Consumer Reports Tesla Model S One Year Update


99 Out of 100!!!!!

99 Out of 100!!!!!

Consumer Reports’ highest scoring vehicle of all time, the Tesla Model S, has been with the publication for one year now, so it’s time for an update.

Tail-Out Action

Tail-Out Action

Consumer Reports has logged over 11,000 miles in the Model S.  Most of those miles have been thoroughly enjoyable.  Consumer Reports says this of the Model S after one year of ownership:

“With a year of Tesla Model S ownership under our belt and 11,380 satisfying miles under its tires, we continue to be impressed, despite a few mild irritations.”

Those mild irritations include an average range of 225 miles in non “max range” charging mode, which is the charging mode recommended by Tesla to be used on a daily basis.  Consumer Reports says the 225 miles is 20 miles less than 245 EPA figure.

Other irritations are:

  • Cold weather saps range (true of all EVs)
  • Minor vampire loss of 5 to 10 miles of range while not plugged in for 24 hours
  • Air conditioning that’s not up to snuff

But even those mild irritations aren’t enough to dampen the Model S’ overall appeal.

Consumer Reports closes with this statement:

“After a year with the Model S, everyone at CR who drives this car is still impressed by the quiet glide, instant and irresistible power, serene ride, agile handling, and well-done, ultramodern interior. The short list of shortcomings hasn’t dampened our spirits yet.”

Source: Consumer Reports

Categories: Tesla

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10 Comments on "Consumer Reports Tesla Model S One Year Update"

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1.5 years till Volt lease is up.
Used S on target.
Tesla’s depreciation at 2 years around 24 times 800 equals 20K off new.
Or an old roadster should be for free since it will be needing a new battery.


only p****** use air conditioning lol i drive with the windows up and no air on, 80 degrees+

their complaints are lame and shouldn’t even be considered “complaints”, because there really is none!

lol… +1!


Cold weather saps range (true of all EVs) AND ALL ICEs TOO

Well, obviously it’s more of a factor with EVs, because ICEs give you waste heat whether you want it or not.

If the tempreture inside the combustion chamber is low or too low then it will haved to be raised to for the fuel to reach the flash point to ignite. So in very cold tempretures the fuel consumption of the ICE is a lot more than the EV percentage wise. Some treied to raise the tempreture of the fuel using electric heaters before the fuel gets inside the compustion champer, but because the tempreture of the air is so low then the electric heating of the fuel alone is not enough. The air has to be heated too and in all ICEs the air is heated in the winter by making it pass by the outlet mainfold to get warm, but as it is extremly cold it still makes the fuel cold and the fuel too gets coold. Thus rasing the tempreture of the fuel costs energy. This is an inherant problem that can not be solved in an ICE.

“So in very cold tempretures the fuel consumption of the ICE is a lot more than the EV percentage wise.”

For drive alone, you may be right, but in the real world people need heat when driving in very cold temperatures. That heat does not impact ICE consumption at all because it’s always there going through the radiator whether you need it or not, but it has a big impact on EVs because their drivetrain is so efficient and heating power can be a significant fraction.

Regarding flashpoint, you’re dead wrong. Even -100 degree air will easily exceed the flashpoint after 10:1 compression. The only time it might not is when you’re idling and have high vacuum in the manifold. You’re also forgetting that exhaust manifold heat is waste heat, and thus any heat extracted from there does not cost efficiency.

I’m w/Mint, here. ICE cold-temperature losses get exagerated. While the hybrids seem to suffer more, the 2-5mpgs lost by gas cars doesn’t compare to what resistence heat does to EV range. Not even close.

Now, if electric miles were 3X as $$ much as gas…

CS sounds objective, to me. 225 isn’t that bad a short-fall from 245, considering colder averages, at least near the CT test track.

I got back in the Volt after a few days and what the Tesla has, that it does not, is this ability to haplessesly let you set climate and to observe any driving habbits that strike your mood. The Volt, while having the current largest battery/engine combo, immediately seems to activate a mental algorhythm…”OK, am I going far, how cold is it, should I use the slow ‘Eco’, is anyone with me?, do I really need that 8,000 watt ‘Comfort’, should I fire the engine”. I like the control, but it sure has to be nice to hop in an EV, go 35-60+ miles this time of year, and not end up deliberating so much.