Tesla Roadster 2008-2012

[Sledgehammer]

(from Tesla Motors)

Electric Power: Drive Quickly, Tread Lightly

Most electric vehicles operate under the assumption that driving is merely a necessary evil if you need to get someplace you can’t reach on foot or bike. The result has been cars that are designed, built, and marketed in ways that refuse to glorify driving.

We respectfully disagree. We believe driving is exhilarating. Just watch any child on a go-cart and the joy is plain to see. And when you can soar along at top speed, knowing the only oil in the car is in the transmission, the only emissions are the songs from the radio, the ride becomes more enjoyable still.

The Ultimate Multi-Fuel Vehicle

Electric cars equal freedom. Not simply from oil reliance, but from dependence on any specific power source. Electric power can be generated from natural gas, coal, solar, wind, hydro, and nuclear sources — or a combination of all of them — without changing the design of the car. No matter how or when the world changes, the car adapts, making it immune from obsolescence.

We foresee a day when all cars run on electric power and when people will struggle to remember a time when a love of driving came with a side order of guilt.

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No More Tradeoffs

Up until now, if you wanted a car with amazing gas mileage, you’d pick something like the leading hybrid; but when you pressed down the gas pedal to zip up a freeway on-ramp, you'd likely be a little disappointed — it takes over 10 seconds to reach 60 miles per hour. On the other hand, if you demanded the 0 to 60 times of a $300,000 supercar, you'd wind up with an embarrassing 9 miles to the gallon in the city.

How It Works

When you build a car that's electric, you start with one built-in advantage: Electric cars just don't have to be as complex mechanically as the car you're probably driving now. Sophisticated electronics and software take the place of the pounds and pounds of machinery required to introduce a spark and ignite the fuel that powers an internal combustion engine.

For example, the typical four-cylinder engine of a conventional car comprises over a hundred moving parts. By comparison, the motor of the Tesla Roadster has just one: the rotor. So there's less weight to drive around and fewer parts that could break or wear down over time.

But the comparison doesn't end with the counting of moving parts. The engine and transmission of a conventional car also need lubricating oils, filters, coolant, clutches, spark plugs and wires, a PCV valve, oxygen sensors, a timing belt, a fan belt, a water pump and hoses, a catalytic converter, and a muffler — all items requiring service, and all items that aren't needed in an electric car.

The Tesla Roadster's elegantly designed powertrain consists of just the four main components discussed below. Mind you, these aren't "off-the-shelf" components, and each includes innovations, both small and large. But when you build a car from the ground up, you have the luxury of questioning every assumption — and to distill as you reinvent.

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[Sledgehammer]

The Energy Storage System (ESS)

When we set out to build a high-performance electric car, the biggest challenge was obvious from the start: the battery. Its complexities are clear: it's heavy, expensive, and offers limited power and range. Yet it has one quality that eclipses these disadvantages and motivated us to keep working tirelessly: it's clean.

The Tesla Roadster's battery pack — the car's "fuel tank" — represents the biggest innovation in the Tesla Roadster and is one of the largest and most advanced battery packs in the world. We've combined basic proven lithium ion battery technology with our own unique battery pack design to provide multiple layers of safety. It's light, durable, recyclable, and it is capable of delivering enough power to accelerate the Tesla Roadster from 0 to 60 mph in under 4 seconds. Meanwhile, the battery stores enough energy for the vehicle to travel more about 245 miles (EPA city/highway) without recharging, something no other production electric vehicle in history can claim.

Motor

Some people find it hard to imagine our car's Lamborghini-beating acceleration comes from a motor about the size of a watermelon. And while most car engines have to be moved with winches or forklifts, ours weighs about 70 pounds — a strong person could carry it around in a backpack (although we don't recommend it). Compare that to the mass of machinery under the hood of $300,000 supercars that still can't accelerate as quickly as the Tesla Roadster.

But more important than the motor's size or weight is its efficency. Without proper efficiency, a motor will convert electrical energy into heat instead of rotational energy. So we designed our motor to have efficiencies of 85 to 95 percent; this way the precious stored energy of the battery pack ends up propelling you down the road instead of just heating up the trunk.

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[Sledgehammer]

Transmission

Our transmission couples the fuel efficiency of a manual with the driving ease of an automatic. The Tesla Roadster has only two forward gears, allowing you to fine-tune your driving experience (but either gear will work for most driving scenarios). Unlike a manual transmission, the car will not stall if you have it in the wrong gear. There's also no clutch pedal. Just move the lever and the electronic control module takes care of the shift, so you can launch from a full stop to freeway speed without taking your focus off the road, your foot off the accelerator, or your hands off the wheel.

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[Sledgehammer]

Power Electronics Module (PEM)

Most of the subsystems in the Tesla Roadster are completely electronic and under direct software control. But unlike all other cars, these systems are not a hodge-podge of independent systems — instead, they are designed as an integrated system, the way complex network and computer systems are designed today.

You'll see the hub of this network every time you pop the trunk — the Power Electronics Module. When you shift gears or accelerate in the Tesla Roadster, the PEM translates your commands into precisely timed voltages, telling the motor to respond with the proper speed and direction of rotation. The PEM also controls motor torque, charging, and regenerative braking, and it monitors things like the voltage delivered by the ESS, the speed of rotation of the motor, and the temperatures of the motor and power electronics.

The PEM controls over 200 kW of electrical power during peak acceleration — enough power to illuminate 2,000 incandescent light bulbs.

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[baddabang]

Sick interior.

[2ndclasscitizen]

(from Tesla Motors)

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Pic #5, who the hell has a 3-phase outlet in their house?

[90ft]

I like this bit . .

Sophisticated electronics and software take the place of the pounds and pounds of machinery required to introduce a spark and ignite the fuel that powers an internal combustion engine.

Forgetting that the Tesla weighs 1220kgs
and the USA Elise - which is what it basically is - weighs 895kgs.

[Matt]

To reduce pollution, use less fuel?

It doesn't really do either of those untill it gets to the end user.

According to their website their aim is to reduce reliance on "foreign" fuel.

How does that happen when the car's going to use just as much fuel as a normal car in production, shipping, etc.,?

If this car is supposed to be bringing some special environmental benefit by being electric, why not bother to cut the ammount of fuel/pollution caused by manufacturing it too?

This is one of the most poorly thought out arguments I've ever seen. Which do you think causes the most pollution? The few hours (maybe a few days for a specialty car such as this) of manufacturing pollution caused during production of a single unit? Or the years and years of driving by the owner? I would be willing to guess that reducing the pollution of an entire car's existence to only the pollution created during production would, overall, reduce the pollution caused by the single unit by at least 99%.

You like to bitch about just about everything you come across. I rarely see a positive comment from you - on anything. There's no point in being negative about this vehicle. It's revolutionary in the fact that it's been more than a decade since an electric vehicle has been developed in a form that would be welcomed by the public. And it's been a century since electric vehicles were in widely popular use. If this goes into full production and it is successful, I think you'll see electric become more popular and fiscally plausible for other companies. The fear has always been that an electric vehicle would not be in demand by the general public. The hurdles for electric vehicle companies has always been overcoming public perception of poor dynamic performance and short-distance driving range. The Tesla dramatically overcomes both of those obstacles. Performance is fantastic, for any car with any type of drivetrain. Range is comparable to a gas engined car of the same type.

[Sledgehammer]

I think one of the most interesting things that would change culturally would stem from the charging periods. If you plan on doing a road trip with a car that drives 350 miles and then stops for 3.5 hours, what will keep the drivers entertained? If the electric car is indeed the direction that consumers will go, what type of market would these layovers create? If their ever was a time to start thinking about the future and some possible money spending opertunities for the drivers, now is that time. Things such as involved, long term video games that are networked to other oasis's of charging stations is one thought. Sleeping accomodations is a must. Do you guys have any ideas, or do you think that their isnt a market for oasis charging stations?

Pic #5, who the hell has a 3-phase outlet in their house?

If you willing to dish out 90,000 for a car, you can install a 3-phase outlet.

[Matra et Alpine]

This is one of the most poorly thought out arguments I've ever seen. Which do you think causes the most pollution? The few hours (maybe a few days for a specialty car such as this) of manufacturing pollution caused during production of a single unit? Or the years and years of driving by the owner? I would be willing to guess that reducing the pollution of an entire car's existence to only the pollution created during production would, overall, reduce the pollution caused by the single unit by at least 99%.

Not a brilliant guess Matt

It's about 10,000kg of equivalent CO2 to produce a family car.
You get about 8-10km for 1kg of CO2 in the average *modern* small family car.

So the crossover point is about 100,000km where the journey has equalled the construction in CO2 "damage".

[Matt]

Not a brilliant guess Matt

It's about 10,000kg of equivalent CO2 to produce a family car.
You get about 8-10km for 1kg of CO2 in the average *modern* small family car.

So the crossover point is about 100,000km where the journey has equalled the construction in CO2 "damage".

According to www.green-car-guide.com, 10% of CO2 emissions are produced during the production phase, 5% during disposal. That leaves 85% to be produced during the cars usage.

[Matra et Alpine]

hmmmm, I'd like to see that report -- but not enough to pay for it
They're suggesting a halving of the production in the UK .... erm let's see ... a switch to smaller cars built in the UK ? a switch to more import of assemblies for isntallation in the UK ( so someone else is "paying" the CO2 ). Without that background I doubt that there is a large shift in energy used since the last realistic figure I saw which DID inlcude the complete lifecycle from digging up ore, oil, manufacture raw plastic, trasnport etc and production and assembly. 20000 pounds of CO2.

At for their 85% I'd also want to see which cars they're using. A group wanting to promote a switch to "green" will inevitably want to make the "new" car seem "better" to entice tree-huggers to switch

Cyinical .... moi ? NEVER!