“Oh, we’re working on inductive charging,” Von Holzhausen said after Leno asked a charging-related question. “So you don’t even need to plug something in at that point. You just pull in your garage, drive over the pad, and you’re charging.”

Get Fully Charged

How does wireless inductive EV charging work?

Wireless EV charging uses resonant electromagnetic induction to transmit electrical current, much like your phone. A magnetic coil in the charger, which is typically mounted on the floor of a garage, sends current to a magnetic coil on the car’s underside; charging begins automatically when the two pads align.

Von Holzhausen did not provide additional details about Tesla’s upcoming wireless inductive charger.

https://www.youtube.com/embed/BGDOKD7ZZqI?si=xUqyHq9RVAkQvCIR&start=3281

This is not the first time Tesla has hinted at the possibility of offering inductive wireless charging for its electric vehicles. At the shareholder event in March, Tesla released a photo of a Model S that appeared to be wirelessly charging in a garage.

That started rumors that Tesla is working on inductive charging, but the company didn’t confirm these rumors until now.

A wireless charging system for EVs will allow Tesla owners to charge their cars by simply pulling over a stationary platform or device in their garage, eliminating the need to plug in vehicles directly. While plugging in an EV does not require additional time and effort, wireless charging is indeed a more seamless way to charge.

Understandably, installing an inductive charger in your garage is bound to be significantly more expensive than a installing a traditional Level 2 charger. That’s because it requires installing an inductive pad into the garage floor, and that could involve embedding it into the concrete.

Naturally, installing a wall-mounted charger that needs to be hooked up to the electrical panel adds cost to that. In addition, the vehicle also needs to be equipped with an inductive receiver, which costs more money and adds weight to the car.

It’s worth noting that Tesla bought German wireless charging company Wiferion this summer, only to sell it in October. However, the EV maker has kept Wiferion’s engineers on board, which probably means they were assigned to work on Tesla’s wireless charger program.

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Some of them were lost to crashes and other incidents, or were incapacitated due to dead batteries. Tesla Roadster specialist Gruber Motors estimates there are under 2,000 surviving units.

Because of its rarity and the fact it put Tesla on the map as an electric vehicle manufacturer, the first-generation Roadster has become something of a cult classic.

Low-mileage examples are changing hands for significant amounts of money, with someone bidding $2 million in May for three brand-new Tesla Roadsters that had been abandoned by their original buyer at a dock in China—that’s $670,000 per vehicle.

Now, another Tesla Roadster has surfaced in New Mexico, and it’s described by Gruber Motors as the “lowest mileage 2010 Tesla Roadster on earth.”

Carrying VIN 592, this pristine Roadster was discovered in a garage showing only 38 miles on the odometer. That’s basically delivery mileage, as Tesla originally test drove new cars off the assembly line for 30 miles; that later changed to 100 miles, according to Gruber Motors, which is handling the sale.

Gallery: 2010 Tesla Roadster with 38 miles on the odometer

The additional eight miles were covered on a trip back to the Tesla Service Center for one annual preventive maintenance appointment, after which the car sat for 13 years. The future owner should know the Arctic White Roadster is currently bricked, which means it will need a new drive battery from Tesla to drive again.

As you can see in the photos, the car looks as if it has just left the assembly line, even though that was 14 years ago; it is basically an automotive time capsule.

The exterior looks immaculate, as does the interior, which shows no signs of wear. “Every stitch, every surface, every control is as it was on day one,” reads the listing. The undercarriage looks impeccable too, with no signs of wear or the passage of time, a testimony to the Tesla’s meticulous upkeep.

“This is a vehicle that has been more than preserved; it has been enshrined,” Gruber Motors notes.

Interestingly, VIN 592’s first owner, which remains anonymous, bought it, parked it, eventually bricked it, and kept it tucked away in a pristine state for 13 years. Now they are selling it and are accepting offers via Gruber Motors. We’re curious how high bidding will go and we’re sure you are too.

The first and only offer as of December 12 is $100,000, but we believe that’s just the warm-up; we’ll let you know how things evolve in the following days. In the meantime, check out the gallery to see what a Tesla Roadster looked like when it rolled off the assembly line almost 14 years ago.

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Toyota is trying to keep ICE alive by making it run on hydrogen while Porsche believes synthetic fuels could be the savior. These two proposals don’t seem viable for industrialization, at least not right now, which is why a German startup based in Dachau has a different approach. It wants to convert existing gasoline and diesel cars to pure EVs. Of course, e-Revolt is not the first to offer this solution, but it has optimized the process to cut the conversion time to just eight hours.

e-Revolt ICE to EV conversion

While most of the companies that do ICE-to-EV conversions are specialized in high-end classic cars, e-Revolt targets common vehicles. There’s nothing more mundane than this Volkswagen Golf Mk VII wagon that had a diesel engine before its oily guts were replaced by electric bits. Euronews Next learned from the company’s managing director and technical lead Rolf Behling the conversion is currently compatible with as many as 42 different models.

How Much Does It Cost?

It costs anywhere from €12,000 to €15,000, which works out to $13,000 to $16,000 at current exchange rates. It’s not cheap by any stretch of the imagination, especially since you’re spending the money on an existing car. On the other hand, truly cheap EVs are still few and far between in 2023, so this conversion might make sense for eco-conscious people who can’t splurge on a new EV. Even a basic China-made Dacia Spring retails from over €20,000, before incentives.

What About The Range?

As far as range is concerned, e-Revolt claims the battery has enough juice for 250 to 300 kilometers (155 to 186 miles). It’s still improving the technology, so there’s definitely room for more. Since the bolt-in conversion kit is modular, a car that has already gone through the transformation can switch to a future upgraded battery when it becomes available.

The ICE To EV Conversion Process

The conversion process starts with doing a precheck of the car to make sure it’s eligible to receive the electric treatment. After that, the gasoline/diesel engine is yanked off, along with the rest of the components that are no longer necessary. The startup is not throwing the old parts into the trash can as it’s either recycling them or reusing in other applications.

After making room in the engine bay, e-Revolt installs what it refers to as a “plug and play frame” hooked up to the mount points originally created to hold the ICE. There’s also an e-CAN (controller area network) module that makes sure the newly added parts work in harmony with the car’s original components.

The company supplies everything that’s necessary to complete the conversion, including hoses and screws. It also adds a new infotainment-like setup atop the dashboard that provides all the EV-related info.

Questions That Need An Answer

However, there are some missing pieces of the puzzle. For example, it’s unclear how much power the electric motor delivers and we don’t know the capacity of the battery either. In addition, the charging time is also a mystery, and we’re certain the ICE-to-EV conversion increases the car’s weight and impacts how it’s distributed. Consequently, the suspension must support a heavier load.

We’ve reached out to e-Revolt to clarify these concerns. We will update the article once we hear back.

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Priced $20,000 higher more than the dual-motor Cybertruck All-Wheel Drive and the tri-motor Cyberbeast, the Foundation Series is limited to 1,000 units that will be the first to reach customers.

The limited-edition model allows customers to take delivery by December 2023-March 2024; deliveries in California and Texas will start as early as this month, with more states following in early 2024.

If you’re curious to see how the process of ordering and configuring the top dog Cybertruck takes place, Tesla pundit Omar of Whole Mars Catalog—who is also a Cybertruck reservation holder—has uploaded a video documenting the entire process.

Last week, many reservation holders received invites to order the Foundation Series Cybertruck, and Omar was one of them. His 19-minute video walks us through the process of ordering. There’s not that much to configure, though, as the limited-edition model comes fully loaded with features.

Gallery: Tesla Cybertruck

On the outside, the vehicle comes standard with 20-inch Cyber Wheels shod with 35-inch all-terrain tires that reduce the estimated range to 301 miles for the Cyberbeast (instead of 320 miles with all-season tires) and 318 miles for the Cybertruck All-Wheel Drive (versus 340). It’s worth noting that all-season tires will be available to purchase in 2024, so the all-terrain option is the only way to go for customers who want to take delivery in early 2024.

Inside, the Foundation Series Cybertruck gets the White Decor as standard, an 18.5-inch main display, 9.4-inch rear display, 15-speaker premium audio with dual subwoofers, upward folding second-row seats, heated and cooled ventilated front seats, HEPA cabin air filtration, panoramic windshield and glass roof, and custom cabin lighting.

Also included is Full Self-Driving capability that will be pushed to the vehicle after delivery via an over-the-air software update. FSD will include Traffic-Aware Cruise Control, Highway Autosteer, Auto Lane Change, Autopark, Summon and Smart Summon, Traffic and Stop Sign Control, and Autosteer on City Streets. Tesla does not say what version of FSD will be installed.

The Foundation Series Cybertruck also gets a number of premium accessories as standard, including all-weather interior liners, glass roof sunshade, center console tray, gear locker dividers, vault D-rings, L-track hooks, and L-track bottle opener.

As mentioned before, the limited-edition Cybertruck subtly distinguishes itself from other variants thanks to a laser-etched Foundation Series badge on the front fenders and Foundation Series cabin graphic. Customers also get lifetime premium connectivity, Powershare Mobile Connector, and, exclusively for the Foundation Series Cyberbeast, an off-road light bar.

Customers who opt for the Range Extender battery, which costs around $16,000 and can be reserved for $500 (without locking in the price), should know that it will be installed at Tesla Service Centers after vehicle delivery; production of the battery pack starts in late 2024.

In exchange for a $250 order fee, Omar ordered a Foundation Series Cybertruck All-Wheel Drive, which set him back $99,990 plus $1,995 destination. So what do you think, is it worth paying $20,000 extra for the faster delivery and additional features?

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Bringing the battery cells to the optimum temperature for charging will not only prolong their life but also help maximize range—which takes a big hit in the cold season—and shorten charging times.

Preconditioning the battery also ensures a safe charging session for your battery. Basically, this function will heat your battery pack to a temperature above freezing, allowing it to take a full amperage charge.

As a positive side effect, preconditioning the battery results in a warm cabin while the battery is getting warmed. Overall, there aren’t any downsides about preconditioning your EV’s battery, with the sole exception that you will pay the cost of the electricity needed to warm the battery despite the fact that none of it actually goes into the battery.

But you don’t take our word for it; a Tesla owner did a test to highlight the effects battery preconditioning—and especially its lack thereof—have on his Tesla Model Y’s battery in cold weather.

The video posted on the It’s Only Electric YouTube channel starts with a charging session at a V3 Supercharger with a preconditioned battery at 10 percent state of charge in 30° F (-1° C) weather.

The battery quickly started accepting current at a rate of up to 238 kW, and the session from 10% to 80% SoC lasted 33 minutes. The owner of this Model Y who lives in Sweden says his car normally would complete the same charging cycle in about 27 minutes, but seeing as this was a cold weather session, waiting an additional six minutes doesn’t seem that bad.

How will the same charging session go if the battery is not preconditioned, though? Well, the owner came back to the exact same charger two days later, after the car sat outside in freezing weather, to see the difference battery preconditioning makes.

This time, the outside temperature was 21° F (-6° C), so a bit colder than the previous time, which might affect the result although the owner said the difference in temperature was not that big to have a meaningful influence.

After he plugged in the charger, it was obvious right away that the charge rate was increasing much more slowly than with a warm battery. The Tesla completed the 10-80% charging session in 42 minutes, which means it took almost 10 minutes more compared to the preconditioned battery test.

More importantly, the battery accepted charge at a rate of up to 135 kW, which was significantly lower than the 238 kW rate in the previous test.

Now, it’s worth pointing out that the owner did not bring the car to the Supercharger ice cold the second time—he did warm the cabin beforehand to make the test as relevant as possible for a real-life scenario.

Comparing the charging curves is interesting as it reveals an almost flat curve for the cold battery and a descending curve for the preconditioned battery. Interestingly, the two sessions shared an almost identical curve from about 50% to 80% SoC; the big difference was during the first half of the session, when the preconditioned battery accepted charge at a much higher rate than the cold battery.

The conclusion is very clear: you should always precondition your battery pack before charging in winter if you want an efficient and quick charging session and if you care about the health of your battery. And if you’re shopping for an EV, make sure it comes with battery preconditioning because not all models have this functionality.

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The car, a 2014 Model S P85, has racked up 1.18 million miles so far, which works out to approximately 131,000 miles per year. Could you imagine driving that much? And doing so in an electric car, which naysayers often state can’t go the distance. Well, we think this car proves that EVs can be driven a significant amount of miles per year and that the charging infrastructure, at least in some parts of the world, can support high-mileage drives.

Back in 2019, Elon Musk congratulated Hansjörg von Gemmingen-Hornberg, the owner of this particular Model S, which at the time had one million kilometers (621,371 miles) on its odometer. That seemed like a solid accomplishment but flash forward to today and the mileage has basically doubled.

The video embedded above is one of the first to feature Hansjörg von Gemmingen-Hornberg. Up until now, much of the info about Gemmingen-Hornberg’s Model S was limited to tweets. As Watt Energy, the uploader of the video explains:

His car has 1.9 million km / or 1.18 million miles on the odometer at the time of filming and Hansjorg aims for more. There is little precise information about him online, mostly based on some older tweets or on assumptions of how he manages to put so many miles on his car. I went to Germany to meet Hansjörg directly and to find out the complete story firsthand from him!

A Roadster Went The Distance Too

There’s a lot more to the story though. Gemmingen-Hornberg previously owned a Tesla Roadster. He managed to somehow rack up 400,000 miles on it, despite the lacking infrastructure at the time. He decided to buy the Model S shortly after it came out because it was roomier and more comfortable. However, he didn’t buy a new Model S, but rather a used 2014 one with 18,641 miles on it.

Motor And Battery Replacements

Some early Tesla Model S EVs were known to have issues with their rear motors. This particular Tesla suffered from this. The rear motor was replaced thirteen times, so if we include the original that it came with, that’s fourteen motors over the course of about 1.2 million miles.

Most of the replacement motors were actually refurbished units and the problem there is that Tesla didn’t know the real issue so it didn’t know how to properly fix the motors. Some of these replacement motors failed very quickly. Some were covered under warranty, while others were not.

In regards to the vehicle’s battery pack, it fared better than the motor. However, this Model 3 is currently on its third battery pack. Three batteries at 1.2 million miles mean that the average pack lasted some 400,000 and counting, which is actually a strong showing in our opinion.

How Has The Tesla Model S Lasted This Long?

Gemmingen-Hornberg notes that he does take it easy in his Model S. He does not drive the car for long distances without giving it and himself a break. He says he only covers about 62 miles at a time before pausing for a while.

In regard to depleting and charging the battery, the Model S owner says he aims to recharge it when it drops down to 20 percent. He doesn’t fully deplete the battery and also doesn’t top it off.

The other aspects of the car, like the exterior and interior, have held up well. Unfortunately, he doesn’t go into detail about other wear items like brakes, tires, and so on.

How In The Heck Does He Drive It So Much?

For starters, the owner is retired. He also likes to see the world by car. The Model S has been driven to Africa, Morocco, Sweden, Austria, and China. It seems that’s only the beginning though. The Model S owner wants to continue driving the car and actually let go of his Lucid Air reservation so that the Model S can rack up even more miles.

Do you have a high-mileage EV? If so, tell us a bit of your story in comments.

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One large concern voiced around the internet is just how easily Tesla’s Range Extender can be lifted in and out of the Cybertruck’s bed due to its size and weight. After all, batteries are heavy and an extra 28% range boost would mean a good amount of added weight.

Documents sourced from the EPA suggest that the Cybertruck’s main battery has an estimated 123 kWh usable capacity. This brings its overall efficiency to around 2.75 miles per kWh of onboard battery storage.

The Range Extender is said to add around 130 miles of additional range to the Cybertruck’s stated 340 miles, which means that it will need around 47 kWh of usable storage. That’s about 575 4680 cells, or 450 pounds in just batteries. The unit will also have added weight for the pack construction and other embedded components.

For reference, a Tesla Model 3 Long Range battery pack weighs approximately 1,060 pounds and consists of 4,416 2170 cells weighing in at 68 grams each. This works out to 662 pounds of cells, or about 63% percent of the pack weight.

The Cybertruck’s Range Extender is likely a bit more efficient in weight given its form factor and packaging. A conservative estimate would place the pack somewhere in the neighborhood of 550 to 600 pounds, though more rugged construction or a higher count of cells could easily raise the weight considerably higher.

Tesla’s Range Extender is expected to cost around $16,000, or $123 per extra mile of range. That number was spotted hidden in the source code of Tesla’s site just after the accessory was announced alongside the Cybertruck last week.

It’s worth noting that this accessory could simply exist in order to ensure that the Cybertruck is priced within the constraints of the federal EV tax credit’s pricing requirements. Tesla originally promised 500 miles of range in the Cybertruck, which is only remotely achievable with the Range Extender. So by lowering the cost of the Cybertruck by equipping it with a smaller battery pack, more customers may be able to apply federal tax incentives to lower the net cost of their vehicle.

If Tesla’s 4680 packs cost around $100 per kWh to manufacture, which is $30 or more over its target cost, there is plenty of profit baked into the $16,000 pack. In fact, this figure would mean that Tesla could be making more than $11,000 per Range Extender sold—or perhaps even more if the cost per kWh is closer to Tesla’s target cost.

Officially, CEO Elon Musk says that the pack is intended for customers who are taking “very long trips” or “towing heavy things up mountains,” and how that pack might sit in the bed with a full-size spare—which one might want to bring on those trips—isn’t exactly known yet.

So is that extra range worth the additional cost or strain of loading and unloading? Well, at the end of the day, that’s up to the consumer. Those towing heavy trailers, taking long trips, or venturing off into remote areas with fewer chargers may say yes.

But in this case, it quickly turns the $99,990 tri-motor Cybertruck into a $115,990 triangle-on-wheels—a lot more than the $69,900 figure promised back in 2019.

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But while American customers who placed an order for the angular all-electric pickup can expect to get their hands on the EV sometime next year, European reservation holders shouldn’t get their hopes up.

The reason for this is the spec sheet itself, which–while impressive–might make Tesla’s first-ever pickup a sort of forbidden fruit on the Old Continent.

Gallery: Tesla Cybertruck

With up to 845 horsepower on tap and a zero to 60 miles per hour sprint in just 2.6 seconds, the Cybertruck is a quick truck, but it’s also a heavy one. Tipping the scales at 6,843 pounds for the top-of-the-line Cyberbeast model with three electric motors and a battery that has about 123 kilowatt-hours (according to Carwow), the Cybertruck is simply too heavy to be driven with a regular car license in Europe.

In this part of the world, people with a so-called category B license (for regular passenger cars) can drive a vehicle that has a maximum gross weight rating of 3.5 tonnes, which is 7,716 lbs. While the Cybertruck’s weight is under the limit, the 6,843 lbs number doesn’t take the 2,500 lbs payload into account. Add that up and you get 9,343 lbs or 4,237 kg. And that’s without taking into account the weight of the passengers.

According to the official VIN decoder that was submitted to regulators earlier this year, the Cybertruck has two possible gross vehicle weight ratings (GVWR):

• Class G – Greater than 3,629 kg to 4,082 kg. (8,001-9,000 lbs);
• Class H – Greater than 4,082 kg to 4,536 kg. (9,001-10,000 lbs).

As you can see, the lowest rating is already above the European limit. This would mean that–if it were to be sold in Europe–a Cybertruck customer would need to have a category C license which is meant for vehicles that have a GVWR of over 3.5 tonnes or 7,716 lbs. 

In other words, a truck license. Speaking as a European myself, I know it costs more to get such a license compared to a regular B-type license and fewer people go to the trouble of getting one–why would they, if they don’t plan on driving a truck? So, not ideal for a vehicle that’s meant to be mass-produced and sold in high numbers.

Another factor that might make the Cybertruck an American-only affair is the limited appeal big pickups have had over the years in Europe. Smaller trucks like the Toyota Hilux, Mitsubishi L200 (also known as the Triton), Volkswagen Amarok, and Ford Ranger rule the segment on the Old Continent, so a truck as big as Tesla’s would have a hard time making a name for itself in this part of the world.

“Pickup trucks are somewhat small in terms of market adoption in comparison to what you see in the U.S. market,” said Pedro Pacheco, vice president of research at Gartner for Business Insider.

“For a vehicle in the category of the Cybertruck, there’s not a huge market in Europe, because pickup trucks generally are not very common,” he added.

And lastly, there’s the issue of the charging port. While Tesla’s so-called North American Charging Standard (NACS) connector is on the brink of becoming the de facto choice among EVs that are destined for the U.S. and Canadian markets, Europe has embraced the CCS2 plug. Even the European Tesla Superchargers come with a CCS2 connector.

So, to sell the Cybertruck in this neck of the woods, the Austin-based carmaker would have to somehow implement the CCS2 plug on the Cybertruck. That means hardware and software tweaks that Tesla might consider too big of a bother in the grand scheme of things.

Hard numbers are hard to come by because pickups are usually bundled with other light commercial vehicles like vans, but in 2020, just 116,280 pickups were sold in Europe, according to this Automotive News piece from two years ago. 

That’s a far cry from the roughly three million pickups that were sold in the United States in 2020, making it an even less appealing market for Tesla, which wants to sell as many as 250,000 Cybertrucks per year by 2025.

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At 169.2 inches (4300 millimeters) long, 71.6 in (1820 mm) wide, and 63.7 in (1620 mm) tall, the Urban SUV concept is slightly shorter and narrower but a smidge taller than the C-HR. It has been engineered with both front- and all-wheel drive, which means it’ll come in single- and dual-motor configurations. Customers will get to pick from two battery sizes, but Toyota isn’t ready to talk about them yet.

Toyota Urban SUV Concept

Its underpinnings are not shared with an existing combustion engine vehicle since Toyota says its Volvo EX30 competitor will sit on a dedicated EV platform. The somewhat chunky styling is in line with bZ models, and although it’s labeled as a concept, the production model can’t be that much different. One of the changes planned is the adoption of regular side mirrors instead of those tiny cameras.

The small crossover will be one of the approximately 15 zero-emission models Toyota intends to have on sale in Europe by 2026 across its passenger and commercial vehicle lineups. Shown at Auto Shanghai earlier this year, the Sport Crossover has also been confirmed for the Old Continent. In addition, last year’s bZ Compact SUV is coming to Euro land.

Between now and 2026, Toyota will launch six dedicated EVs. By then, Toyota projects more than 20 percent of its European annual deliveries will be represented by EVs. The automaker has done the math and it expects to sell more than 250,000 cars without a combustion engine to European customers each year by 2026.

Toyota’s road to zero emissions won’t be all about battery-powered EVs since a third generation of its fuel cell hydrogen technology is coming in 2026. Meanwhile, partial electrification is being added to the Hilux as the pickup truck will be getting a 48V mild-hybrid setup in 2024.

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Jason Cammisa’s ultra-deep dive into the Cybertruck is a must-watch. If you thought the truck was just a lifted Model S with a metal body, you’re mistaken. His look into the battery tech, the steer-by-wire system, and the Cybertruck’s update to a full 48-volt architecture show that this is much less a striking design and more a striking vision of the future of the truck. Not only that, but it’s faster than a quad-motor Rivian R1T and a GMC Hummer EV SUT in a drag race, even on mud tires. Cammisa seems deeply impressed with how it drives and how agile it is, and has no qualms about the possibility of a steer-by-wire failure, even if this is the first vehicle to have the tech with no physical backup. Then there’s the steel construction, which makes it beyond stiff and safe in a crash.

In addition to reporting all the stats, Top Gear sits down with Tesla Chief Designer Franz von Holzhausen and Vice President of Vehicle Engineering Lars Moravy to dig into the Cybertruck’s development process. Elon Musk famously owns one of the Spy Who Loved Me submarine Lotus Esprits (one that he said he was going to make functional), and von Holzhausen says it was one of the inspirations for the design. And while it can stop subsonic bullets, Moravy won’t say it’s fully bulletproof, some good restraint compared to Musk’s claims of how robust it is. The stiffness of the construction seems to be TG‘s biggest takeaway, other than the ludicrous acceleration for a near 7000 pound vehicle. 

Marques Brownlee got to drive a pre-production Tesla Cybertruck well before the pickup’s debut. He addresses the issues with large or uneven panel gaps and notes that this seems to vary between each vehicle partly because stainless steel is so hard to form. He also wonders about how the handle-less doors would work in icy conditions. Tesla told him there was enough force to break through an inch of ice.

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