need to be replaced. Therefore, one of the questions that these new Model 3 reservation holders ask is “how resilient is the Tesla battery?” or phrased another way, “how long will the battery last?”

The Model 3 announcement did not really cover how different or similar the battery technology in the Model 3 will be from predecessor vehicles from them. The Roadster has a different pack than the Model S and Model X. So, how does one get the comfort of knowing that “Tesla knows what they’re doing with batteries.” I suppose we can just trust them.

Fortunately, that is not our only option. Over the past few years, long-time Electric Vehicle advocate, Plug in America Chief Science Officer, and Tesla Motors Roadster owner Tom Saxton has been conducting several long-term battery studies hosted on the Plug in America site.

For those unfamiliar with Plug in America, they’re the folks that formed out of the advocates that tried to stop the “murder” of the GM EV1 and other Electric Vehicles of that era that was documented in the movie “Who Killed the Electric Car?”  Or, as they describe themselves in their webpage:

Our Mission

Plug In America drives change to accelerate the shift to plug-in vehicles powered by clean, affordable, domestic electricity to reduce our nation’s dependence on petroleum, improve air quality and reduce greenhouse gas emissions.

Our History

Plug In America is a coalition of early adopters. We’re the EV trailblazers – RAV4‐EV drivers, former lessees of Honda EV+, GM EV1, Ford Ranger and Ford Th!nk City electric cars – that passionately advocate for energy independence and clean air. Before 2008, we functioned as a loose network of individuals organized around various websites like dontcrush.com and saveEV1.com. We then coalesced into a chapter of the Electric Auto Association. On January 2, 2008, Plug In America became a separate California non‐profit corporation. On August 18, 2008, we became an official 501(c)(3) public charity!

The battery studies that Tom Saxton have been running for years rely on nearly semi-annual updates from respondents that drive Tesla Roadsters and Tesla Model S as well as the Nissan Leaf and the first generation Toyota RAV4 EV.  In email correspondence with Tom, he has indicated that he is looking to expand the study  in the near future to include the Model X as well.

Tom’s long-term battery study has been invaluable not only to the greater EV community but specifically to Tesla fans as well.  The take rate for participants for the Tesla Roadster study is close to a 7% sample, from what I gather and the Tesla Model S one had a healthy start, but could use more participants.

With the new range numbers from the redesigned front fascia of the vehicle, I am sure I’m not the only one to wonder what the long-term differences would be between a 90D classic fascia vs a 90D new fascia.

Providing a third party study of the effects of long-term battery health enables all concerned with a greater understanding and comfort to know “that Tesla knows what they’re doing.” Furthermore, it gives current non EV drivers a sense of comfort when making the switch to electrically fueled car ownership.

So, if you own a Tesla Roadster and haven’t participated in the study. Or perhaps you’re one of the lucky few to have upgraded to the new 3.0 battery from Tesla, please fill out the Tesla Roadster battery survey.

Perhaps you’re a Model S owner and you’d like to help add to the number of respondents to this study, fill out for the Tesla Model S battery survey.

What has Tom been able to share with the public so far.

Well, for the Roadster, he’s published an entire study three years ago including a paper entitled “Plug in America’s Tesla Roadster Battery Study.” The advent of the 3.0 battery upgrade may require a new study and the addition of almost another three years since the publication of that study might give more information to the study, but that’s entirely up to Tom and his cohorts at PiA.

The Model S Results page is more dynamic than the Roadster results publication.

I have taken screenshots as of April 27, 2016 of a few of the dynamic charts that are provided on the results charts page.

The first chart that caught my eye is the chart on the battery capacity vs. the miles that particular Model S iterations. With new EPA numbers with the launch of the new fascia should further complicate this chart.

Battery Survey - Model S Battery Capacity-Miles

This same chart can be used to also track how a particular respondent’s vehicle matches with the universe of respondents. The Vehicle in black on the chart below shows the performance of my vehicle in relation to other respondents’ cars.

Battery Survey - Model S Battery Capacity-Miles - Specific Vehicle

The third chart that was of interest is the reliability of certain components, namely the Drive Unit, battery, and chargers on the Model S. I wonder if the increased reported failures on chargers for 2014 vehicles resulted in the movement from the old chargers to the new 48A charger.

Battery Survey - Model S Major Maintenance - Model Year

Lastly, the inspiration to my exhorting fellow owners to participate in this survey was the chart of participant vehicles.

Battery Survey - Model S Survey Vehicles

For as many Model S are on the road now, I wonder as to the ability of this study, in its current count, to fully report on the vehicle with a small sample size. The Model S battery survey form is fairly straight forward and serves our common purpose. Tesla has been great, but it’s also good to have interested third parties run a check against what they claim and provide.