The copy of earlier insurance policy effectively owns the car until the designated proprietor or driver of the vehicle. There is an app for Apple and the.

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Fitted with the smaller 60-kilowatt-hour battery pack, my car's EPA range of 208 miles was not quite enough to make it between Superchargers--Tesla's proprietary ultra-fast DC charging stations--at normal Interstate speeds in cold weather.
I could extend the car's range by driving 60 mph in the slow lane, with the heat off, or loiter in the customer lounges of Nissan dealers along the way, while my car picked up the extra few miles it needed courtesy of their slower Level 2 charging stations.
Not for buying a Model S--not at all--but for not ponying up the extra $8,000 to specify the larger 85-kWh version of the Model S, withan EPA range of 265 miles, which could have covered the distances between Superchargers with ease.
The way I saw it, there were three possible ways to upgrade my 60-kWh car to an 85-kWh version. I'd seen the Tesla video of its prototype 90-second automated battery swapping system, which may or may not become a commercial reality one of these days.
They also get plenty of attention from hardcore fans of green vehicles--as they share many of the same desirable characteristics, like an aerodynamic teardrop shape with surprising stability, and light weight.
It's fair to say the Polaris Slingshot falls rather closer to the performance line than that of fuel efficiency, but it's interesting to see a different take on a concept that, thanks to companies like Elio and Aptera, has captured the imaginations of green car fans in recent years. Like both those vehicles--as well as classic vehicles like the Messerschmidt KR200 and the well-received Morgan 3-Wheeler sports car, the Slingshot features a 'reverse trike' layout where two steering wheels sit at the front and a non-steering wheel is located at the back. Unlike the Elio, which sends power from its one-liter engine to the front wheels, the Slingshot's performance bias is clear in putting its power to the single rear wheel via a belt final-drive. Styling is quite unlike the drop-of-water Aptera and humble Elio, with aggressive lines reminiscent of rivals like the KTM X-Bow, and a quartet of circular headlights--two of which sit right in the middle of the front grille.
Prices start at $19,999 for the base model and rise to $23,999 for the 'SL', so it's a long way from the affordability promised by Paul Elio's creation.
But the Polaris Slingshot shows that certain characteristics can be beneficial to both performance cars and green ones. Of course, the three-wheel layout means it has other benefits, too--namely that cars such as this can be registered as motorcycles, side-stepping regulations that can add significant expense and weight to regular four-wheeled vehicles. Tesla Model 3 design prototype - reveal event - March 2016Enlarge PhotoGetting more than a quarter of a million people around the world to put down $1,000 apiece for a car they won't get for another two years is a remarkable feat. When Elon Musk took the wraps off the Tesla Model 3 last Thursday evening, a screen on stage showed more than 100,000 deposits. But by the end of Saturday, the global total had reached 276,000, according to a tweet by the Tesla Motors CEO. Now we know the number of total reservations received in the week since lines of up to several hundred people formed outside Tesla Stores last Thursday morning to register for the Model 3.
If anything, the outsize response puts more pressure on Tesla to meet its announced production start date of late 2017 for the Model 3. Right now, we know what the prototype vehicle looks like, that it will have 215 miles of range, and that at least one version will cost $35,000 before incentives.
It's a fastback four-door sedan with a trunk, not a five-door hatchback like the Model S—although that car is often referred to as a sedan as well. The Model 3 prototype interior, with its large central touchscreen display and no instrument binnacle behind the steering wheel, may or may not resemble that of the final production car.
And Tesla hasn't released any details of the battery options, powertrain specifications, or performance ratings, though plenty of online speculation exists for suggested configurations. It's meant to be the car that takes Tesla into true mass production of hundreds of thousands of cars a year. Last year, Tesla delivered just over 50,000 vehicles globally; it has said it expects to be selling 500,000 cars a year by 2020.
To get there, it not only had to create a battery-electric car with 200-plus miles of range that could start at $35,000, it also had to build the Gigafactory cell-fabrication and battery assembly plant outside Reno, Nevada.



That factory is now assembling battery packs, but it's not currently fabricating lithium-ion cells for those packs. EV Institute Plug-In Around the World charging-connector poster (top portion)Enlarge PhotoCharging an electric car is virtually always greener than pumping gasoline, but it can also be more complicated. Among standardized AC charging (in North America), multiple standards for DC fast charging, and the various electrical connectors used in different countries, there's a lot of charging hardware out there. Now there's a handy way to keep track of all the different standards, and where they're used globally. The EV Institute recently published an updated version of its "Plug-In Around the EV World" poster of electric-car charging connectors, color-keyed to the regions that use them.
The poster includes six types of connector covering AC as well as DC fast-charging standards.
The CHAdeMO standard developed in Japan is used by the Nissan Leaf, as well as by the lower-volume Mitsubishi i-MiEV and Kia Soul EV electric cars. The only cars equipped for CCS that have gone on sale in North America thus far are the BMW i3, Chevrolet Spark EV, and Volkswagen e-Golf.
Of course--as anyone who has traveled abroad knows--the sockets that electrical devices plug into aren't standardized either. Helpfully, the poster also includes a standard list of plug types, with color coding to show which countries use which plugs. So if you're in need of a quick reference guide to electric-car charging connectors, print this poster out to keep by your desk. 2016 Tesla Model SEnlarge PhotoIf 200-mile electric cars are the new black, then what does that make 300-mile electric cars? With the launch of the Chevy Bolt EV less than a year away, and 400,000 reservations for Tesla Model 3 cars to be delivered sometime in 2018 or later, clearly 200 miles is the new benchmark for range below $40,000. But it turns out the updated 2016 Tesla Model S 90D version is the first 300-mile mass-produced electric car.
The updated Model S electric luxury sedan unveiled this month, with new frontal styling and other aerodynamic tweaks, has one version—the 90D—that's rated at 294 miles of combined EPA range. But, as InsideEVs cleverly noticed, that combined EPA range rating is made up of two parts, just as fuel efficiency and MPGe ratings are as well. And the highway range on the Model S 90D, with the largest available battery pack and all-wheel drive, is actually 303 miles. And that's the first time the EPA has rated any production electric car at more than 300 miles of range on any cycle. Granted, real-world ranges may be lower due to speed, driving style, temperature, and a host of other factors. What's still unknown is the range rating the EPA would have given to the pre-update Model S with the larger 90-kilowatt-hour battery pack. Tesla Motors didn't bother to recertify that model, but simply carried over the rating from the 85D, which is perfectly acceptable under EPA rules. Fans of the electric-car maker will point out that the "3.0" battery upgrade for the Tesla Roadster takes it to a rated range of 330 miles or so.
That's true, but only 2,000 Roadsters can accept that upgrade, and it costs $30,000 per car—whereas the Model S 90D is available to be ordered new today.
Ever since we got wind of BMW's 'Megacity' electric vehicle, it's been one of the most anticipated electric cars around. We've covered the i3 at length since its announcement, and brought together all our related articles for you to peruse.


EPA-rated range is 81 miles for the pure battery version, and 72 miles for the range-extended or 'REx' model--though the latter can achieve 150 miles when its motorcycle-derived two-cylinder gasoline engine kicks in.
You'll pay $43,350 pre-incentives for the regular battery version, and $47,200 for the REx--while other incentives and rebates vary from state to state. We've been able to drive both regular and range-extended versions of the BMW i3, but we've also featured the driving impressions of others--including owners of other electric vehicles.
Jaguar, BMW and Ford are allegedly sitting down at the discussion table to cook up a partnership for an assembly facility handling the batteries needed for their upcoming electric cars.
Jaguar has already confirmed the rumors pertaining to its first all-electric production car, while Ford is already en route to deliver the Model E – an all-electric car on an all new platform that could span a whole family of models. It looks pretty good, there's decent performance on offer, and drivers enjoy BMW handling and BMW quality without having to feed a drop of gas into it. An electrified 1-Series coupe will never be quite as cool as Mike Pethel's electric BMW coupe, though.
Based on a 1970 BMW 3.0 CS coupe, Mike's car is rather more potent than BMW's own electric effort. It's also enough to power a BMW with its internal combustion innards replaced with a pair of direct current electric motors, developing 800-horsepower. Of course, even with an enormous battery occupying your rear seats, 800 horses is going to drain it pretty quickly--around 50 miles is the best you'd see. Despite being new to conversions, he actually built the car himself, and even designed the motors. In an example of exquisite timing, I received an unexpected end-of-year financial windfall.
Up front is a GM-sourced 2.4-liter Ecotec engine with 173-horsepower, and a five-speed manual transmission. Lack of any sort of equipment or weather protection means weight is kept low: 1,743 lbs with fluids, or similar to that of the Smart Fortwo minicar. It's compatible only with the Model S electric car, although its owners can buy an adapter that allows their cars to fast-charge at CHAdeMO stations as well.
Those at the top of each list are newest, and those at the bottom allow you to look back at our earlier coverage. Now another three automakers are reportedly following on the second idea – none of them has officially confirmed the fact – but sources allege the officials from the companies have already met to set the basis for the potential cooperation. BMW already has its electrics, but it wants to expand the portfolio and all three are interested in owning their own factory because it would reduce costs and shed reliance on external battery suppliers.
Jaguar doesn’t have yet any electric model, but BMW and Ford are already well versed in this department – with the insider claiming all three are interested in the potential collaboration because it would dial down manufacturing costs. The new battery plant should become active fairly quickly as well, with the report – which should be taken with a pinch of salt, as always – claiming it would be finished and ready to produce by the end of the decade. 2,400 lithium-ion cells are connected together in three custom boxes, producing one megawatt of energy. And judging by the burnout at the end of the video above, we're guessing Mike loves the smell of tire smoke, too. He gets a kick from it--not just from driving it, but knowing what it stands for as an electric car.



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