Phase 3 of the trip was attending the Tesla Annual Meeting in Mountain View on Tuesday, June 6, 2017. (Phase 1 is here, and Phase 2 is here.)
Phase 3 – Tesla Annual Meeting 2017
We attended our first Tesla annual shareholders meeting last year (Day One, Day Two). This year, since we were already in the area right before, we decided to attend the Tesla Annual Meeting again two weeks ago.
The previous Annual Meeting trip in 2016 was the central focus of those two days. However, this year’s (2017’s) attendance was the afterthought to other activities that brought us to the area.
The Tesla Annual Meeting is a great place to spot Teslas and other EVs…
As well as cars that hope to be EVs soon.
Some one was part of Luke Skywalker’s squadron.
We figured to boost our charge for the drive home. We want to get home at a decent hour after today’s Annual Meeting.
Tesla spotting in the row that we parked our cars in.
On the way to the line-up, I forgot to get a close up of the Blue S with its trunk open on the right side of the photo above. That’s TMC’s Papa Fox headed out on another Mainland Roadtrip (from Hawaii)
We waited in the shade of the trees before security let us into the event.
Better half gets a better picture of me with Linda and Bill.
And finally, the queue to get into the building opens and security lets us through…
The guy ahead of us must have been made of metal, ’cause he should’ve brought a purse with all the stuff he had to empty from his pockets.
The Annual Meeting was held in the same room as last year.
We did get a better seat.
The agenda was relatively brief.
And lots of familiar faces.
And hanging with the Hawaiians
This guy had looked familiar too…
Better view this trip, but not better pictures. Unlike last year when Elon and JB really went “off-book” and kept us entertained at the meeting for several hours. Elon was pretty structured. A lot of it had to do with IR taking and filtering questions the day before via Twitter submissions. There was no in-room queuing for live questions. So, though the IR department let some less serious questions come through, it was all pretty well managed.
No “earth shattering” revelations and even the Model Y tease wasn’t really much. Still, it was a good way to cap the past few days of Tesla and Active E EV activities and we had a good time. When we headed out, and finally caught a photo with the Model S with the Hawaii plate.
Great shot of the Roadster getting its 3rd party netting top. We need to find one of those for the better half’s Roadster.
Our route is plotted into the NAV…
and we’re headed home.
We spot a Zero Motorcycle on our way out of the Annual Meeting.
The Annual Meeting this year let out in the middle of Silicon Valley Rush Hour Traffic… So, that just means more chances to play #EVBingo. Only drawback was I found out about thirty minutes later that some of my friends caught a Model 3 at the Mountain View Supercharger. As usual, it takes the Belgians on a trip to California to get great pictures of the Model 3. 😜 (Thanks again for the DM Martin and for not “rubbing it in”)
— Tesla Owners Club BE (@TeslaClubBE) June 7, 2017
And what cars did we get to catch on camera? Well, unfortunately, we were only able to catch a couple of #EVBingo cars on this Rush Hour Traffic drive.
This Audi E-Tron was blurry on the camera, but you can make out the outline of the green HOV sticker on the car. It’s the green discoloration on the rear bumper’s right side. (I spotted the car fine with my eyes, but we were fighting traffic here.)
And the other EV Bingo car we captured on camera was the Ford Focus Electric that was a few cars ahead of me in the carpool lane.
So, how did we do around the Bay Area/Silicon Valley (not counting the time waiting for the Annual Meeting, or right after…
Bay Area
Total – 6/6
Bay Area
On Car Carriers
Total Spotted
Points Per Car
Total Points
Tesla Model S
29
2
31
1
31
Chevy Volt
26
26
1
26
BMW i3
11
11
3
33
Tesla Model X
12
8
20
5
100
Mercedes Benz B250e
1
1
15
15
Ford Fusion PlugIn
7
7
2
14
Ford Focus Electric
1
1
12
12
Ford C-Max PlugIn
3
3
3
9
Nissan LEAF
22
22
1
22
Fiat 500e
0
7
0
Kia Soul EV
1
1
15
15
Volkswagen E-Golf
0
8
0
Toyota Prius PlugIn
4
4
3
12
Sonata
1
1
15
15
Chevy Bolt EV
3
3
15
45
Audi E-Tron
1
1
12
12
Zero Motorcycle
1
?
Totals
361
Tried to get a ruling on Zero Motorcycle, but we didn’t have points. So, that’s 361 before the California Handicap, and 180.5 after the 50% discount for the Bay Area spotting.
Just at the Annual Meeting parking lot and adjacent, supercharger.
Annual Meeting
Total – 6/6
Bay Area
Points Per Car
Total Points
Tesla Model S
53
1
53
Chevy Volt
2
1
2
BMW i3
1
3
3
Tesla Model X
37
5
185
Tesla Roadster
1
25
25
Mercedes Benz B250e
1
15
15
Totals
283
The total of 283 points, pre-California 50% handicap of 141.5 points. Which means that we have 644 total points (322 post handicap) before we leave the Bay Area/Silicon Valley area. I like to use the Gilroy Supercharger for the spot that we delineate these areas, so past that is between Metro Areas count.
So, we head through, still mesmerized by the progress one really wet year has done for the state’s water levels.
We pass that duck pond again.
Furthermore, driving on the Southbound/Westbound side of this drive gives us better views of the reservoir to see how close to its capacity its been since the wet Winter that we’ve had.
And it wasn’t long until we’re back on Interstate 5 again.
We stopped off at Harris Ranch for a big boost and had a Red, White, and Blue shot… Too bad we drive an S, and not an X, otherwise it would have been a cool Model X Red, White, and Blue shot.
After leaving Harris Ranch, my better half played around with her camera with these great sunset shots.
We were traveling in darkness for quite a bit of that drive back. Not as late as last year’s Annual Meeting, but still a quiet Tuesday evening drive.
In Between Metro Areas
Total – 6/6
Total Spotted
Points Per Car
Total Points
Tesla Model S
4
1
4
Chevy Volt
2
1
2
Tesla Model X
5
5
25
Ford Fusion PlugIn
1
2
2
Ford C-Max PlugIn
2
3
6
Totals
39
Even though Model S and Model X lights are easy to spot in the dark, we did a decent EV Bingo total of 39 points for inter-Metro travel. We even beat the total for the LA Metro.
Granted, it was really late and we got home just after midnight. But we scored a pathetic 1 Model S spotted on the drive. That’s HALF a POINT after the California discount.
At least we got home at a fairly decent hour.
Lots of bugs gave up its life in this drive… And we’re glad that water restrictions have been eased. ’cause it felt good to clean this car.
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%).
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.
Before leaving the LA Metro area, we spot a very positive sight. The California Aqueduct is flowing with lots of water again.
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.
#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.)
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.
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.
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.
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.
Moments later, this white Model X took the spot behind us.
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.
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.
It’s just great that Tesla provides the supercharger network to do it in a quicker way than most other EVs.
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.)
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.
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.
It seems that most of the Teslas on the transporters on this day are predominantly Model X.
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.
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.
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.
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.
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.
Even the little duck pond that we’ve passed has water in it again.
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.)
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).
Did spot a JdeMO powered 2nd Gen RAV4EV pull up to the CHAdeMO/CCS station at Gilroy.
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.
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.
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.
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.
I know it didn’t include the ones across the freeway at Tesla’s Factory from the Marriott’s Executive Lounge.
Our Belgian friends, who would later capture some great Model 3 shots on this trip at the reception were all wearing their club polos.
And here I am speaking with some of the Europeans again.
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.
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…
Here are four shots of the driveway before those cars took off.
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.
We were asked some ice breaker questions.
and waited for the start.
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.
Here was a rendering of a Model 3 supercharging.
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.
And the better half was not immune from the pipe cleaner fun…
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.
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.
After a long day of brainstorming and working with our Tesla hosts, we had some dinner and drinks at the Factory.
and some special Tesla cookies for dessert.
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.
— Tesla Owners Club BE (@TeslaClubBE) June 3, 2017
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.
Here are some of the Teslas that I could spot from above.
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…
— Tesla Owners Club BE (@TeslaClubBE) June 3, 2017
But eventually, we all met back for our clubs debrief and we had a productive session amongst the Tesla Clubs.
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.
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.
Here’s Trev taking a photo.
And a lot of very important historical computers. Like this Enigma Machine.
Or this really old memory tube that was 2560 bits of RAM.
Trev in front of some old military computer installation.
A couple of old Cray computers.
Of course, video games…
They even had some kids playing PONG.
and finally an old Apple 1.
Before we took Trev to the airport for his flight, we take a picture in front of the Google/Waymo Pod Car.
He had a little fun with his Twitter followers with this car…
— Model 3 Owners Club (@Model3Owners) June 3, 2017
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.
I was trying to do some lazy Model 3 spotting at the factory.
And actually caught the Alpha being loaded back in the truck.
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.
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.
A few weeks ago, I wrote about a new rebate available to Southern California Edison customers that drive a Plug-In vehicle. I had thought that the program was limited to BEVs, but apparently it is also available to Plug-In Hybrids as well.
To give some update regarding the status of the three applications that we’ve done in our family I would like to provide the following status.
Our Roadster application was accepted and confirmed as received on May 22, 2017 at 4:09 PM. Our Model S application was accepted and confirmed on May 22, 2017 at 4:26 PM.
However, the Model S rebate was approved on June 5, 2017 at 3:28 PM (as can be seen on the screenshot above.) Even though the Roadster rebate application was completed about 17 minutes earlier than the Model S application, the rebate was approved about 20 hours later on June 6, 2017 at 11:16 AM.
Additionally, my mother’s Leaf was approved on June 7 at 5:55 PM and her application was about a day after our two applications. Her application is numbered between 1100 and 1200.
So, hope that helps others figure out when they should get the email confirming their rebate request.
I was made aware of a program offered yesterday for new, existing owners of electric vehicles in Southern California Edison territories. This is an interesting rebate in that participating vehicles need not be purchased new. A particular vehicle and household can use the rebate once, but up to two more subsequent owners of that same EV are also eligible. (If the owner that applied for the rebate re-sells the car, the buyer, can apply for another rebate in the SCE territory for up to two more subsequent owners.) This applicability for used and currently owned vehicles is fundamentally different than the original California state program which was limited to brand new EVs only. Furthermore, providing for future resale to other SCE utility customers, shows a commitment to the future for this program.
So, what exactly does this rebate offer. In a nutshell, $450 a car (as of the writing of this article on May 23, 2017.) Considering that the program is for SCE customers, it means that your address and utility matters for this. This whole process should take most people less than fifteen minutes to complete, assuming they have ready access to the documents on hand and that their car registration is scanned or photographed for the evidence requested by the Center for Sustainable Energy (who I assume are the same administrators for this program.)
In my case, I had to create a login for scecleanfuel.com (this is different than your regular service account) and is a rather straight forward process that took longer to read all the disclosures than actually click and accept the terms.
Second, I had to find and obtain my service number (which is readily available on the PDF bill (or paper bill)) from SCE. Without the bill, it’s available on sce.com if you have a registered account on THAT system.
Example:
Next, you fill out the online form on scecleanfuel.com.
Here are the screens to fill out, in reality, it’s one long one.
In total after clicking submit, the next page (which I forgot to get a screenshot of) will require you to upload a scan of your registration. Luckily, I typically scan my registration for my records, so this is good.
Once you upload your registration, your application should show the status of the application and you wait.
Here is a screenshot of the page for our application for our two EVs.
We filed yesterday afternoon (May 22, 2017) and our applications were already in the mid-hundreds. About 22 hours later, my mom (assisted by my sister) filed hers and her application was in the one thousand applications… I’m not sure how many applications will be accepted for this, but I always feel that these are almost always first come, first serve, so get your paperwork ready and apply.
If we sell an EV and there are still funds in the program, subsequent purchasers (up to two more times) of an EV that is placed in service at SCE territory may be eligible for this rebate again. The amounts may change in subsequent years, but it’s a nice little benefit for being a customer of Southern California Edison.
On the confirmation email for this program:
Once we receive a copy of your permanent vehicle registration we will review your application for completeness and accuracy. This process may take up to 30 calendar days. Delays beyond normal processing times may occur. If your application is approved, we typically issue rebate checks within 90 days of application approval date. All status updates are communicated through your email. As we cannot guarantee our emails will not be blocked by your email server, we highly recommend periodically visiting scecleanfuel.com/login to check the status of your application.
In the first couple of sentences of this latest blog, Tesla reaffirms its commitment to charging for its customers.
As Tesla prepares for our first mass-market vehicle and continues to increase our Model S and Model X fleet, we’re making charging an even greater priority. It is extremely important to us and our mission that charging is convenient, abundant, and reliable for all owners, current and future.
Well, supercharging does that for almost ALL the models of cars that Tesla has sold. Just not ALL the cars that they have sold.
The Roadster and Model S 40 both do not have access to supercharging, but have ample range to make it the distances that are set up between MOST of the North American Supercharger network. I have not traveled on any of the other Tesla Supercharger networks, so I am unsure of the distances between their sites, but would presume that this statement also holds true for those distances.
We have been blessed to have our Model S available for us to travel these distances, but we know of several Roadster owners who would prefer to travel these distances and I would like to try to do that, one of these days.
To that end, if Tesla’s blog-post is any indication, it would seem that Tesla’s next iteration of supercharging might indicate a LOT more space and dedicated Tesla lounges in the locations that would be dedicated to this activity. If this is what Tesla is planning to do, why not provide a couple of stalls with Tesla dedicated Level 2 for those that are not in need of a supercharge. They can even fit these devices with a credit card or other payment system so that those opting for the slower charge can pay for the energy and/or stall that they are using for this travel. This allocation will then provide for Tesla to follow through on the statements that introduced this latest blog post.
Besides, in terms of costs, it would seem such a high density supercharging location would be more vulnerable to higher utility costs than current density supercharger locations. Things like demand charges and the like will definitely be a challenge toward the execution of this vision, therefore the costs associated with a couple High Power Wall Chargers (HPWCs) is really quite negligible.
The other thought I had with this concept release was a feeling of “deja vu…” and I realized as I was writing this article that it reminded me of the Rocklin, CA Sales, Service, Delivery, and Supercharger location from Day 11 of 2016’s Long Way Round Trip to the Gigafactory.
Which actually is a further case for this proposal to add High Power Wall Charger (for Roadsters, Dual Charger, or High Amp charger Teslas) at these new conceptual Supercharger locations. At this stop in 2016, we met with a couple who were also taking their Roadster up I-80 to Reno for the Gigafactory and TMC event.
The direct costs for a stall or two of High Power Level 2 (keep it on Tesla proprietary plug if they must) covers all Teslas built. Most of the Roadster owners that I know have already purchased my recommended accessories for the Roadster, i.e. Henry Sharp’s The CAN SR/JR, etc. and can therefore work with the Model S/X North American Proprietary plug.
The more analytical may counter that the opportunity cost for two stalls on HPWC vs another pair of Supercharging stalls outweighs the benefits of covering ALL Tesla vehicles, but I say that the goodwill created by such a program is more important than that. Tesla should execute on its statement today, but for ALL Teslas, not just the ones that can supercharge.
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.
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.
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.
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.
For the event, the store personnel provided coffee, bagels and other breakfast items along the credenza under the apparel, beside the Design Studio wall.
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.
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.
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.
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.
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.
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.
On Friday, October 28, 2016, approximately a year and a half since the original Tesla Energy launch EVent on April 30, 2015, Tesla improved upon the PowerWall and PowerPack, Tesla revisited Tesla Energy with the launch of the Tesla/Solar City product launch for the Solar Shingles.
The focus of the event held by Tesla this past Friday, October 28, 2016, at Universal Studios Hollywood was on the newly unveiled Solar Roofing products that were developed in conjunction with Solar City. As impressive as this product line is, the Solar Roof is definitely not a financial fit in our current configuration. Many who follow this blog will note that we just achieved our break-even point this past year (the fourth year of our twenty year agreement for Solar power) and paid less than $20 for all of the fourth year of energy (not counting taxes.)
One could say that neither the PowerWall nor its succeeding product, the PowerWall2 really makes economic sense for our use case either. With net-metering still in effect in California, the economics of the PowerWall2 is not the reason to go ahead and purchase one. However, coupled with time-of-use, and the whole-house backup capabilities of the PowerWall2, it looks like a great solution for a whole-house backup system. With our summer peaks generating power at 40 kWh, two units may be all we’ll ever need. I intend to recharge the system during the super off-peak time of day and get more bang for our buck by feeding back our solar production to the grid at a higher rate. Southern California is known to be very seismically active, and a whole-house backup system might just be something that would be really cool to have.
I was involved in tweeting out details for the event this past Friday through both my own account and my friends at Teslarati’s as well. The guys at Teslarati had family commitments to attend to during the event and I was approached to see if I could possibly cover their Twitter feed for them, so I embed those tweets that I sent out here. Hope those of you that follow Teslarati and my Twitter accounts enjoyed the coverage.
Since I committed to cover the event for Teslarati, I figured that we should arrive a little early. No press pass for me, but covering it as an owner was fine for them.
The valet at this event provided sent us a text with a mobile website to handle the request and retrieval of our vehicle, it’s a lot more greeen than handing us a paper voucher. I don’t remember whether they had this system at the last event we drove in for. It’s been a while that we valet parked a vehicle at a Tesla EVent since the last Tesla event for us was the Gigafactory Party that was the subject of our Long Way Round Round trip. However, we took a loaner to the event. So, I photographed the vehicle and key to ensure that I know what I’m looking for. Just in case this SMS ticket method were to fail.
We were among the first ten cars through the valet and had been asked to wait in a lounge area to the right of the check in desk until they opened the “neighborhood” area.
I think that the folks were unprepared for the number of people forced to wait in this area. It was standing room only.
Luckily, the wait was not too long before the “neighborhood” was opened for us to enjoy. Fans of the old “Desperate Housewives” set will recognize the set as “Wisteria Lane.”
Tesla’s catering services were the best that we’ve had in the various parties that we’ve attended. The neighborhood setting had enough seating, the food and drink was plentiful and did not run out as they have in the past. There was a mix of self-serve sections as well as server provided locations.
The bar lines were manageable and had a good selection of wine and other drinks.
A few panoramics of the first neighborhood, before the section with the four remodeled houses was opened for the presentation.
And right around 5:30pm, they let us into the neighborhood with the new Solar Tiles.
Here’s the stage with the sun shining brightly on it.
I was able to take one panoramic shot of the stage and the two closest houses to it. On the left side of the stage is the house that the Model 3 prototype will emerge from later in the presentation. I didn’t actually notice it emerge as I was closer to the right side of the stage.
Here’s a closer shot of the house with the Model 3 in the garage before it emerged during Elon’s presentation.
The house on the right’s shingles was more obviously solar shingles. However, aesthetically they were quite pleasing.
While waiting for the event to start, we were looking at the two houses on our left and were wondering whether they were solar shingles. Something that Elon revealed as fact during the presentation. The Tuscan Solar Tile, as this model was revealed later, is ideal for many homes in Southern California.
I even tweeted my suspicions just prior to Elon’s talk.
Since the presentation was a joint Solar City/Tesla Event, it started off with a few minutes with Lyndon Rive, Solar City’s CEO and Elon Musk’s first cousin.
Afterwards, Elon spoke.
Here’s Tesla’s official YouTube video of the event:
Needless to say… The Solar Tiles are impressive. However, as I previously mentioned, we recently re-roofed when we installed our Solar Panels four years ago. So, that’s just not going to happen. We paid less than $20 for last year’s power and have recently hit our break-even point for our solar panels.
We did take a few good close ups, but a lot of the pictures can be seen on our Flickr Album of the event.
Here are some of the pictures on the album above.
Even though we’re probably not going with the cool solar tiles, the whole house backup thing though is VERY tempting. So tempting that we put in a deposit for a few of them.
How many you may ask? Probably more than we needed… But here’s a hint.
Especially since the new version can be more efficiently mounted and stacked this way.
The original PowerWall had to be installed side by side and mounted on the wall.
Looks really cool, but I think it’s probably more efficient to install it stacked.
One other thing about that Powerwall… It’s capacity is doubled in the same amount of space at less than double the price, considering the fact that the AC-DC Inverters are included. I also did the iPhone 4 width test that I did with PowerWall 1 with PowerWall 2.
PowerWall 1 compared to an iPhone 4.
PowerWall 2 compared to an iPhone 4.
Color me impressed.
Model 3
The surprise for me was the appearance of the Prototype Model 3 at such close proximity.
The album for the event has a lot more pictures of the Model 3, but here are a few more shots.
It’s bigger than I had hoped. It is smaller than the Model S, but bigger than the Active E. We got a few great shots in before security cordoned off the vehicle from closer inspection.
Still a great shot that the better half took of me with the Model 3 in the background.
We didn’t get any good interior shots, but this was the best shot of the Model 3 interior… Security was starting to cordon off and was kicking us out.
It may be bigger than what I expected, but I still like the Model 3.
A multi-Tesla neighborhood… Sounds like a nice, clean environment.
There was also a nice, blue Roadster there.
There were a few Xs there, but just didn’t take pictures. There’s just so many of them around now. 😉
It was a fun event. The food and drink was the best service of the ones that I’ve been to. The valet had a wait, but I think that it was better than previous events that I used valet in. Take that last sentiment with a “grain of salt” since I used the bus at the Gigafactory Party, and I found that to be the most relaxing way in and out of a Tesla Party. The party may have been free to attend, but I walked away with a very expensive deposit for some batteries for the house. We’ll have to see how long before we get these installed.
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.
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.
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.
The NDEW part of the conference was set up in a cordoned off section of the parking lot.
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.
The Santa Monica set-up was a mix between EV owners and drivers demonstrating their EVs to the public (no Ride and Drive.)
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.
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.
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.
The Honda Clarity,
the Hyundai Tucson Fuel Cell,
and the Toyota Mirai was there too.
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.
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.
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.
Hard to see, but click and zoom in on the rearview mirror. Can’t mistake the “kidney beans” on the front grill.
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.
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.
All manners of Teslas were represented.
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.
It is the latest Tesla around.
and we had three Roadsters at this event.
There was representation from members of the EV community as well.
From other vehicles like the Zero Motorcycle and Smart ED.
To several Leafs and a Porsche 912 conversion that gets around 150 miles.
There was a Fiat 500e and a Coda (same owner as was in Santa Monica the previous day and Los Angeles the previous week.)
Even the Honda Fit EV made an appearance. Three times, to be exact.
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.
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.
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)
We’ve even used the same Level 1 charger when we visited family…
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.
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.
Here it is on the day we first installed the EVSE and we charged the Active E on that first Level 2 charger.
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.
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.
We wanted to makes sure to protect it from the elements.
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.
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.
That is the MC240 that the Roadster originally came with. It has a hardwired NEMA 14-50 plug on the end of it.
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.
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.
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.)
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.
One thing about the Model S/X High Power Wall Connector is it is glorious and aesthetically pleasing EVSE.
Unboxing the HPWC…
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.
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.”
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.)
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!