
But as I discovered on a recent test drive of the company’s high-performance Model S sedan, theory can be trumped by reality, especially when Northeast temperatures plunge.
Tesla, the electric-car manufacturer run by Elon Musk,
the billionaire behind PayPal and SpaceX, offered a high-performance
Model S sedan for a trip along the newly electrified stretch of
Interstate 95. It seemed an ideal bookend to The Times’s encouraging
test drive last September on the West Coast.
The new charging points, at service plazas in Newark, Del., and Milford,
Conn., are some 200 miles apart. That is well within the Model S’s
265-mile estimated range, as rated by the Environmental Protection
Agency, for the version with an 85 kilowatt-hour battery that I drove —
and even more comfortably within Tesla’s claim of 300 miles of range
under ideal conditions. Of course, mileage may vary.
The 480-volt Supercharger stations deliver enough power for 150 miles of
travel in 30 minutes, and a full charge in about an hour, for the 85
kilowatt-hour Model S. (Adding the fast-charge option to cars with the
midlevel 60 kilowatt-hour battery costs $2,000.) That’s quite a bit
longer than it takes to pump 15 gallons of gasoline, but at Supercharger
stations Tesla pays for the electricity, which seems a reasonable trade
for fast, silent and emissions-free driving. Besides, what’s Sbarro
for?
The car is a technological wonder, with luminous paint on aluminum
bodywork, a spacious and ultrahip cabin, a 17-inch touch screen to
control functions from suspension height to the Google-driven navigation
system. Feeding the 416 horsepower motor of the top-of-the-line Model S
Performance edition is a half-ton lithium-ion battery pack slung
beneath the cockpit; that combination is capable of flinging this
$101,000 luxury car through the quarter mile as quickly as vaunted sport
sedans like the Cadillac CTS-V.
The Model S has won multiple car-of-the-year awards and is, many reviews
would have you believe, the coolest car on the planet.
What fun, no? Well, no.
Setting out on a sunny 30-degree day two weeks ago, my trip started well
enough. A Tesla agent brought the car to me in suburban Washington with
a full charge, and driving at normal highway speeds I reached the
Delaware charging dock with the battery still having roughly half its
energy remaining. I went off for lunch at the service plaza, checking
occasionally on the car’s progress. After 49 minutes, the display read
“charge complete,” and the estimated available driving distance was 242
miles.
Fat city; no attendant and no cost.
As I crossed into New Jersey some 15 miles later, I noticed that the
estimated range was falling faster than miles were accumulating. At 68
miles since recharging, the range had dropped by 85 miles, and a little
mental math told me that reaching Milford would be a stretch.
I began following Tesla’s range-maximization guidelines, which meant
dispensing with such battery-draining amenities as warming the cabin and
keeping up with traffic. I turned the climate control to low — the
temperature was still in the 30s — and planted myself in the far right
lane with the cruise control set at 54 miles per hour (the speed limit
is 65). Buicks and 18-wheelers flew past, their drivers staring at the
nail-polish-red wondercar with California dealer plates.
Nearing New York, I made the first of several calls to Tesla officials
about my creeping range anxiety. The woman who had delivered the car
told me to turn off the cruise control; company executives later told me
that advice was wrong. All the while, my feet were freezing and my
knuckles were turning white.
After a short break in Manhattan, the range readout said 79 miles; the
Milford charging station was 73 miles away. About 20 miles from Milford,
less than 10 miles of range remained. I called Tesla again, and Ted
Merendino, a product planner, told me that even when the display reached
zero there would still be a few miles of cushion.
At that point, the car informed me it was shutting off the heater, and
it ordered me, in vivid red letters, to “Recharge Now.”
I drove into the service plaza, hooked up the Supercharger and warmed my hands on a cup of Dunkin’ Donuts coffee.
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