Instead of stopping at the Metz supercharger like the onboard navigation[1] would tell her to, this reporter with an axe to grind decides to do stupid things like charging to 100% to make a clickbaity article.
From Paris to Metz is roughly 205 miles. Her car had a range of 215 miles and she notes that the onboard estimates have been off "by at least 10 percent every time". But you're telling me that the navigation would still recommend her to attempt that kind of leg, in an area where chargers may be sparse? Seems like bad UI/UX.
The parent posted a trip plan for a longer-range configuration. Switch to a smaller battery and... it shows a stop more or less right where the author's first planned stop was.
The dialogue on all sides around Teslas is so exhausting. This article isn't even about Tesla, really.
I agree that maybe this article would have been better suited if its headline was about how renting a Tesla for a tryout on a road trip is not a good idea (having never rented a car, I have no idea the lifestyle of people who rent when going on long leisure trips). It seems like many of her problems would have long been figured out by Tesla owners. But her complaints seem like the kind I would have if I were to try out a Tesla for fun -- I could definitely see myself underestimating how much research I need to do to properly plan a trip, compared to how little I have to plan when driving a gas guzzler. Obviously things will get better when infrastructure continues to improve, but unless Tesla is marketing its rentals as beta products, I don't think it's unfair to point out the limitations in the experience is as a paying customer today.
And as far as this being an indictment of EV in general, and how the author shouldn't have singled out Tesla. I thought it was more or less accepted that Tesla is the top-of-the-line EV brand. I agree this article applies to the EV experience in general -- and as a layperson, I'd want to hear what it's like for the car brand that I am far and away the most familiar with. If she had chosen a non-Tesla brand and written the same complaints, I have a feeling Tesla fans would complain how the author tarnished EV -- and by association, Tesla -- and thus how irresponsible she is for talking shit about EVs without trying a Tesla.
Tesla's navigation system has (and has had for some time) something called "Range Assurance". As long as you use the vehicle's navigation system, it will ensure you never run out of energy. It will route you to appropriate Superchargers on your route, and tell you roughly how long you need to dwell at each charger prior to continuing your journey. If you cannot make the return journey successfully, the navigation system will inform you of this. It shows you ever Supercharger on the navigation display without having to make any additional changes.
If you're going to write an article about roadtripping in a Tesla, and you don't know this information, don't mention it in your article, and just default to "I'm using Google Maps, whatevs", I have no faith in your journalistic ability. I am unsure what else Tesla could do to inform you of this if you're borrowing or renting the vehicle, as this information is in the vehicle manual, which is also available through the MCU when sitting in the car.
> As long as you use the vehicle's navigation system
Again, I've never driven a Tesla. When you say "navigation system", is that something different than what the author refers to as the car's "dashboard"? From the article:
> About 50 miles from what I’d planned as my first pit stop, an inn near Chalons-en-Champagne, my dashboard tells me the Supercharger there is “temporarily unavailable.”
> I’m tired and hungry, and although my dashboard shows a Supercharger about five miles outside the city, I decide to go directly to my hotel, a half mile away.
She mentions using Google Maps, but it sounds like it's in conjunction with the info she's getting from the dashboard, e.g. to find other charging points that are near her current touristy destination that may not specifically be a SuperCharger:
> The area has several charging points, but after searching for one via Google Maps—like any other tourist—I’m directed to a shopping district with no place to plug in. I’m tired and hungry, and although my dashboard shows a Supercharger about five miles outside the city, I decide to go directly to my hotel, a half mile away.
The fact that Europe appears to have chargers compatible with Tesla and findable via Google Maps, yet can end up being dead-ends, seems like relevant information for people who are considering trying out EV road-tripping for the first time.
I fully support what Elon and Tesla are doing, but this Bloomberg article accurately points out the downsides of owning a Tesla, especially if it’s your primary car.
If you’re mostly using a Tesla to get around town and charging at home, it’s makes sense, but you’d be better off renting a car for road trips and not having to deal with this hassle.
A lot of people in America have not and still don’t buy diesels because those gas stations are not as ubiquitous as normal fuel. The problem exists to an even greater degree for electric cars, not to mention the amount of time you have to sit around waiting for charging.
> A lot of people in America have not and still don’t buy diesels because those gas stations are not as ubiquitous as normal fuel.
American diesel owner here and I initially had some concerns about this but it's the opposite problem of Tesla, thanks to trucks it's never hard to find diesel on road trips. It can be a little harder around town, but since the range is so far (500+ miles) I've never had a problem.
This is one reason I'm sad the Volt didn't take off more than it did. For me, 95+% of the time I only use electric (commute is 12 miles each way), but I never have to worry about "range anxiety" or doing detailed planning for charging stations on long trips. For me it really is the best of both worlds.
Fair enough, except it wouldn't have told her to waste time charging to 100%. Because charging gets slower the higher the state of charge, it's faster to charge twice like the car would tell her to.
That's pretty interesting. I struggle to believe Tesla's account, though, given their history of playing fast and loose with facts in the pursuit of good PR. It will take a while to earn back trust.
Musk's account was total bullshit. Here's a complete accounting of why.
You can read the response from the journalist[1] and the NYT public editor[2] which concludes the report was done with "integrity". Musk was initially sympathetic to the journalist, then decided to go after him after he calculated that the optics of this situation were not good for Tesla. He does that crap all the time including with accident victims. Blames the victim. We've seen this over and over again, with little or no consequences for Musk.
Here are the major issues:
1- LOWERING SPEED: Out of the gate range was dropping faster than expected. Probably due to cold weather range loss (it was 30F).[3] He was advised to slow down and did so, which already is not a very good road trip story for Tesla.
Musk attacks him over whether he really engaged the cruise control or just how fast he was going (claims "65 mph to 81 mph for a majority of the trip"). But in his reply the journalist correctly notes that Musk mischaracterized what the data shows ("Tesla’s logs clearly show, much of my driving was at or well below the 65 m.p.h. speed limit, with only a single momentary spike above 80"). This is the first major mischaracterization of the data on the part of Musk.
2- LOWERING TEMP: The reporter was also advised to turn down the cabin temp to improve range. Musk accuses him of lying and notes the average temp was 72 degrees.
But notice, he only cites the average. The journalist response that he cycled between shutting off the heat until his extremities got so cold he couldn't take it anymore, then kicking it back on for a time. This also is not a great story for Tesla. He notes, "The data clearly indicates that I sharply lowered the temperature setting – twice – a little over 200 miles into the trip. After the battery was charged I tried to warm the cabin." Musk chose to omit this and only cite the average in an attempt to mislead you into thinking the journalist made up his experience of freezing to compensate for range anxiety.
3- "DRIVING IN CIRCLES" AT THE FIRST CHARGER: Musk goes absolutely bananas here. His "big reveal" is that the data shows the journalist driving in circles before plugging in and charging up. As the reporter notes, he just couldn't find the damn thing in the dark. Here's how Musk spins this:
"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."
What the heck? It is amazing to me that anybody bought this crackpot theory. Let's just think about it for one second, ok? If his grand scheme was to intentionally kill the battery and get stranded to make a good story.... Why on earth would he do it mere feet from a supercharger?
Boy oh boy. Occam's razor says the reporter just had a little bit of trouble finding the charger in the lot. If he wanted to invent a story about his Tesla battery dying, there's much better places to engineer a breakdown.. like on the road!
4- CHARGING UP TO 72%: The reporter spent an hour charging up to "well beyond" the range he needed for his itinerary. He trusted Tesla's range estimate. Musk also spins this as "deliberately stopped charging at 72%," implying that it was part of a scheme. This is just malevolent spin.
5- SUDDEN OVERNIGHT LOSS OF RANGE: The reporter parked the car overnight with 90 miles of range left, enough to make it back to the supercharger. When he woke up it had only 25 miles of range. This is the biggest problem in the trip!
Clearly the car suffered cold weather range loss. It was 10F outside. Whereas previously this forced some compromises, here it completed f'd him.
Musk did not dispute or even mention this part. It's the root problem: If you're going to do a cross country trip in the extreme cold you have a plan correctly for it and take some precautions like plugging in overnight and not trust the range estimate (in 2013). But this doesn't mean the journalist has an integrity problem; he just trusted his Tesla too much.
6- SHITTY ADVICE ON HOW TO DEAL WITH A F'D SITUATION: At this point he's just screwed. The nearest charger is too weak. He goes there. After an hour he's at just 32 miles of range. Then someone at Tesla gives him bad info: more range will come back as it heats up. This is believable to him because he got the same advice in the morning: warming the battery will give you back lost range.
Musk claims the reporter acted "against" the advice of Tesla personnel. But he offers no proof. The reporter replied by naming names: "Ms. Ra and Mr. Merendino told me to leave it connected for an hour, and after that the lost range would be restored."
This is a plausible misunderstanding. But the bigger picture is: It's not a good story for Tesla even under the best conditions. If he had never spoken with Tesla, just trusted the car's estimate and stayed put it would have taken another 1-2 hours just to charge up enough to make it back to the supercharger, ruining an already ~2 hour delayed day.
So this results in a breakdown when the range doesn't come back after warming up, as he had been led to believe.
SUMMARY- The core problem here was cold weather range loss combined with a driver who expected the car to just work as advertised. At first he drove it normally and was surprised by the diminishing range. He still trusted the range estimate at the first charge on the road. He didn't plug it in overnight in 10F weather, not realizing that it could reduce range. Then he misunderstood instructions from Tesla on how to limp his way back, although the trip was already a failure at that point.
Musk did not like this story. He schemed to find an angle to attack the journalist's integrity. I didn't respect him then for it and I'm not surprised that more of this behavior has surfaced in the years since.
After the whole story with baseless pedophilia claims as a tantrum, I don't think anything Musk says personally can be trusted, and especially not when it's response to criticism.
Tesla's response turned off a lot of potential customers who realized that Tesla would go through their trip logs if they made even the slightest critical comment of the company.
Oh, you meant to the NYT? No, because they were just driving the car like a normal person would. They weren't trying to drive the car [like] a Tesla fanatic would, and it was bizarre for Tesla to go after them for trying to drive the car like a normal car...especially when Tesla spends so much marketing $$$ trying to convince people their cars can replace a normal car.
I don't know if it's intentional or not, but your comment reads as if you're very angry at Tesla yourself, which makes it harder to take your comment at face value. FWIW, if you're just legitimately trying to make an argument on HN it can be worth trying to be judicious about throwing around terms like "zealot" or "fanatic" or significant hyperbole in general. Furthermore you've started with something more then dubious:
>that Tesla would go through their trip logs
Above link was the first time I'd seen that, looks like it's from 2013. But even just reading Tesla's response alone I noted they said "media drive", as in this wasn't the reporter buying his own car and then writing about it, but getting a temporary loaner from Tesla. It's completely normal and within the rights of a manufacturer offering a loan of something valuable for review purposes to keep logs or check it for reported problems on return, it's their property after all and if there were real flaws they'd want to be able to work on fixing them. After I read further comments made at the time it was stated that private owners logs are theirs in turn, no Tesla cannot go through their trip logs if they write whatever they want. But if you want to just try something out for free, well it's not yours. This would be the same as if you used a company car or system or equipment or whatever, the company may monitor that. And loaners aren't the only way for journalists to do reviews either, Consumer Reports for example famously buys things themselves (with confidential shoppers to boot) precisely to avoid bias or cherry picking or whatever from either side.
Given the above, I have doubts about your assertion of "a lot of potential customers" too. If you have some newer information indicating that Tesla was lying about not logging data of private cars without consent (real consent, with a signature) maybe include that in your post?
I'm not angry at Tesla, though I did cancel my preorder after their response to the NYT. I also had the opportunity to ride in one, and it was a depressingly sub-par quality car for the price.
But in this case: at the time of the NYT article, Tesla's PR department was operating on hair-trigger reaction mode: even the slightest critical comment would send them into overdrive in response. They've since learned about the Streisand effect, and no longer respond to criticism in the way they did before. (This is likely because Musk no longer directly oversees the day-to-day of their marketing.)
As for the trip logs: it's not just the NYT trip. It was every time there was an accident involving a Tesla. Or a negative review. Even Tesla's response to the Consumer Reports review included information from the CR vehicle's trip logs, even though CR acquired those vehicles from third parties. The problem isn't that Tesla is logging the cars (most new cars do), the problem is how Tesla is using that data in ways that violate cultural (and in the case of Europe, legal) norms regarding privacy.
Finally, as to "a lot of potential customers," I count more than a few dozen in LA alone across a number of industries. Jaguar has seen the biggest windfall in terms of putative Tesla buyers switching to the iPace, followed by the BMW. A lot of the rest are simply waiting until the next generation of EVs and are sticking with their current luxury/mid-range vehicles. I am aware that on an absolute basis a few dozen customers isn't much, but it's a few dozen potential customers in the market segement most likely to buy and evangelize their cars.
Hey, sorry but I posted a reply right as you were writing yours, I even refreshed before to make sure you hadn't replied yet but looks like we began at around the same time. I just want to say that it does look like there are real issues now, and I think you did your own valid concerns a disservice in the original post by not having some more details and keeping things more measured. Remember a lot of us don't follow any of this that closely, and after a long time on the net have developed an innate distrustful response (reasonable or not!) for any usage of things like calling fans "fanatics." Even in this post:
>even the slightest critical comment
But I mean, I wouldn't categorize something like that NYT piece as "the slightest critical comment" it was pretty brutal. Maybe correctly, but not nothing. Same with the Top Gear, though since that's more a comedy show it shouldn't be an expectation (but I think a lot of Americans at least don't know that). Unless you can really link to something showing say a bunch of random owners doing little blogs or tweets along the lines of "the color wasn't quite what I expected" or "range is overall fine but a few miles lower then was represented" resulted an "overdrive response" your argument would be stronger if you just stuck to a basic "negative reviews". And as far as the "a lot of potential customers" you must realize that we've all seen the anecdote/data thing a ton of times right and a few dozen out of hundreds of thousands of sales and an enormous backlog of demand kind of seems not very compelling either? Particularly given all the confounding factors of their genuine other fuckups?
Anyway, that's all. I'm not saying you're wrong to be critical, but I don't think you did as good a job of it as you could have.
>If you have some newer information indicating that Tesla was lying about not logging data of private cars without consent (real consent, with a signature) maybe include that in your post?
So gamblor956 didn't reply (EDIT, did while I was writing this) but I was actually kind of curious about this (and I did bring up the question), so I took a stab at researching it a bit myself. Tesla has engaged in their own hyperbole after all, the cars do have online connections I think since there is some sort of remote maintenance that can be done, and they've talked about logs with autopilot before. And in fact it looks like (I am basing this purely on brief searching, I don't own one so corrections welcome) there is some real cause for concern though in a different way: sometime in the last 5 years it seems they've changed their privacy policy from opt-in to opt-out. It's still possible to uncheck general data sharing, but by default information is sent back to the mothership, and at least for trips with autopilot enabled it looks to be pretty damn granular (and AP apparently can't be opted out of now even?). A 2018 thread [1] I found in Tesla forums (which also links to some others) shows some pretty clear trip maps, and also claims the anonymization is pretty garbage (though with spatial information of that resolution I don't know if it's possibly anyway, it'd likely become instantly obvious where someone's house was and that's that):
>"What other things I have noticed: the "anonymization" is actually pretty superficial. Every trip (from the moment autopilot started to the moment autopilot is powered off) is given a unique uuid, and every snapshot taken during that uses the same uuid, even if some internal fields are cleared for "anonymized" uploads, internally the trip id is still stored, combined with camera calibrations uploaded every other minute under the same trip id without any anonymization - connecting the dots back together is actually pretty simple. And of course looking at enough trips it's also pretty easy to see that "this must be home, now who lives there from our customer database"? Obviously timestamps are also all there."
Finally Tesla is apparently not even at all transparent about sharing this with owners. So absolutely worthy of concern, and I wish all this had been in OP and they'd been more measured and precise because that 2013 post touches on none of that at all, nor naturally do comments from back then touch on anything that has changed sicne. Like at other companies, ML learning benefits from huge data intake and in turn is driving (harhar) a hunger for maximum data at maximum resolution. There is a real direct tension right now in a lot of areas of tech between that and privacy (witness Apple's issues trying to juggle that). A good step (if it hasn't happened already, seems like it must have but I can't find something on it) would be for an EU Tesla car owner to use the GDPR to force them to disclose everything they've got on them.
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.
You're logging more than just media drives, otherwise Tesla wouldn't magically have the data to put together a PR response denying culpability whenever something goes wrong with Autopilot.
Tesla does not hold itself to the same standard of truthfulness it insists on from others. The Top Gear segment was benign compared to Tesla's coast to coast FSD boast, designed to extract FCF from selling a product that may or may not eventually exist.
I am not Tesla, and I don't work for them either. That's a quote from their response. I was typing one-handed so I didn't get a chance to add the quotes.
> otherwise Tesla wouldn't magically have the data to put together a PR response denying culpability whenever something goes wrong with Autopilot.
NTSB -> crash scene -> find black box -> send to TSLA? Just one possible non-nefarious mechanism for this information to make its way to Tesla.
Right, that makes sense - I thought it was odd a Tesla employee would be commenting about it.
Is co-opting a crash investigation performed by the government and cherry picking data from it in order to cast the blame on their deceased former customer meant to be better or worse than collecting everyone's data indiscriminately?
It is different. Different threat models, concerning to different people for different reasons. To pick a random example, if I said "Donald Trump killed a homeless guy for looking at him the wrong way," that would be inaccurate. I don't like Donald Trump, think he's a bad guy, but I still wouldn't want to make a false or likely false accusation about him. In the same way, if I don't like that Tesla is making crash data public, I'll say that. I won't say that they're tracking everyone's movements.
OK, but OP was saying their actions were harming consumer confidence. You supplied an alternate explanation, but if it's just as Orwellian, how is it better?
> who realized that Tesla would go through their trip logs if they made even the slightest critical comment of the company
which is likely false. It's irrelevant in this branch of the conversation how Orwellian my more likely explanation is, because what's being contested is the truthfulness of this claim, not how bad of a company Tesla is.
Top Gear is a comedy show though? We're talking about the same show that featured taking a Reliant Robin needlessly fast around corners and getting pushed upright by celebrities, right?
"Our car" is the problem. It's not Tesla's car. Tesla took the customer's money and sold the car. It's theirs now. Tesla has no moral right to track a car that's not theirs and use the information for anything except to help the customer maintain their car.
Writing an in-depth feature story in the New York Times isn't really comparable to making "the slightest critical comment".
I think most potential customers would be smart enough to realize Tesla's actions don't generalize from reporters to all customers.
Especially since the reporter describes it as a "wondercar with California dealer plates", which means Tesla lent him the car. I don't see anything wrong with Tesla going through the logs on their own car after they got it back.
The crux of the story was a person testing east coast chargers had enough range when he parked for the night, had the cold sap their range, and then was unable to make it back to the charger to point he needed a tow. It was at the end because it was a recounted story with a climax.
Maybe you just need to defend mega corporations less and not assume other people are dumb.
Not me, it's not something I ever give a second thought to. When I pull out of my driveway I look to see if I need gas, and if I do I get it. Having to put thought toward watering the horse before a long journey seems like a pretty archaic concept.
It’s funny because Tesla’s responses just reinforces the absurdity of the whole thing. Reminds me of Steve Jobs “you’re holding it wrong.”
A normal petrol car gives you zero anxiety about finding a refuel station, and it happens in under five minutes. Even in the smallest cities and towns in American.
Maybe not in America but I've been caught out driving on the highway in Australia in a regular petrol car.
I had about a quarter of a tank left and saw a sign as I approached an off ramp which said "last service station for xx km". I did some mental arithmetic and decided not to pull over and refuel I'd be able to make it to the next service station.
Sure enough I got to the next service station - however when I pulled in the single pump was out of order. I ended up having to call roadside assistance.
That happened to me about 8 years ago and ever since I've been absolutely paranoid about range I'm very hesitant to let my tank drop below half nowadays.
I just re-read the NY article and the normal person did not at any point drive circles around in the parking lot when the range indicator was zero. They were told by the Tesla mechanic to "recondition" their car because the range indicator wasn't working, which in the NYT article was him sitting in the parking lot for half an hour.
As Tesla's own mechanics on the scene indicated that the car was malfunctioning, Tesla's subsequent PR statement has absolutely no value whatsoever and cannot be relied upon as an accurate statement of what the NYT driver did. Because Tesla's own people, on the scene, indicated that the Tesla software wasn't working, which means that the data Tesla used to "refute" the NYT article was simply untrustworthy, bad data.
> Tesla's response turned off a lot of potential customers who realized that Tesla would go through their trip logs if they made even the slightest critical comment of the company.
Oh shit. WTF? This is the first time I'm hearing this. What? Tesla has access to the car's trip logs?????
They also pull the same stunt of selectively releasing info from data logs and spinning them to make the customer look like they're in the wrong every time a Tesla crash makes the news. There's a cell modem in every car to send them up to the mothership.
Yeah... and whoever told her to make as many little charging stops as possible was clearly also out to misinform her. The Tesla manual specifically says to leave your car plugged in and charge it all the way. You're not supposed to worry about that kind of stuff. Just plug it in and leave it charging until it tells you to stop.
Really? Because the advice I keep hearing about Teslas is exactly the opposite: don't charge your car all the way; only let it charge somewhere between 66-80ish percent if you want to maximize battery life.
It was a rental though, why would she be worried about maximizing the battery. I'd say most people who rent will do whatever will give them the best results for there trip.
My response was to the generic advice about charging Teslas.
In this specific case, the author did attempt to charge to full when possible, but at the one stop where she ate during the day it would have taken too long so she kept going. Also, to note--she was specifically trying not to use Superchargers because the point was to see what the charging experience was like for EVs in general, not Tesla in specific. The author chose the Tesla because it had the longest range of EVs available to rent in her area.
The article was not specifically about driving a Tesla. The editor chooses the title. The author wrote an article about a generic EV roadtrip experience in Europe. The editor made it seem like it was specifically about Teslas.
The car manages that automatically. By default, the car is set to not charge past 80% (what Tesla calls the "daily capacity"). You can go into the battery settings and set it to 100% ("trip capacity") which gives you extended range but takes longer to charge (both at home and at Superchargers). The Tesla manual specifically says to leave the car plugged in any time you're not using it and let the on-board energy systems figure out when it should be charging and when it shouldn't be. Every Tesla has a bypass where it will use the energy from the charger to power the systems in the vehicle without needing to charge it. Some other EV's charge the battery and then run the systems off the battery which results in a continual power draw/charge cycle which can shorten the battery life. You don't need to worry about that in a Tesla.
[1] Web version: https://www.tesla.com/trips/#/?v=MS_2017_100D&o=Paris,%20Fra...