A day with the Tesla Roadster… 16,061 Miles

Got to take the Roadster out for a “spin” this past week and it hit 16,000 miles in the process…

Unfortunately, I didn’t catch it at 16,000, so I remembered at 16,009 miles… But that’s kinda boring.


So, I thought, 16,016 miles would be a good shot…


Well… That’s nice, but not quite “memorable” enough for me. I figure a palindrome would be better…

So, let me present… 16,061 miles…


Now… What have we learned in the nearly 14,000 miles that we’ve owned the Roadster. Well. It’s squeeky. Especially with the hardtop on.

I spent part of my day stopping by the Tesla Motors Hawthorne Design Center (also known as the site of the original Tesla Los Angeles Supercharger.) It’s now pretty empty, looks like more people stop off at Culver City or Redondo Beach now that those two are open. I stopped off at the Design Center because they have a bank of eight Model S HPWCs for folks that don’t need to supercharge.

I thought the start of charge looked promising (started around 205V and 61A) the rate with which the Roadster with the CAN SR charged fluctuated between 205-208V and 44A. That’s not much faster than using a 40A UMC at 240V at home. Still, I wanted to see the behavior, so I stuck around for a little while to recover some miles and hung out with a few Model S at the center.

Hanging with some Model S at @TeslaMotors Hawthorne Design Center using CAN S-R to charge our Roadster!

Here’s a Panoramic of the eight HPWCs with Model S charging at the occupied ones, with the exception of HPWC 6 which I was charging at:

Panoramic of using the CAN SR at @TeslaMotors Hawthorne Design Center. Charging a Roadster off Model S HPWC

The HPWCs were all well labeled, and I only tested one of them, so, I don’t know whether the others will provide the full 80A to a Model S or 70A to a Roadster with the CAN SR. I posted my statistics on teslamotorsclub.com and Henry Sharp (hcsharp) advised that perhaps the PEM was overheating. I was driving for a while before the stop, so that could have affected it. I know that the adapter and car work at 70A because I’ve had it tested at the Service Center on a Model S HPWC and I’ve seen it at that speed on OVMS.  So, I’ll have to try charging it with a cooler PEM in the future.

It would seem that what looks like premature battery degradation on the Roadster can be rehabilitated. Since then, we’ve been closer to a CAC closer to 149 and full standard daily ranges closer to 177-179 miles. One of the things that we’ve done since July of last year has been to leave the car unplugged until it really needed to charge. In general, in a protected garage, the vampire losses on the Roadster are minimal, especially compared with the Model S. So, what does this mean? The battery on the Roadster seems to perform better when you let the charge drop low (but not too low.) We’ve been advised to let the car drop to 40 miles or slightly less at least once a week. We do this closer to lower than 60 miles of range rather than 40. It’s just how the math works with the car’s usage patterns. For the record, the Service Center did a range charge the last time I had it in and that looked to reach 226 miles in Range Mode. So, that’s increased as well.

Another thing that we learned in the approximately 14,000 miles that we’ve owned the Roadster, is that the squeaks can be taken care of, at least for a while. There is some sort of lubricant that the center applies to the hardtop to take care of these squeaks.

The car’s not so squeaky with the soft-top, but we like to use the hardtop, so squeaks it is.


Apparently, before installing the hardtop, apply some of the substance above to the parts of the roof and car that touch each other and it lessens the squeaks. And it works great. For a while. However, a Roadster is not the comfortable car that the Model S is. It’s a driver’s car, and the adrenaline that comes with driving it is really part of the “fun.”

The CAN JR and The CAN SR… Must have accessories for the Tesla Roadster

Elon Musk and Tesla Motors tweets regarding the upcoming demonstration of upgrading the Tesla Roadster to a 400 Mile Range has increased the interest in Roadster ownership. To continue further the previous post upon receipt of the CAN SR a few days back. Each version of the CAN is sold for $695 each and is well worth it.

What makes the CAN from Henry Sharp a valuable accesory is that it allows Roadster owners a nicer/smaller adapter to standard J1772. The Tesla produced product is rather bulky and a car like the Roadster space truly is a premium.

Here is a photo from Tesla (from their shop) of the Tesla produced adapter.

Tesla Roadster to J1772 adapter from Tesla

Whereas the CAN from Henry Sharp is rather compact.

This first picture is the J1772 side that the Roadster driver uses to plug the J1772 into.


This second picture is the Roadster side that the Roadster driver uses to connect to the Car.


You can see that the CAN is not much larger than a Blackberry Curve Telephone.


And here is the CAN attached and charging a Roadster. To ensure that the CAN does NOT walk away at public stations, there are slots in place to place a small padlock into it.


It works great with the JESLA from Tony Williams of QuickChargePower.



Henry’s been making the CAN JR for a while and have just released the CAN SR. The naming convention of JR and SR means that he’s converting J1772 to Roadster (for the JR) and SR is converting Tesla Model S to Roadster. Henry reluctantly released the SR because the testing showed a 95% success factor for Roadster 2.x and 99% success with Roadster 1.5 between Model S Chargers and Roadsters. (you can read the SR thread on teslamotorsclub.com)

Before purchasing the CAN SR, I would highly recommend that Roadster owners get the latest Firmware upgrade. There is a known bug between unpatched Roadsters and EVSEs that charge greater than 70 Amps. A fully configured Tesla Model S HPC is configured to run at 80 Amps and the Roadster, if unpatched, would be confused by that issue. The patch for this error has the Roadster understand an 80 Amp signal and drop the rate to 70 Amps, which is the maximum speed that a Roadster can handle.

This next picture is the Model S side that the Roadster driver uses to plug the Model S nozzle into.


This once again is the side that plugs into the Roadster.


Henry sends each CAN with a neoprene bag to protect and store the adapters into as pictured.


Here is the CAN SR plugged in and getting ready to charge in our garage.



Lastly you can see the detail of the construction of the CAN SR. It’s a great accesory.



So, how do I use these adapters.

For the CAN JR

1) Attach the CAN JR to the Roadster
2) Plug the J1772 into the CAN.

IF in a public charging spot

3) I insert the padlock into the slot for the CAN to lock it in place.

4) If I need to interrupt charging to leave, I press the stop charging button on the VDI of the Roadster OR stop on the charger, otherwise, if it IS stopped, then proceed to the next steps.

IF in a public charging spot

5) I take the padlock off.

6) Unplug the J1772
7) Unplug the CAN, put can in the bag, and put the bag in the Roadster.

For the CAN SR

1) Attach the CAN SR to the Roadster
2) Plug the Model S nozzle into the CAN.

IF in a public charging spot

3) I insert the padlock into the slot for the CAN to lock it in place.

4) If I need to interrupt charging to leave, I press the stop charging button on the VDI of the Roadster OR stop on the charger, otherwise, if it IS stopped, then proceed to the next steps. I have not yet tried this, but according to Henry, I can pull the ring around the Model S nozzle to stop charging as well.

IF in a public charging spot

5) I take the padlock off.

6) Unplug the Model S adapter.
7) Unplug the CAN, put can in the bag, and put the bag in the Roadster.

There are very few “must haves” for the Roadster, and the CAN JR and SR are two of the things Roadster owners should consider owning.

Just got “The CAN SR”… A must-have “accessory” for the Tesla Roadster

A more in-depth review will follow, but thought to just share some pictures with you…

The CAN SR is Henry Sharp’s latest iteration of the CAN... (now renamed the CAN JR). The SR designates that the adapter will change a Tesla Model S plug to work with a Tesla Roadster. Whereas the original CAN adapted J1772 to Tesla Roadster.

Just got this at the office and thought to post some pictures of it.

Here is the end that the Model S connector goes into.


Here is the end that connects to the Roadster


And here is the whole thing in the protective bag that both the original CAN (JR) and now the CAN SR is sold with.

Per the Teslamotorsclub.com forum posts on the subject, it looks like it should work with about 99% of Model S Chargers out there for 1.5 Roadsters and about 95% for 2.x Roadsters.