Well done Elon! And fast reaction from CNN to get the spotlight. Tesla gets a Storm of great publicity, you can not just Lie in this day and age with Data logging your every step. If you are still surprised what is going on - welcome to Energy Transition of the 21st century.
Why Mitt Romney, Big Oil, and the Koch Brothers Do Not Like Electric Cars Made In USA?
We are out of politics, we just Do Not Like Lies in all forms. We are running Rock Against BS here - our small contribution to the humanity. We have our Heroes and you know them as well:
Search for the truth is the noblest occupation of man; its publication is a duty.
We think that, actually, it is the best AD campaign for the Electric Cars so far in the Mass Media. For the first time a lot of people will realise that there is an Alternative to the Oil Needle, and this Threat is so strong now that very big resources are dedicated to kill this Energy Transition Technology Made In USA and throw the country back into the Oil Swamp.
We all will be driving Electric Cars in the end - question is now not even when, but whether They Will All be built in China and Only Sold back to us here.
The Price of Oil: Exxon Hates Your Children. Satire with a serious message.
"EXXON HATES YOUR CHILDREN. IT'S A SERIOUS ACCUSATION. AND IT DESERVES A SERIOUS EXPLANATION."
CNNMoney:
Test drive: DC to Boston in a Tesla Model S
CNNMoney's Peter Valdes-Dapena is driving a Tesla Model S from Washington to Boston.
BOSTON (CNNMoney)
Can a Tesla Model S make it from Washington D.C. to New England without riding on a flatbed truck?
The electric luxury car recently had some trouble making the long-haul trip up the Eastern Seaboard, running out of juice during a test drive conducted by the New York Times.
The subsequent review -- which affected Tesla's share price -- set off a war of words between the paper andTesla CEO Elon Musk.
What's being called into question isn't the car, but Tesla's network of fast-charging Supercharger stations. They're supposed to make long trips like this possible in a battery-powered car. Or, at least, in a Model S.
I asked Tesla (TSLA) if I could try their Northeast charger network myself on a trip from D.C. to Boston, and they agreed.
As you can tell from the dateline, I made it to Boston. The final stretch, about 150 miles from Tesla's Milford, Conn. Supercharger station on Interstate 95, was a piece of cake.
The most taxing part of the trip: Before reaching Milford, my last chance to fill the Tesla's roughly 270-mile battery pack had been in Newark, Del., about 200 miles back.
That mere 70 miles of buffer made me a little nervous, especially after I missed an exit and added a few miles to the trip. I followed Tesla's recommendations and kept the cruise control pegged to between 60 and 65 much of the way and kept the climate control at 72 degrees. And I minimized stops.
I had expected this leg of the trip to feel ridiculous. I had expected that, all the way from Newark to Milford, I'd have one eye on the rearview mirror watching fast-approaching cars threatening to rear-end me. But I didn't.
Instead, I found myself maneuvering around slower cars. Now, I normally spend most of my time on the New Jersey Turnpike out in the left lane going at least 10 or 15 miles an hour faster than I was in the Model S. But sitting in the middle lane, I was keeping up with traffic. I certainly didn't feel out of place -- except for the fact that I wasn't burning any gasoline.
When we got to Northern New Jersey, we had a choice to make. We could take the shorter route to Milford -- over the George Washington Bridge and through the Bronx -- or a route 30 miles longer that avoided New York City, and its battery draining traffic congestion altogether.
I discussed it with the people at Tesla, as well as the video cameraman and producer accompanying me. We opted for the longer route. That seemed smart, until we hit traffic. While it wasn't as bad as the epic parking lot that is the Cross Bronx Expressway, I had gone 30 miles out of our way to avoid traffic and I got it anyway. This did not seem like the road to success.
But as I drove into Connecticut, I realized something amazing. Not only did I have enough battery range left, I had plenty. I had at least 40 miles -- more than an entire Chevy Volt's worth of electricity -- left to play with. I sped up, cruising over 70, riding in the left lane, mashing the gas pedal just to feel how fast the car could shoot from 65 to 80. I was practically giddy.
In the end, I made it -- and it wasn't that hard.
Looking back on the trip, it would be even easier if Tesla would install one of their fast-charging Superchargers along the New Jersey Turnpike. (These charging stations can fill up a nearly dead battery in Tesla's longest-range cars in about an hour, which is enough time to stop for a meal.)
Tesla's working on that, spokeswoman Shanna Hendricks said. But the first priority was to install enough to make this trip, even if you had to take it easy most of the way.
But I didn't have to take it that easy, which is good because the Model S provides a pretty amazing mix of smooth and silent performance along with brain-squishing acceleration. So even if you're not driving from Washington to Boston, it's an impressive car, all on its own.
As for the Supercharger network? Turns out that works, too. 
You may have heard recently about an article written by John Broder from The New York Times that makes numerous claims about the performance of the Model S. We are upset by this article because it does not factually represent Tesla technology, which is designed and tested to operate well in both hot and cold climates. Indeed, our highest per capita sales are in Norway, where customers drive our cars during Arctic winters in permanent midnight, and in Switzerland, high among the snowy Alps. About half of all Tesla Roadster and Model S customers drive in temperatures well below freezing in winter. While no car is perfect, after extremely thorough testing, the Model S was declared to be the best new car in the world by the most discerning authorities in the automotive industry.
To date, hundreds of journalists have test driven the Model S in every scenario you can imagine. The car has been driven through Death Valley (the hottest place on Earth) in the middle of summer and on a track of pure ice in a Minnesota winter. It has traveled over 600 miles in a day from the snowcapped peaks of Tahoe to Los Angeles, which made the very first use of the Supercharger network, and moreover by no lesser person than another reporter from The New York Times. Yet, somehow John Broder “discovered” a problem and was unavoidably left stranded on the road. Or was he?
After a negative experience several years ago with Top Gear, a popular automotive show, where they pretended that our car ran out of energy and had to be pushed back to the garage, we always carefully data log media drives. While the vast majority of journalists are honest, some believe the facts shouldn’t get in the way of a salacious story. In the case ofTop Gear, they had literally written the script before they even received the car (we happened to find a copy of the script on a table while the car was being “tested”). Our car never even had a chance.
The logs show again that our Model S never had a chance with John Broder. In the case with Top Gear, their legal defense was that they never actually said it broke down, they just implied that it could and then filmed themselves pushing what viewers did not realize was a perfectly functional car. In Mr. Broder’s case, he simply did not accurately capture what happened and worked very hard to force our car to stop running.
Here is a summary of the key facts:
- As the State of Charge log shows, the Model S battery never ran out of energy at any time, including when Broder called the flatbed truck.
- The final leg of his trip was 61 miles and yet he disconnected the charge cable when the range display stated 32 miles. He did so expressly against the advice of Tesla personnel and in obvious violation of common sense.
- In his article, Broder claims that “the car fell short of its projected range on the final leg.” Then he bizarrely states that the screen showed “Est. remaining range: 32 miles” and the car traveled “51 miles," contradicting his own statement (see images below). The car actually did an admirable job exceeding its projected range. Had he not insisted on doing a nonstop 61-mile trip while staring at a screen that estimated half that range, all would have been well. He constructed a no-win scenario for any vehicle, electric or gasoline.
- On that leg, he drove right past a public charge station while the car repeatedly warned him that it was very low on range.
- Cruise control was never set to 54 mph as claimed in the article, nor did he limp along at 45 mph. Broder in fact drove at speeds from 65 mph to 81 mph for a majority of the trip and at an average cabin temperature setting of 72 F.
- At the point in time that he claims to have turned the temperature down, he in fact turned the temperature up to 74 F.
- The charge time on his second stop was 47 mins, going from -5 miles (reserve power) to 209 miles of Ideal or 185 miles of EPA Rated Range, not 58 mins as stated in the graphic attached to his article. Had Broder not deliberately turned off the Supercharger at 47 mins and actually spent 58 mins Supercharging, it would have been virtually impossible to run out of energy for the remainder of his stated journey.
- For his first recharge, he charged the car to 90%. During the second Supercharge, despite almost running out of energy on the prior leg, he deliberately stopped charging at 72%. On the third leg, where he claimed the car ran out of energy, he stopped charging at 28%. Despite narrowly making each leg, he charged less and less each time. Why would anyone do that?
- The above helps explain a unique peculiarity at the end of the second leg of Broder’s trip. When he first reached our Milford, Connecticut Supercharger, having driven the car hard and after taking an unplanned detour through downtown Manhattan to give his brother a ride, the display said "0 miles remaining." Instead of plugging in the car, he drove in circles for over half a mile in a tiny, 100-space parking lot. When the Model S valiantly refused to die, he eventually plugged it in. On the later legs, it is clear Broder was determined not to be foiled again.
When Tesla first approached The New York Times about doing this story, it was supposed to be focused on future advancements in our Supercharger technology. There was no need to write a story about existing Superchargers on the East Coast, as that had already been done by Consumer Reports with no problems! We assumed that the reporter would be fair and impartial, as has been our experience with The New York Times, an organization that prides itself on journalistic integrity. As a result, we did not think to read his past articles and were unaware of his outright disdain for electric cars. We were played for a fool and as a result, let down the cause of electric vehicles. For that, I am deeply sorry.
When I first heard about what could at best be described as irregularities in Broder’s behavior during the test drive, I called to apologize for any inconvenience that he may have suffered and sought to put my concerns to rest, hoping that he had simply made honest mistakes. That was not the case.
In his own words in an article published last year, this is how Broder felt about electric cars before even seeing the Model S:
"Yet the state of the electric car is dismal, the victim of hyped expectations, technological flops, high costs and a hostile political climate.”
When the facts didn’t suit his opinion, he simply changed the facts. Our request of The New York Times is simple and fair: please investigate this article and determine the truth. You are a news organization where that principle is of paramount importance and what is at stake for sustainable transport is simply too important to the world to ignore.
Vehicle Logs for Media Drive by John Broder on January 23 and 24
Detail showing car driving around in circles in front of the Milford Supercharger trying to get Model S to stop with zero range indicated:
Two inaccuracies in the graphic attached to Broder's article:
Google Map with Tesla comments showing actual performance of Model S and Broder's intentions:
Map provided by PlugShare of charging stations along Broder's entire route:
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