Anyone who has been a reader for kontaktmag for a while knows that we are big fans of the Tesla Motors company and the Tesla Roadster. We have been waiting patiently for a look at the new sedan which has been in the works for a couple of years. We will do more on the new Model S from Tesla, but for now, we wanted to post the pictures and information.
Here is the press release from Tesla Motors:
Tesla unveils world’s first mass-produced, highway-capable EV
Model S sedan has anticipated base price of $49,900, up to 300-mile range and 45-minute QuickCharge capability
HAWTHORNE, Calif.–(BUSINESS WIRE) —Tesla Motors is now taking orders for the Model S, an all electric family sedan that carries seven people and travels 300 miles per charge.
The Model S, which carries its charger onboard, can be recharged from any 120V, 240V or 480V outlet, with the latter taking only 45 minutes. By recharging their car while they stop for a meal, drivers can go from LA to New York in approximately the same time as a gasoline car. Moreover, the floor-mounted battery pack is designed to be changed out in less time than it takes to fill a gas tank, allowing for the possibility of battery-pack swap stations.
The floor-mounted powertrain also results in unparalleled cargo room and versatility, as the volume under the front hood becomes a second trunk. Combining that with a four-bar linkage hatchback rear trunk and flat folding rear seats, the Model S can accommodate a 50-inch television, mountain bike *and* surfboard simultaneously. This packaging efficiency gives the Model S more trunk space than any other sedan on the market and more than most SUVs.
“Model S doesn’t compromise on performance, efficiency or utility — it’s truly the only car you need,” said Tesla CEO, Chairman and Product Architect Elon Musk. “Tesla is relentlessly driving down the cost of electric vehicle technology, and this is just the first of many mainstream cars we’re developing.”
Tesla expects to start Model S production in late 2011. The company believes it is close to receiving $350 million in federal loans to build the Model S assembly plant in California from the Dept of Energy’s Advanced Technology Vehicle Manufacturing Program.
Building on Proven Technology
Tesla is the only production automaker already selling highway-capable EVs in North America or Europe. With 0-60 mph in 3.9 seconds, the Roadster outperforms almost all sports cars in its class yet is six times as energy efficient as gas guzzlers and delivers 244 miles per charge. Tesla has delivered nearly 300 Roadsters, and nearly 1,000 more customers are on the wait list.
Teslas do not require routine oil changes, and they have far fewer moving (and breakable) parts than internal combustion engine vehicles. They qualify for federal and state tax credits, rebates, sales tax exemptions, free parking, commuter-lane passes and other perks. Model S costs roughly $5 to drive 230 miles – a bargain even if gasoline were $1 per gallon.
The anticipated base price of the Model S is $49,900 after a federal tax credit of $7,500. The company has not released options pricing. Three battery pack choices will offer a range of 160, 230 or 300 miles per charge.
“Model S costs half as much as a Roadster, and it’s a better value than much cheaper cars,” Musk said. “The ownership cost of Model S, if you were to lease and then account for the much lower cost of electricity vs. gasoline at a likely future cost of $4 per gallon, is similar to a gasoline car with a sticker price of about $35,000. I’m positive this car will be the preferred choice of savvy consumers.”
The standard Model S does 0-60 mph in under six seconds and will have an electronically limited top speed of 130 mph, with sport versions expected to achieve 0-60 mph acceleration well below five seconds. A single-speed gearbox delivers effortless acceleration and responsive handling. A 17-inch touchscreen with in-car 3G connectivity allows passengers to listen to Pandora Radio or consult Google Maps, or check their state of charge remotely from their iPhone or laptop.
Tesla is taking reservations online and at showrooms in California. Tesla will open a store in Chicago this spring and plans to open stores in London, New York, Miami, Seattle, Washington DC and Munich later this year.
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Reading the original announcement alongside today’s specifications shows how much of the roadmap was already visible. The hard part was never the idea, it was building it at scale and at a price.
The claim that this was the only car you need was marketing, but the underlying logic held up. One vehicle covering commuting, family transport and long distance removed the need for a second car.
It is interesting that efficiency was framed in well to wheel terms even then. That argument is only now becoming mainstream in policy discussions, fifteen years later.
The emphasis on the second trunk under the front hood is a small detail that changes how people use the car. It is the kind of thing you only appreciate after living with it for a month.
The point about qualifying for tax credits and rebates was more consequential than it sounds. A seven and a half thousand dollar credit moved the car into a different buyer segment entirely.
The one thing the release got wrong was the production date. Late 2011 slipped, and the first customer deliveries landed in the middle of 2012, which is close by industry standards.
Reading the press release in full is a good reminder of how much of the modern electric car was specified in one document. Cell format, pack placement, charging philosophy, all present here.
I still think the electronically limited top speed was the right call. It kept the car in a sensible efficiency band and removed an argument that electric cars were dangerous at speed.
The claim about travelling from Los Angeles to New York in roughly the same time as a petrol car depended on a charging network that did not exist yet. That gap was closed faster than almost anyone expected.
The four bar linkage hatch and folding seats show that utility was treated as a performance feature. That framing worked, and the wagon style body has stayed popular for exactly that reason.
What is striking is how much of this release is specification and how little is styling. The design was deliberately conservative because the company needed the car to look normal enough to sell.
The federal and state incentives listed here are a reminder of how much of the early market was policy driven. Free parking and commuter lane access were often worth more than the tax credit in daily use.
The flat floor layout is why the interior feels bigger than the exterior suggests. It is a structural decision rather than a styling one, and it is still the basis for most good electric platforms.
The line about no oil changes and fewer moving parts is the part that independent workshops underestimated. Service revenue models built on maintenance intervals had to be rebuilt from scratch.
Looking back, the 160 mile entry pack was the honest option and the 300 mile pack was the one everyone ordered. That pattern has repeated in every electric vehicle launch since.
The decision to keep the charger onboard rather than relying on a dedicated wall unit was a practical choice for the period. Being able to plug into any outlet mattered more than charging speed.
The Roadster numbers in the middle of the release do a lot of work. Zero to sixty in under four seconds and six times the efficiency of a comparable petrol car made the sedan’s claims believable.
Worth remembering that the Department of Energy loan was still pending when this was published. The plant, the tooling and the timeline all rested on a decision that had not been made yet.
The cargo claim about fitting a fifty inch television, a bike and a surfboard at the same time is the kind of specific boast that marketing departments usually avoid. It also happened to be true.
A seventeen inch touchscreen with built in connectivity sounds ordinary today, but in 2009 it was a genuine departure. Physical buttons were still considered the safe choice for a family sedan.
The single speed gearbox detail is worth pausing on. No shifting, no torque curve to manage, just a flat pull from standstill, which is still the thing first time drivers comment on.
The comparison to a thirty five thousand dollar petrol car on total ownership cost was the argument that actually converted sceptics. Efficiency numbers rarely persuade people, monthly cost does.
It is easy to forget how few highway capable electric cars existed when this was written. Tesla had delivered under three hundred Roadsters at that point, and the sedan was still eighteen months from production.
The battery swap idea was the boldest line in the release and the one that aged worst. The engineering worked, the logistics and the standardisation did not, and the industry quietly moved to fast charging instead.
What stands out now is the price framing. A base of forty nine thousand nine hundred dollars after the federal credit was ambitious in 2009 and looks almost modest compared with where the market went.
The packaging argument is still the strongest part of this design. Putting the pack in the floor to free up a front trunk and a flat folding rear seat solved a problem that other sedans simply accepted.
Reading this again years later is a strange experience. The 300 mile range and the 45 minute quick charge were presented as near-future promises, and it took a decade longer than the press release suggested.
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