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To: Road Walker who wrote (10135)6/16/2019 12:34:58 PM
From: Eric
1 Recommendation   of 15573
Musk has never said "I promise_ _ _".

And I have followed him closely since 2002.

Except for talking about building a PU after the Model Y!


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From: Eric6/16/2019 12:43:38 PM
1 Recommendation   of 15573
Beyond Supercharging: Charging With Tesla’s Gen 2 Mobile Connector – Part II

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  • June 16th, 2019 by Steve Bakker

    We learned in Part I of this series how Tesla upped the ante when it introduced the Gen 2 Mobile Connector at the same time as the release of the Model 3. With the introduction of the new Mobile Connector, Tesla opted to phase out the Gen 1 Universal Mobile Connector (UMC) and started shipping all new Tesla vehicles from the factory with a Gen 2 Mobile Connector (MC).

    The Gen 2 charge cord is rated for less maximum current than its predecessor (32 amps vs 40 amps), but is a safer solution because the newly designed Gen 2 cord also has the capability to reduce the charging current if the plug or outlet starts overheating. We also discovered that a circuit board embedded in the Gen 2 adapters signals the Mobile Connector as to the outlet’s capacity. The chip also monitors the temperature of the plug and is tagged with a unique identifier which allows Tesla to backtrack to the source supplier if any issues arise with the adapter.

    A New Adapter, A New Challenge

    Because of the change to the the new technology, Gen 1 UMC adapters no longer fit the Gen 2 Mobile Connector. Tesla only supplies adapters for 120V/15A and 240V/50A outlets (NEMA 5-15 and 14-50 respectively) with the Gen 2 MC included in most cars though some Model 3 owners report that the 14-50 adapter is no longer included. If an owner needs an adapter that is not included, they can just head over to the online Tesla store and order the additional adapter(s). The Gen 2 adapters listed there all employ the new Gen 2 electronics.

    Note: The Tesla Model 3 Home Charging Guide can be used by any Tesla owner to learn of the locations where each plug type is commonly found. For example, I like the NEMA 6-20 adapter, as the matching outlets are often used for plug-in motel air conditioners. Don’t forget the old proverb:
    “You can never be too rich, too thin, or have too many charging locations.”
    But wait. What if you need an adapter that Tesla doesn’t offer? Tesla has never marketed adapters for every outlet type and the Gen 2 adapter offerings are no exception. This is where third-party suppliers come in. Several companies produce aftermarket adapters for the Gen 1 UMC, but it’s a whole new ballgame with the Gen 2 adapters. If a third-party company wants to supply adapters that utilize the safety features of the Gen 2 MC, the aftermarket companies need to come up with an adapter that is capable of detecting the correct charging amperage. It must also have an integrated temperature sensor, a way of signaling the MC if the plug overheats, and the adapter even needs to present the expected unique ID to the Mobile Connector that all bonafide Tesla adapters are coded with.

    In other words the third-party boys need to come up with a circuit board and firmware very much like the one Tesla uses. As it happens, that’s exactly what the folks over at EVSEadapters did. It took awhile, but the company was able to locate a source for the circuit board and reverse engineer the signaling process used to talk to the Gen 2 MC. The Gen 2 adapters sold by EVSEadapters even emulate the firmware used to communicate with the MC, and each adapter is programmed with the requisite unique ID. As a result, the company is now offering Gen 2 adapters not available in Tesla’s line up.

    I’m not going to put you to sleep by listing every Gen 2 adapter in the EVSEadapters lineup, but let’s use the NEMA TT-30 outlet as an example of a somewhat common outlet that Tesla has never gotten around to producing an adapter for. TT-30 is a NEMA standard for Travel Trailers (center adapter in above photo). It’s a 120V/30A circuit found in RV campgrounds. Many RV campgrounds are equipped with the higher amperage NEMA 14-50 (220V/50A) outlets, but many other other parks only offer TT-30 outlets. Therefore some travelers like to carry one of these adapters just in case a supercharger isn’t handy. The EVSEadapters TT-30 offering properly signals the Mobile Connector to inform the car to draw no more than 24 amps and monitors the adapter’s temperature. Why 24A instead of 30A? Don’t forget that all-important 80% rule!

    Note: The circuit board in the Gen 2 adapter adds 60% to its cost.

    By the way, have you been wondering how your author came across all the details of the Gen 2 adapter innards? I promise you I didn’t get them from Elon. He and I exchange cupcake recipes, but that’s about it. Actually, the owner of EVSEadapters was kind enough to share that very-hard-to-come-by information. So big kudos to EVSEadapters. If you like this article, they deserve the credit.

    Adapters to Avoid

    To wrap this discussion up, I want to mention a class of outlet adapters on the market that you want to be cautious about using. These adapters work with both Gen 1 and Gen 2 charging cables and are notable in that they contain neither resistors nor the requisite embedded circuit boards. I refer to them as Tomcat Tesla adapters. They physically adapt the MC to the matching outlet, but they don’t follow Tesla’s protocols for safe charging. This class of charging accessories can be dangerous to use because they don’t properly inform the car to set the charge rate correctly.

    Such adapters are easy to identify. Here is a simple trick to spot them:

    Instead of plugging into the Tesla charging cable directly, such adapters plug into one of the Tesla supplied adapters such as the 14-50.

    That is the tell. I’m going to pick on the popular TT-30 Tomcat adapter available from several online outlets as an example. Let’s pretend that Barbie and Ken are going camping at River City RV Park and they buy such an adapter for the trip (Dick and Jane would never do this). Note how the adapter is configured to receive a 14-50 plug, not the end of the Mobile Connector. This adapter requires that you first fit the Tesla 14-50 adapter to the Gen 1 or Gen 2 Mobile Connector and then plug the Tomcat adapter into that adapter. If you’ve made it this far in the article you understand why this approach is problematic. Think for a second as to why this is solution must be used with caution. The answer is in next paragraph.

    Right. The adapter that iss plugged directly into the Tesla charging cord is what the car goes by when setting the charge rate. The 14-50 adapter signals the car (via the MC) to charge at 40 amps. The car thinks it’s plugged into a 50A outlet, but in fact is plugged into a 30A outlet and should be drawing no more than 24A. When the car tries to draw 40 amps from the 30A outlet there’s gonna be trouble in River City. At best, the circuit breaker on the outlet is going to pop. That’s if things go well. Even then, what if the breaker is in a locked electrical box? Of course, it could also end much more poorly, with Barbie and Ken suffering a major meltdown, and the River City RV Park could turn into the biggest weenie roast this side of Hades.

    There is a workaround when using this kind of setup. You can manually turn down the charge rate from the touchscreen of the vehicle. Many owners who have purchased such adapters use this strategy. In some circumstances, this approach was the only way to plug a Tesla into certain outlets because nobody made a proper adapter for it. It’s just that you have to remember to change the charge rate from the display, and although the setting is persistent, you never know when a software update may reset it. Most importantly, Tomcat adapters defeat the very strategy that Tesla has designed into the Gen 2 MC because they isolate the Gen 2 adapter from the outlet.

    OK. That’s everything I’ve been able to learn about this topic. Hopefully this treatment has been instructive and worth your time.

    Non-technical Executive Summary
    • All Teslas now come with an improved charging cord named the Gen 2 Mobile Connector
    • For safety reasons, the maximum current for the Gen 2 MC was reduced from 40 amps to 32 amps
    • To further enhance safety, the Gen 2 outlet adapters can sense when an outlet overheats and reduce the charging current to safer levels
    • Avoid the use of any third party adapter that requires plugging into a Tesla adapter rather then directly to the Mobile Connector brick

    Some folks were disappointed that the charging cable included with their Tesla was reduced from 40 amps to 32 amps. When the Mobile Connector first appeared on just the Standard Range Model 3, with an onboard charger which draws a maximum of 32 amps, it seemed as though the 32 amp MC was included with all variants of the Model 3 as a cost saving effort.

    And that may be true. But rather than starting at the car and solving for a proper charging cable for the 32 amp onboard charger, Tesla may have actually started at the wall outlet. The logic in the new Gen 2 MC attempts to determine what a reasonable maximum current is for safe charging from outlets of an unknown condition and then designed its new Mobile Connector and the onboard charger. That is little more than speculation at this point, but it is further supported by the fact that all Tesla cars now ship with the 32 amp cable. Pulling down 32 amps at 240 volts charges the car at a reasonable speed (28-30 miles per hour). If you need to charge as fast as the onboard charger of the long range Model 3 or the S/X can handle, the Tesla Wall Connector with its fatter, fixed charging cord is designed for that job.

    My comments:

    I always manually set the charge rate (amps).

    The biggest problem with connectors is resistance. Plug prongs can oxidize as can the female receptor.

    Good physical connections between them is critical to maintaining a low resistance connection!


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    From: Eric6/16/2019 4:46:09 PM
    1 Recommendation   of 15573

    Tesla Model 3 Performance tries to overheat in high speed Autobahn test, aces it instead

    (Credit: Bjorn Nyland/YouTube)

    By Simon Alvarez
    Posted on June 15, 2019

    Tesla owner and longtime electric car advocate Bjorn Nyland recently took his Model 3 Performance to the Autobahn in order to test the vehicle’s limits in sustained high-speed driving. More specifically, the Tesla enthusiast wanted to see if his Model 3 will overheat when it’s being floored for miles on end. The results of the test, to say the least, were incredibly surprising and impressive.

    Bjorn Nyland has a lot of experience with Teslas, having owned both a Model S and a Model X. He is also known for pushing his vehicles beyond their expected capabilities, as shown in his winter off-roading sessions with his all-electric SUV. Being a longtime Tesla owner, Nyland is familiar with how the Model S and Model X reduce their power after a while during spirited driving sessions. Thus, for his recent video, he wanted to see if his Model 3 Performance had the same limitations.

    It did not take long for the Tesla owner to notice that his all-electric sedan was behaving in a different manner compared to his previous vehicles. The Model 3 Performance proved incredibly resilient, largely maintaining speeds above 120 mph (200 km/h) without any issues. The car also had no problems hitting speeds beyond 140 mph (230 km/h). What really surprised the Tesla owner was that the Model 3 did not overheat at all. There were times when the Model 3 Performance seemed to be limiting its speed to around 120 mph, but after a few moments, the vehicle was ready to hit top speed once more.

    The Model 3 Performance might not be equipped with the gut-wrenching acceleration of its larger sibling, the Model S and Model X Performance, but the electric sedan does have its unique attributes. The vehicle, for one, is Tesla’s only track-capable car in its current lineup, with the Performance variant even getting a dedicated “Track Mode,” which helps the all-electric sedan maintain its optimum performance during closed circuit driving. Tests of the Model 3 Performance with Track Mode have shown that the vehicle can outdo high-performance cars such as the BMW M3 around the track.

    These capabilities might soon be rolled out to the Model S and Model X, as well, if recent rumors are any indication. According to a recent leak from a reported insider from Tesla, the electric car maker is working on an update for the Model S and Model X, which will give the vehicles increased performance and more range. The “refreshed” electric vehicles will reportedly be adopting a new cooling system for their batteries and motors too, which could potentially open the doors to even more extended periods of high-speed driving, minus any overheating tendencies.

    Watch Bjorn Nyland’s Autobahn test of the Model 3 Performance in the video below.

    Model 3 Performance high speed driving in Germany

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    Bjørn Nyland

    Published on Jun 14, 2019

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    From: Eric6/16/2019 4:56:23 PM
    2 Recommendations   of 15573
    Model 3

    First Tesla Model 3 right-hand drive deliveries underway in the UK

    Tesla Model 3 right-hand-drive spotted on delivery truck near London. | Image: Tcxcadet/Tesla Motors Club

    By Dacia J. Ferris
    Posted on June 15, 2019

    If recent sightings are any indication, Tesla Model 3 right-hand drive (RHD) variants will soon be in the hands of anxiously awaiting customers in the UK.

    A recent photo posted to the Tesla Motors Club forum, later shared on Twitter, revealed a semi truck transporter loaded with Model 3 RHD cargo on a highway headed towards London. The two visible all-electric midsize sedans in the the first image were Red Multi-Coat, sporting white interiors and carbon spoilers already installed. A second photo of another delivery hauler shared later revealed a mix of black and Deep Blue Metallic Model 3 vehicles, notably without Aero Wheel covers attached........

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    From: Eric6/16/2019 5:33:06 PM
       of 15573
    Tesla Gigafactory 3 builds up at incredible speed, already installing production equipment

    Fred Lambert

    - Jun. 16th 2019 3:45 pm ET




    Tesla is building up Gigafactory 3, its electric vehicle plant in Shanghai, at an incredible speed. The building is almost complete and the automaker is already installing production equipment.

    Gigafactory 3 is Tesla’s first manufacturing facility in China and it’s also the first electric vehicle factory wholly-owned by a foreign automaker in the country.

    As the trade war between China and the US keeps getting more complicated, it’s becoming more important than ever for Tesla to have manufacturing capacity in China.

    They will be able to avoid increasingly uncertain import tariffs in the biggest auto market in the world.

    They have been moving extremely fast to get Gigafactory 3 ready.

    About 7 months ago, Tesla announced a deal with the Shanghai government to build a wholly owned local factory and only about 5 months ago, they secured the 210-acres of land for Gigafactory 3 in China necessary.

    They officially broke ground in January and plan to be done with the building by this summer.

    Recent, drone video updates show that the building of the massive factory is almost completed, which is an incredible feat to do in just 6 months.

    Here’s a new one filmed yesterday that features a quick little timelapse that highlights how quick this massive building is coming together:

    Tesla Gigafactory 3 in Shanghai China(June 15 2019)

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    Jason Yang
    Published on Jun 15, 2019

    Tesla founder Elon Musk revealed at the June 12 annual general meeting,The first phase of G3 completed the construction of the four major workshops of the whole vehicle - stamping workshop, body workshop, painting workshop, assembly workshop and supporting projects, which is expected to be completed in September this year. The internal and external construction of the plant is nearing completion, and the power system has begun to be erected,It seems that everything is under control.

    At the Tesla shareholder’s meeting last week, CEO Elon Musk said that it is on schedule for this summer and he believes it’s the quickest car manufacturing facility to get build ever.

    While the completion of the building on time is increasingly looking likely, it’s another thing to have a production ready for manufacturing.

    However, Musk says that Tesla is already installing production equipment including “stamping machines, and the paint shop.”

    Three weeks ago, we had our first look inside Tesla’s Gigafactory 3 with leaked pictures and the factory was empty.

    In just a few months, Tesla plans to have hundreds of millions of dollars worth of production equipment installed to be able to produce thousands of Model 3 vehicles per week at the plant.

    Musk said that Tesla wants to produce 3,000 Model 3 vehicles per week at Gigafactory 3 in Shanghai by the end of the year.

    In Fremont, the company is currently trying to stabilize production at 7,000 units per week for a total of 10,000 Model 3 vehicles per week in total by the end of the year.

    Tesla previously said that they updated the production layout designed for Gigafactory 3 to be more optimized at the new factory in Shanghai.

    We’ll keep tracking the progress at Gigafactory 3 on the road to production in the coming months.

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    To: Eric who wrote (10140)6/16/2019 5:43:29 PM
    From: kidl
    1 Recommendation   of 15573
    "I promise", "I (we) will", "I (we) anticipate ... Semantics! Mr. Market doesn't differentiate as Tesla has always been valued on a forward looking basis and thus any type of forward looking statement from the company affects valuation and thus shareholder returns.

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    From: Eric6/16/2019 6:02:14 PM
    1 Recommendation   of 15573
    Bob Lutz: Improved Tesla Panel Gaps Are Now “World Class”

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  • June 16th, 2019 by Dr. Maximilian Holland

    Renowned Tesla bear Bob Lutz has recently sung praises of the build quality of Tesla’s vehicles, saying of a Model 3 that he inspected, “not only was the paint without any discernible flaw, but the various panels formed a body of precision that was beyond reproach.”

    This is a significant high note from Lutz, who has been singing of Tesla’s imminent downfall for years. Now a retired veteran of the auto industry, Lutz’s views on the world’s largest EV producer have been mixed, at best.

    Recall that, back in the July 2006, Tesla revealed the world’s first compelling long-range EV, the Roadster. Then, in August 2006, Elon Musk “leaked” the secret Tesla Motors master plan, announcing their intended product roadmap of increasingly affordable EVs.

    Lutz later famously credited Tesla’s Roadster and early EV plans (along with the early success of the Prius) as inspiring GM to work on the Chevrolet Volt (watch Chris Payne’s Revenge of the Electric Car for more early history). Lutz has also said of Tesla, and its pioneering work in EVs, that he will “always owe them a debt of gratitude for having kind of broken the ice.” Lutz evidently recognizes the role Tesla played early on, in creating the EV renaissance and inspiring others to work on their own EVs.

    Lutz has frequently praised Tesla’s vehicles themselves, saying of the Tesla Model S: “A Model S, especially with the performance upgrades, is one of the fastest, best handling, best braking sedans that you could buy in the world today. … The acceleration times will beat any $350,000 European exotic.”

    However, Lutz has often expressed doubts about Tesla’s business model and lack of focus on profitability. There are many examples of Lutz’s Tesla bashing, but this one gives the general flavour: “Tesla’s business model is upside down. … Their costs have always been higher than their revenue. … They always have to get more capital, then they burn through it.” We have several times covered the shade that Lutz has thrown Tesla’s way over recent years — if you want more examples, our full archives are here. Charles Morris also has an excellent article charting many of Lutz’s various statements on Tesla and Elon Musk, if you want a deep dive.

    My own take on Lutz’s misunderstanding of Tesla’s investment-for-growth-before-profit strategy is fairly simple. Lutz himself was always a career man working for existing, well-established automakers which were well beyond their early growth phase, and likely never understood the culture of an innovative startup looking to disrupt the status quo. He probably didn’t grasp Tesla’s deliberate focus on continuous investment in (extraordinarily) high growth, not quarterly profits per se. This is conscious business strategy on Tesla’s part, and one that Elon Musk re-iterated in the recent 2019 Tesla Annual Shareholder Meeting.

    In fairness to Lutz, given his own career, he could scarcely hope to understand this. Since retiring from his fairly conventional management roles, Lutz has only been involved with two small startup auto businesses (VIA Motors and VLF Automotive). It seems neither got beyond showing rough concepts and have now both seemingly either failed or gone into suspended animation. In short, Lutz has never been involved with a successful startup. He is not an entrepreneur.

    Bob Lutz. Image credit: Ed Schipul/ [ CC BY-SA 2.0] via Wikimedia Commons

    The wind has now changed once more and we find Lutz singing the praises of Tesla’s vehicles again. In a recent Road and Track article, Lutz writes, “When I spied a metallic-red Model 3 in an Ann Arbor parking lot, I felt compelled to check it out.” Lutz was expecting to see evidence of the Tesla Model 3’s “production hell” writ large, in uneven panel gaps and imperfections in the paint work.

    To his great surprise, Lutz found something completely different:

    “But, when next to the car, I was stunned. Not only was the paint without any discernible flaw, but the various panels formed a body of precision that was beyond reproach. Gaps from hood to fenders, doors to frame, and all the others appeared to be perfectly even, equal side-to-side, and completely parallel. Gaps of 3.5 to 4.5mm are considered word-class. This Model 3 measured up.”

    In case anyone is concerned that Lutz may have been abducted and replaced with an avatar, don’t sweat it:

    “So, while I continue to be critical of Tesla’s business model and Musk’s strategy, it was impossible to find fault with the visual quality of that Model 3.”

    Thanks Bob, good to know some things never change.

    Tesla Fremont Factory Tour, Part 3 — The Body Shop and General Assembly 3

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    Published on May 5, 2019

    CleanTechnica TV's third episode is part 2 of our Tesla Fremont factory tour coverage. It follows the production of the Model 3 through the body shop and part of General Assembly 3

    Editor’s note: As much as I’ve enjoyed laughing at Bob Lutz’s comments about Tesla over the years, I think he deserves huge props for having a fairly open mind and so publicly praising Tesla after putting so much pessimism out there about the company’s ability to succeed or to even produce some of its vehicles (Model S, Model X, Model 3). Thank + kudos to Bob for not being a tribal Tesla troll.

    My comments:

    I do always get a kick out of Lutz's comments, a production management, marketing guy.

    Still stuck in the past....


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    To: Eric who wrote (10146)6/16/2019 7:28:37 PM
    From: kidl
       of 15573
    Listening to Lutz’s comments in the past served shareholders well. He correctly predicted the mass production issues and he correctly took issue with Musk’s unrealistic time tables.

    This guy knew stuff Musk had to learn the hard way and this learning curve cost Tesla and its shareholders a lot of money.

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    To: kidl who wrote (10147)6/16/2019 8:14:36 PM
    From: MorganBucks
    1 Recommendation   of 15573
    Lutz was/ is wrong he was negative on Tesla when they went public, costing anyone that listened 1000% profits. Nothing goes straight up. All Jag electrics recalled , the brakes do not work. Tesla is years ahead of the other electric cars and the future is electric.

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    To: MorganBucks who wrote (10148)6/16/2019 10:45:41 PM
    From: FL_Guy
       of 15573
    How you calculating that "loss"?
    Lutz was/ is wrong he was negative on Tesla when they went public, costing anyone that listened 1000% profits

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