A Quick Guide For Upcoming Tesla Model 3 Owners

21 hours ago by EVANNEX 28

Tesla Model 3

Red Tesla Model 3

HERE’S HOW TO PREP FOR YOUR TESLA MODEL 3 [INFOGRAPHIC]

Maybe you’re one of the hundreds of thousands of people who are already on the Tesla Model 3 reservation list. Or maybe you haven’t plunked down $1000 yet, but are getting ready to do so. Or maybe you’re trying to better understand Tesla’s Model 3 so you can make a decision after your current auto lease runs out, or when the car you currently own begins to show its age.

*This article comes to us courtesy of Evannex (which also makes aftermarket Tesla accessories). Authored by Matt Pressman.

Tesla Model 3

A look at a white Tesla Model 3 production candidate

No matter which of those categories best describes you, here’s a quick guide and infographic for soon-to-be Model 3 owners. We’ve organized the infographic along a timeline that includes: what you need to understand right now (before final specs are revealed and production vehicle deliveries begin); what you need to do once specs have been revealed; how to assess when you might get your Tesla Model 3 as deliveries begin; what plans you need to make as deliveries ramp up; how to proceed as your delivery gets close.

What you need to understand right now…

If you’re typical of most future owners of the Tesla Model 3, you’ll be a first-time electric vehicle (EV) owner. You won’t need to have an in-depth knowledge of EV tech, but it’s not a bad idea to understand the basics.

It’s reasonable to state that the battery lies at the heart of every electric vehicle. That’s why it’s important to understand the battery and the way your Tesla Model 3 battery is charged.

Tesla Model 3

Tesla Model 3 Spy Shot

In his best-selling book, Owning Model S, Nick Howe provides an excellent battery and charging metaphor that is wholly appropriate for the Model 3. Think of the Model 3 battery as a bucket that you can fill with water. The bucket can be empty, full, or partly full. Charging Model 3 is a lot like filling the bucket. When you drive Model 3, it’s a lot like emptying the bucket. Of course, you don’t actually fill the battery with water, you fill it with electricity directly from the electric grid, then into your house, through an outlet into your charging cable, and finally into your Model 3.

In our infographic, we indicate the typical miles of range per hour of charging (mrph) for different charging arrangements. For example, if you install a 240V 50A circuit in your garage, you get approximately 27 – 30 miles of range per hour of charging. That’s why it’s a very good idea to charge you Model 3 overnight. By the way, using a 110V circuit is hopelessly slow.

Most new EV owners obsess about range. Because EVs are powered by a battery, and most people have experienced a dead smartphone, everyone, including future Model 3 owners understands that a battery can go dead if it is not recharged. And because there’s a perception that recharging is difficult (it isn’t), future owners of Model 3s might experience “range anxiety”—the sometimes irrational fear that they’ll be stranded without a charge.

It’s likely that for 95 percent of your driving, range will not be an issue and range anxiety is silly. But for long road trips, it is necessary to do a little planning to ensure that a charging location will be available when you need it.

The actual range of your Model 3 depends on many factors including: your driving style (aggressive or calm), the environment in which you drive (e.g., Do you live in a cold weather climate or an area that is mountainous?), and your use of regenerative braking. You’ll have to take all of that into account to assess the real range of your Model 3.

What you need to do once specs have been revealed…

Available options for early Model 3 deliveries will be limited—with only wheel size and car color as your option choices. So configuring your Model 3 during what we call “Phase 1” of the delivery cycle in our infographic will be quite simple and personal. Later, during “Phase 2” — more options will be available, potentially including a larger battery, dual motor drive, autopilot options, and other features and functions. The big decision for people on the reservation list is this: Do you defer and wait for more options or pull the trigger so you’ll be among the first to own Model 3?

How to assess when you might get your Model 3 as deliveries begin…

Whether you stood in line at a Tesla store on the morning of March 31, 2016, signed up 10 days later, or decided you’d get on the reservation list a few months ago, the big question remains—when will your Model 3 get delivered?

Tesla Model 3

Tesla Model 3 “release candidates” hint at upcoming color choices for July configurator release

The answer to this question is predicated on Tesla’s initial delivery ramp, the production rate, and, of course, your position on the reservation list.

The delivery ramp for Model 3 is a measure of how quickly Tesla will increase production over a period of many months once Model 3 deliveries begin. The delivery ramp takes the shape of an S-curve. During the first months of production, delivery growth will be relatively low, but once kinks are worked out, it will accelerate rapidly. Then it will moderate but continue to grow as additional efficiencies are found to improve the production process.

The production rate is the number of vehicles produced per unit time. The higher the rate, the faster you’ll get your Model 3. As of right now, there are only projections, and these range from an average of 1,000 to 5,000 cars per week, with some going even higher. Bottom line—you’ll need to follow breaking news to get an accurate indication of Tesla’s actual production rate as soon as deliveries begin.

Tesla Model 3

Tesla Model 3

Finally, your position on the reservation list will dictate when you get the “It’s time to configure your Model 3″ email from Tesla. We provide a detailed algorithm that relates your reservation list position to delivery ramp and production rate in the book, Getting Ready for Model 3. In addition, a few other factors will determine your delivery timeframe including whether or not you’re a Tesla or SpaceX employee, where you live, and other criteria. Look there for more details.

What plans you need to make as deliveries ramp up…

As deliveries ramp up, you’ll have to begin developing a strategy for charging your Tesla Model 3. We note three things to consider in the infographic, but the most important is your personal charging infrastructure (PCI). In most cases, you’ll create a PCI at your place of residence—in your garage if you own or rent a house or condo with one; at your parking spot, if you live in a condo without a garage.

Tesla Model 3

Tesla Model 3 Interior

Creating a PCI is really quite simple, if you’re the only person who has to approve the project, but if you live in a communal setting—a condo, an apartment building, a co-op—things can get a bit more complicated and sometimes, quite frustrating. And if you live in a city and use on-street parking? Then what? The answer to that question is a bit more complex than you might think, but there are answers and alternatives. For a detailed discussion of how to plan for and create a PCI, refer to the book, Getting Ready for Model 3.

How to proceed as your delivery get close…

In many ways, you do the same things prior to the delivery of Model 3 as you’ve done prior to the delivery of any car you’ve ever owned. You’ll need to arrange financing and take care of all appropriate paperwork. But you should also consider any EV incentives offered by your state or country. And, you should have established your PCI, so that you can charge Model 3 when it arrives. If you’re a first time EV owner, get ready for a unique experience. Enjoy your Model 3.

In conclusion…

It’s difficult to cover everything you’ll need to do the get ready for Model 3 in a short blog post and infographic. If you’d like to learn more, the book, Getting Ready for Model 3 remains an excellent source of information.

Infographic

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Source: Getting Ready for Model 3, Roger Pressman

*Editor’s Note: EVANNEX, which also sells aftermarket gear for Teslas, has kindly allowed us to share some of its content with our readers. Our thanks go out to EVANNEX, Check out the site here.

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28 responses to "A Quick Guide For Upcoming Tesla Model 3 Owners"

  1. leafowner says:

    OK if you have no clue about EVs

    1. M Hovis says:

      That is the point. EVs are getting ready to expand beyond enthusiast via the Model 3. PHEVs don’t require what we enthusiast consider basic knowledge.

      The one that is missing is the possible load service upgrades. I expect the anti-EV group to make a big deal about this though no one seemed to care over history when circuits had to be added for potable hot water, electric dryers, and heat pumps. If used properly like night charging, many services could get by. Contributor Bill Howland could write a great do’s and dont’s to add to the list.

      1. As my space is an End Unit Apartment on the 2nd Floor, above a Monday-Friday Commercial Busines, my CPI needs conduit to go: From my In-unit Breaker and Distribution Panel, up the wall, across the ceiling an through our unit’s wall, a left down the Stairwell, out the Building Envelope Wall, and to the left, over to the building end, left around the corner, then down to EVSE working Height: all told, about 90 feet of conduit.

        It would needs be done in a different order than completed ahead of time, before final sale of my Model 3, since in Ontario, there is a reasonably decent EVSE rebate program, at 1 per New EV bought, but the EVSE Rebate must follow the EV Rebate, to qualify! Since it is 5p% up to $500.00 for the hardware, Plus 50% up to $500.00 for the Licensed Installer Bill, I thought I could split the Job.

        1st part, run the conduit, in a size suitable for a 12 Gage wire (plus an additional 10 Gage or 8 Gage wire) for a 120V Duplex plug, on a 20A 120V Breaker, ahead of time, leaving a Fish Line in the Conduit for later pulling the 10 Gage or 8 Gage wire and buing & installing the EVSE for connecting to a 30A or 50A 240V Breaker!

        Doing it this way, if I can end up with Bith a 120V Duplex AND the EVSE on separate Breakers, I can do stuff like Vacuum the car while charging it, plug in a power washer, compressor, etc. At the same spot!

        1. Ooops! “Since it is 5p% up to $500.00 for the hardware, Plus 50% up to $500.00 for the Licensed Installer Bill” >> ‘Since it is 5p%’ should be ‘Since it is 50%’. I missed that.

    2. Steve says:

      > “Think of the Model 3 battery as a bucket that you can fill with water.”

      It’s sorta like… ummm, I know! I tank that you can fill with gas! 🙂

      1. Steven M says:

        Lol. I was thinking the same thing. Why in the world wouldn’t they use the most obvious and easiest to comprehend analogy?

        1. Doggydogworld says:

          Because they don’t want to call attention to the fact that it’s 10-100x slower than filling your gas tank.

          Cell phone battery would be better, people know that. Newer cell phones can fast-charge with a special charger, slow charge on a standard USB cable.

      2. Nix says:

        I wondered about that too, but I think I’ve figured it out.

        See, when you are done using a bucket, you can flip it over and use it for other things. Like you can sit on it when you don’t have a chair. Or you can stand on it to reach the top shelf.

        I figure, if you turn your Tesla upside-down when it is empty, like a bucket, you could stand on it to reach a really high shelf. Or sit on it and be able to see if wolfs or bears are coming from a long ways away.

        You can’t do that with a gas tank.

        /sarc

  2. Rightofthepeople says:

    I’m getting excited about this launch, even though I am not a reservation holder. I will definitely be in the market for a new vehicle in late 2018 / early 2019 and will consider the M3 along with Audi’s Etron, the Jaguar i-Pace, and the new Volvo XC60 PHEV. Prefer the SUV form factor but will consider M3 with AWD b/c the Tesla charging network is (currently) far superior to anything CCS. I live in GA and work in KY so I make a 350 mile drive twice a week, therefore range needs to be at least 250 miles on a full charge. I will be replacing a Mazda CX-9 that averages 22 mpg in my current use case, so no matter which vehicle I choose I will save lots of $$$ on fuel monthly and likely save on maintenance as well.

    I love that I will have lots of BEV & PHEV options in the next 18 months, looking forward to it!

  3. FISHEV says:

    I disagree with Evannex’s “110V, 5 miles per hour charging. Nope”. At 110V, 20A you’d probably get about 5-7 miles an hour. If an EV is charging at home 12 hours a day, that’s 60-80 miles a day of charging.

    Getting an initial top off at the local SuperCharger, DC Fast charger or even a Level 2 at the Walmart, I think most people could do OK with a 110V/20A home charging for day to day.

    And it looks like 2020 is going to be the year to make the change from ICE to EV. Model 3 will have been out and Tesla’s fit and finish issues resolved or made clear, the actual price for a 300 mile range vehicle will be known. Other 300 mile options will be available like the Audi e-Quattro and some PHEV’s with 100 mile EV range. A 300 mile EV/100 mile PHEV with AWD and hatchback utility and some light towing, 2000#.

    1. Rightofthepeople says:

      I agree with you re: 120 V charging. We have a Leaf that is my teenage daughter’s primary driver. For the first year we had the Leaf we charged it on the standard 120 V outlet in our garage overnight with occasional QC at the mall near our house, and it worked fine. The main reason I got a L2 installed last year was b/c some incentives for EVSEs were potentially going to sunset so I took advantage of them which cut the total cost by more than half. Otherwise we could have continued to charge the Leaf on 120V forever.

      1. Mark.ca says:

        I’m in the same boat here…the 30% credit was expiring in 2016 so we got an L2 charger to take advantage but the 120v was just fine for a daily commute of 38 miles.

  4. Mister G says:

    I feel like a child on Christmas eve LOL can’t wait for my model 3 LOL

  5. Pushmi-Pullyu says:

    Thank you.

    Many people have commented here on InsideEVs, saying that ordinary L1 (110-120v) charging of an EV works just fine for them.

    It should, however, be noted that those who live in cold climates warn that L1 charging may not be enough to both power the battery heater and charge the car on bitterly cold nights. I get the impression that those who say L1 suits their needs just fine either live in mild climate regions, or else their car is always parked in a heated garage overnight.

    Caveat emptor: Buyer beware!

    Everything we EV advocates can do to educate the unwashed masses general public about plug-in EVs is to the good. With greater familiarity will come greater acceptance.

    1. Rightofthepeople says:

      Fair enough Pu-Pu. I’m in Georgia and my Leaf is garaged.

  6. Shane says:

    FISHEV I an thinking the same thing. My round-trip commute is almost exactly 50 miles and my car is consistently parked in the garage 14 hours per day during the week and even longer most weekends.

    I might consider an inexpensive Level 2 charger if I can use the same outlet as my electric clothes dryer, which is located about 15 feet inside the house from where I will park my Model 3 (or LEAF 2.0). Anybody care to share your thoughts about using a 220 V extension cord, cost of an electrician to install an outlet in the garage, cost of a L2 charger?

    Also, what about spending the weekend at the in-laws’ house where I will need to run an extension cord out the back? (The nearest DCFC/Supercharger is >100 miles away.)

    Is the wife going to freak out about the cord running across the floor on the rare occasions that I go more than 80 miles a day and bypass public chargers?

    1. Regading Extension Cords, generally recommended against, but it likely depends on you particulars: if the cord is a 6 Gage cord, it will be heavier ond stiffer, even in flex type wires, but it will carry more current for a given length!

      As a kid, I saw Double Ought (00 Gage) Weatherproof Wires running Hundreds of feet from a Caterpillar Powered Generator Trailer, to 200 HP Crushers, 100 HP Shakers, and 30-50+ HP Conveyors, at a Crushing Plant, for an 80,000 Yard Crush Contract on our Farm!

      So, yes, you can run long extension cords, if you review a chart to tell you the lengths and loads capable for a selection of wire sizes! Just don’t cheap out on going a size or two down from what you need!

      I could run a dryer plug extention, myself, but the plug is upstairs, on the 2nd level of an apartment that is above a commercial space, so 3 floors to go down, and about 160-180 feet, so it would be quite the pain! Plus, trip hazards in a generally public walkway! Not so good!

    2. MIkeM says:

      One cautionary note I’ve picked up from other people here is that it is not advisable to be frequently unplugging and replugging the drier plug. The receptacle is apparently not designed to handle it. Presumably the contacts weaken and could cause overheating.

  7. Don Zenga says:

    Excellent presentation and graphics.
    MRPH (Miles of Range / Hour) is the new concept from BEV World.

    Looks like 2017-07 starts with a bang.

    Everyone of us are getting excited.

  8. kent beuchert says:

    I wonder how anyone can even consider a car that has the front end uglies of the Model 3. Tesla HAS to restyle that front end – it looks like a bullnose whale. The other problem with Telsa cars is their inherently owner unfriendly mechanical design. One big advantage of electric cars is supposedly their simplicity. Elon Musk has created a car designed to extract maximum maintenance fees from his trusting customers. Musk is all about making personal billions, NOT about changing auto design – look to the new Chevy Bolt is you want something electric and practical. And perhaps Tesla will one day honestly quote the prices they gouge from their customers. What does that $35,000 mean? Is Fed subsidy included? How many reservists actually know what their “wonder car” will actually cost? Not many, I’ll bet.

    1. Mark.ca says:

      ” How many reservists actually know what their “wonder car” will actually cost?”
      Probably many more than the useless trolls that keep popping around here. You complain about the M3 styling and you come with the Bolt as an alternative? Are you fricking bind?! M3 is by far the best lookinglong range ev under $40k….unfortunately.

    2. Get Real says:

      What a crock Kent!

      The laggard auto OEMs are all about gouging their customers through their antiquated and highly abusive dealership sales model with ratings around that of politicians and lice!

      Tesla on the other hand is as painless a buying process as possible and no, Tesla/Musk did NOT “design their cars” to extract “maximum maintenance fees” from their customers either. Model 3 is a very simple car especially as its interior design shows.

      Styling is subjective, I and about 400,000 other people are fine with the Model 3 front end styling.

    3. Jason says:

      “I wonder how anyone can even consider a car with the front ugliness off the Nissan Leaf?”, yet several hundred thousand have been sold. 400k model 3 reservations as well. So what you like (Bolt? Kidding, right?) and what others like is obviously different, don’t hate on them for that.
      Tesla has already stated that the $35k price is before incentives, so take the $7,500 fed credits off (of you’re eligible) plus any state credits you might get, and now you have a high $20’s priced car, for the base model, which should suit you just fine as it sounds like you might not have driven an EV or know much about them based on your comments.

      Now the Nissan Leaf, Bolt and others seem to be making an EV to look like an ICE. Open the bonnet and there is a mess of wires and what generally looks like an engine in there. Tesla has actually taken the best of the EV and designed the motor and inverter to sit right on the axle, so open the bonnet and you see another storage space, not a fake ICE engine bay, or an unnecessary clutter of wiring. There are so many places all this stuff could be located, but traditional auto just thinks the same all the time, whereas Tesla doesn’t need to do that and takes advantage of this new opportunity of design. EV’s are about as simple as machinery can get, it should be designed that way as well.

  9. Will says:

    Has it been confirmed where the charge point is on the car? I probably need to know that to know where to install the charger. Also will the M3 come with the charger and all I need to do is install the electric connection, or do I need to get that from a different supplier? The ground will freeze in the winter so I need to get this done over the summer. Although even though I reserved on April 1 2016 due to location I probably won’t get delivery until next summer so I’m probably getting ahead of myself.

  10. Steve says:

    There’s the “do I wait for more options” question, but there’s also the “if I wait too long, do I not get the full federal tax credit” question. I’m interested in slotting into the sweet spot, and I’m sure I’m not alone.

  11. Jsmay311 says:

    FFS, it’s 120V, not 110V.

    And it’s *especially* asinine when you say 110V and then 240V. (If you don’t understand why that’s the case, just take my word for it.) 😛

    1. Nix says:

      220, 221. Whatever it takes.

  12. Nix says:

    I’m not so sure that anybody who waited in line to get a reservation before the reveal will need this low level stuff this year. But in coming years this will actually be too advanced for late-comers to electric cars. It will have to start with “you don’t actually have to drive down the street with a really long power cord….”

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