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Details of the 2018 Tesla Model 3 Revealed at Last!
Since Elon Musk first showed the 2018 Tesla Model 3 to the world in March 2016, speculation about the electric equivalent of the BMW 3 Series has, at times, reached levels of obsession. While the first 12 months or so were largely limited to design analyses and hot takes that often seemed to more closely reflect the author’s position on Tesla stock rather than the car’s potential merits, the start of prototype production in late February led to numerous spy shots of both the amateur and professional varieties.
Somehow, the fledgling California automaker managed to keep details under wraps until tonight’s presentation of the first 30 customer cars to their new owners, who have waited patiently since putting down a $1,000 deposit nearly 16 months ago. (The first production car, SN1, became Musk’s property after board member Ira Ehrenpreis gave away his claim to it as a birthday present.)
So what exactly are they getting in exchange for their cold, hard cash (and some taxpayer funds in the form of incentives that drop the net price into the mid-high-20s, depending on state)?
Well, in the case of these first 30 customers, as well as most others who take delivery before the fall, basically a spec car. Given that the Model 3 represents an exponential increase in demands on Tesla’s manufacturing capacity, the automaker is initially offering the new sedan in just one configuration: Rear-wheel-drive with the optional 310-mile battery and premium package. While the Model 3’s previously touted $35,000 base price remains, the two mandatory options add $9,000 and $5,000 to the price, respectively, bringing the total pre-incentive sticker of the Model 3 Long Range Premium to $49,000. Small wonder, then, that the entry level Model S 75 RWD was recently discontinued.
The story behind the bigger battery isn’t just about range, however. Though motor specs are one of the few details we haven’t seen, Tesla claims the Long Range can hit 60 mph in just 5.1 seconds versus 5.6 seconds for the standard 220-mile car, which will become available in the fall once production pace has ramped up and, presumably, at least some pain points have been ironed out. Top speed increases as well, going from 130 mph to 140. Additionally, the Model 3 LR charges substantially quicker, collecting 170 miles of range per hour at a supercharger instead of 130, and 37 miles of range per hour on a 240-volt outlet versus 30.
Meanwhile, the Premium package gussies up the interior with “premium seating and cabin materials throughout.” The one material highlighted is open pore wood trim, but the suede door inserts are also part of the deal, along with the leather upholstery. Other additions include 12-way-adjustable power front seats, power-adjustable steering column, a premium audio system, tinted glass roof, auto-dimming and power-folding heated side mirrors, LED fog lamps to go with the standard LED headlamps and taillamps, heated rear seats with dedicated USB outlets, and a covered center console with twin USB ports and phone docks.
If that makes the base Model 3 sound sparsely equipped, you’re not wrong. While the 15-inch screen remains, the leather is replaced with textile upholstery and the closed center console makes way for an open one, though the dual USB ports remain. The stock audio system offers only FM and streaming capability, the latter of which is easy to access thanks to the standard on-board WiFi and LTE connectivity, as well as the obligatory Bluetooth integration. A rear-view camera is the only piece of external optical gear that comes standard, not counting the Autopilot sensor package, and there’s just one 12-volt outlet to go with the twin USB ports. But at least the rear seats fold in a 60/40 configuration. We haven’t seen a Model 3 interior without the Premium package, and given the set production plan, any examples that exist are almost certainly prototypes, so a comparison is not yet possible. However, even in Premium form, the Model 3’s gauge-cluster-free interior is decidedly minimalistic — perhaps uncomfortably so — as there is not a single button to be found aside from the steering wheel-mounted controls.
Speaking of Autopilot, while the Model 3 comes standard with a suite of seven cameras, a forward radar, and 12 ultrasonic sensors, you’ll have to part with another $5,000 to unlock driver assist functionality like active cruise control and lane-keep assistance via the “Enhanced Autopilot” option (active safety systems like collision avoidance and automatic braking are enabled on all versions, however). Customers can also pay an additional $3,000 for “Full Self-Driving Capability,” which does not yet exist and seems like the sort of thing Tesla would allow you to purchase separately in the future, given that the hardware is already present in every car.
Physically, the Model 3 is slightly larger than the BMW 3 Series, its 184.8-inch length being exactly two inches longer, while its 113.2-inch wheelbase offers a 2.6-inch advantage. At 72.8 inches wide, the Model 3 is also 1.5 inches wider, and with a height of 56.8 inches, 0.3- to 0.5-inch taller. Things stay close on the scale as well, with the Model 3 Long Range weighing in at 3,814 pounds while the smaller battery reduces weight by nearly 300 pounds to 3,549; slightly more than half of that bulk sits in the rear half of the car, with distribution checking in at 47/53 percent f/r for regular Model 3s and 48/52 for Long Range ones. The BMW, meanwhile, weighs in between 3,665 and 3,820 pounds, depending on configuration.
Despite the slightly larger dimensions, the Model 3 offers a nearly identical amount of interior space as the BMW. Headroom measures 40.3 inches up front and 37.7 inches in the back for glass-roof models, dropping slightly to 39.6 inches up front for standard-roof variants. Legroom measures 42.7 inches up front and 35.2 inches in the back, increases of 0.7 and 0.1 inch, respectively, while shoulder room sits at 56.3 inches for front occupants (a 1.3-inch advantage over the 3 Series) and 54.0 inches for rear-seat ones (a 1.0-inch disadvantage). The BMW also has a cargo space advantage, offering 17.0 cubic feet versus the Tesla’s 15.0, though it is not certain if that figure includes the front trunk as well as the rear one.
Underneath, the Model 3 features a double-wishbone front suspension with twin-tube coil-over shocks and a multi-link rear. Steering is variable ratio and, unsurprisingly, electrically assisted, as are the brakes, which also feature electronic force distribution capability. Eighteen-inch wheels are standard, while 19-inch ones are offered as a $1,500 option; both come exclusively with all-season tires, so you’ll need to hit up Tire Rack regardless if you want something with more grip.
Tesla offers six exterior colors: Solid Black is standard and free, while the other five — Midnight Silver Metallic, Deep Blue Metallic, Silver Metallic, Pearl White, and Red — add another $1,000 to the total.
Once you add up all of the available options, including the autonomy pre-payment, you’re at $59,500 before incentives if you want the larger wheels and any color other than black—a long way from the much-hyped $35,000 mark. That’s a hefty chunk of change for a luxury segment car short on luxury features, but the Tesla premium, if you will, doesn’t seem to have deterred too many of its fans in the past. Several hundred thousand plunked down $1,000 for a spot in line within days of the Model 3’s announcement, and excitement does not seem to be waning except among those holding short positions on Tesla’s stock.
What might trip-up matters, however, is that manufacturing plan. Unlike early adopters of the funky Model X, Model 3 buyers are unlikely to tolerate the same level of growing pains this time around, so nailing the execution of its next growth step is of paramount importance. Depositors can always cancel their order, and there is also the small matter of the upcoming electric 3 Series for Team Elon Musk to worry about, but it’s clear that, bare-bones interior and all, Tesla has built “it” and “they” have come — all that’s left is for the company to build several hundred thousand of “it,” and we’ll soon find out if it can do so.
2018 Tesla Model 3/Model 3 Long Range Specifications
ON SALE Now PRICE $35,000/$40,000 (base) MOTOR N/A TRANSMISSION Single-speed LAYOUT 4-door, 5-passenger, rear-motor, RWD sedan RANGE 220/310 miles L x W x H 184.8 x 72.8 x 56.8 in WHEELBASE 113.2 in WEIGHT 3,549/3,814 lb 0-60 MPH 5.6/5.1 sec TOP SPEED 130/140 mph
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Bollinger Motors Reveals the Custom-Built B1 All-Electric...
Bollinger Motors Reveals the Custom-Built B1 All-Electric Off-Roader http://ift.tt/2tKXNMr
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Bollinger Motors Reveals the Custom-Built B1 All-Electric Off-Roader
NEW YORK, New York — Bollinger Motors is a small start-up based in Hobart, New York. Established in 2014, the firm set off to create the world’s first all-electric sport utility truck, purpose built to be an ultimate all-electric off-roader. With the future of the internal combustion engine still in question, Bollinger seeks to fulfill the niche of combing the instant power delivery benefits of electric motors with off-road capability. When four-wheeling, torque is a very good friend to have, especially if it’s supplied almost instantly.
Built on a custom fabricated all-aluminum frame bolstered by a high-strength, low-alloy (HLSA) steel rollover-resistant skeleton, the Bollinger B1 measures in at 150 x 76.5 x 73.5 inches. That makes it just a few shades smaller than a standard Land Rover Defender 90 by about seven inches in every direction.
Upon first glance, it appears like it was designed in Minecraft, taking the expression “two-box” and literally implementing it with the body. For a purpose-built four-by-four, it’s perfectly OK and perfectly functional.
Its simple design lends great visibility of all four corners, a welcome attribute for those on the trail. And it can seat up to four comfortably with up to 95 cubic feet of total cargo capacity. Because there’s no traditional motor up front, it turns into a storage “frunk” and so the space is divided by that compartment and the removal of the rear seats.
The interior is specially lined with polyurethane-coated floor pans. Additionally, all of the on-board instrumentation is water-resistant, allowing for a quick and easy hose-down of the interior if things get dirty. Other than that, the B1’s interior is fairly straightforward with simple gauges, a rather basic three-spoke leather-wrapped steering wheel with a column-mounted shifter.
Featuring two electric motors, one at each axle, the new Bollinger B1 promises a total output of 360 horsepower and 472 lb-ft of twist. Electricity is stored in either a 60 kWh or 100 kwh battery. The 60 kWh unit offers up to 120 miles and 200 miles for the larger unit.
In optimal conditions, Bolllinger says a charge time for the 60 kWh battery from completely dead should only take 45 minutes on a specialized DC fast charger, and seven hours on a traditional 220v Level 2 socket. The 100 kWh box needs 75 minutes on a DC fast charger, and 12 hours on a 22v Level 2.
Because of the lightweight body, the Bollinger B1 only weighs 3,900 pounds in total with the chassis making up only 295 of those. Yet, thanks to its sturdiness and the power of the electric motors, Bollinger claims a 0-60 mph time of just 4.5 seconds, a top speed of 127 mph, and a tow and payload capacity of 6,100 pounds. And above all, because there’s a motor at each axle, weight distribution is said to be evenly split, 50/50.
Like most other off-roaders, the Bollinger B1’s wheels sit the furthest at each corners. It’s aided and suspended by hydro-pneumatic, four-wheel independent, self-leveling suspension with disconnectable anti-roll bars. This allows for incredible approach, breakover and, departure angles when needing to maneuver obstacles. The B1 can approach up to 56 degrees, breakover at 33 degrees, and depart at 53 degrees, making it more capable than a Defender 90 (51 degrees approach, 34 degrees breakover, 35 degrees departure). Enabling that is over 10 inches of wheel travel, a wide 68-inch rear track, and grippy LT285/70/R17 all-terrain tires. Bringing things to a stop are 11.75-inch vented, regenerative, four-wheel anti-lock brakes.
Bollinger didn’t say when production is ready as it claims they are in “talks with third-party independent vehicle manufacturers in the U.S.” As of the B1’s reveal, the company says those potential parties are currently studying the market potential and investment costs for proper financial estimates. Bollinger also hopes to learn a thing or two about manufacturing vehicles in an efficient and cost-effective matter as it seeks to produce the B1’s concept.
“While we’ll be announcing pricing and manufacturing targets later this year, the business case for the B1 makes sense at a very realistic and modest production number and at a price point of a nicely equipped sport utility vehicle,” said Robert Bollinger, CEO of Bollinger Motors.
“When you factor in this vehicle’s superiority over the other choices on today’s market, we think we have a winning combination.”
Bollinger says B1 deliveries are scheduled to start within 19 months with the direct-to-consumer sales model. Those interested for the first early wave of 2018 models can place a deposit of $1,000.
2018 Bollinger Motors B1 Specifications
ON SALE Early 2018 PRICE TBA MOTOR Dual front and rear electric motors/360 hp, 472 lb-ft TRANSMISSION 1-speed automatic LAYOUT 2-door, 4-passenger, all-electric, dual-motor 4WD SUV EPA MILEAGE 67.4 mpge (city/hwy) (est) L x W x H 150 x 76.5 x 73.5 in WHEELBASE 105 in WEIGHT 3,900 lb 0-60 MPH 4.5 sec TOP SPEED 127 mph
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