Regarding the sales process: in Tesla’s early days, they received an exception to the requirement for needing to use dealerships. Generally this is very shady and is outright unfair towards other car manufacturers—even Rivian didn’t get this same special treatment because lawmakers saw how Tesla abused it.
Tesla’s growing monopoly on charging networks isn’t something to be proud of, in my opinion, and neither is their proprietary charging cable. We need open standards.
Also, Tesla’s mileage estimates are notoriously exaggerated. Perhaps technically you can get the claimed range if the entire trip is downhill…
why is wanting to sell direct shady? You may have reasons to think this particular situation is, but the model is not inherently shady. Meanwhile car sales from dealerships have a long standing and well deserved reputation for shadiness. Surely not all are, but the sales model encourages it. Many of us dread dealing with a dealer after experiencing shady sales practices, so are happy to try a different model and see if it will be different. Certainly this was one of the only car purchases I’ve had where I didn’t feel dirty and abused.
Tesla’s chargers are standard. Sure, they had to create their own since there was no standard at the time, but last year their cable and connector was accepted as a standard in the US and adopted by the majority of manufacturers
There is no monopoly on chargers, there is only Tesla installing more than everyone else, and making sure they work. Now that most manufacturers are adopting that standard, their vehicles are becoming welcome on Tesla’s network
while you’re right that I don’t get the range that was on the sticker for my Tesla, this is “normal”: my old Civic got 12mpg, my old Subaru got 21mpg, yet both were rated over 30. How you use it makes a huge difference
It would be better if direct sales were allowed, but unfortunately dealerships are required by law in almost all US states. The shady bit is how Tesla got one of the few exceptions and continues to be exempt despite being among the leading car manufacturers in the USA. All other leading manufacturers are required by state laws to sell their vehicles through dealerships.
Tesla’s NCAS chargers only began to allow non-Teslas to use it from 2019, so this is kind of recent history in terms of car ownership and network coverage.
I’ve driven 120k miles on my Tesla, and have a different observation on range and efficiency. Even with sub-optimal winter tires and roof rack rails, I can still attain rated efficiency. It does require appropriate temperatures and speeds though, more sensitive to that than ICE cars in my experience. 80k miles in a Chevy Bolt demonstrated about the same tendencies.
We are getting the standard in the form of NACS, but Tesla still owns the chargers. They could always abandon NACS and switch it up/require a costly adapter.
We are a long way from hitting any limits in the number of deployed chargers. It’s a wide open market and there’s government money to make it easier. Any company could have as many chargers now, if they chose to spend the money. Any company could have chosen to do the maintenance to keep their chargers in working order.
While Tesla’s lead in chargers is one of the reasons I chose them, I’m not sure it’s reasonable to call it a monopoly. We’re still at the beginning of the market, with huge untapped potential and room for all to grow
Regarding the sales process: in Tesla’s early days, they received an exception to the requirement for needing to use dealerships. Generally this is very shady and is outright unfair towards other car manufacturers—even Rivian didn’t get this same special treatment because lawmakers saw how Tesla abused it.
Tesla’s growing monopoly on charging networks isn’t something to be proud of, in my opinion, and neither is their proprietary charging cable. We need open standards.
Also, Tesla’s mileage estimates are notoriously exaggerated. Perhaps technically you can get the claimed range if the entire trip is downhill…
It would be better if direct sales were allowed, but unfortunately dealerships are required by law in almost all US states. The shady bit is how Tesla got one of the few exceptions and continues to be exempt despite being among the leading car manufacturers in the USA. All other leading manufacturers are required by state laws to sell their vehicles through dealerships.
Tesla’s NCAS chargers only began to allow non-Teslas to use it from 2019, so this is kind of recent history in terms of car ownership and network coverage.
To be honest, this is like the ones from every other car, both EV and ICE.
That hasn’t been my experience, but perhaps regulations are stricter in the EU.
EU uses the WLTP method of testing range and its way more optimistic that the process we use in the USA.
I’ve driven 120k miles on my Tesla, and have a different observation on range and efficiency. Even with sub-optimal winter tires and roof rack rails, I can still attain rated efficiency. It does require appropriate temperatures and speeds though, more sensitive to that than ICE cars in my experience. 80k miles in a Chevy Bolt demonstrated about the same tendencies.
We are getting the standard in the form of NACS, but Tesla still owns the chargers. They could always abandon NACS and switch it up/require a costly adapter.
We are a long way from hitting any limits in the number of deployed chargers. It’s a wide open market and there’s government money to make it easier. Any company could have as many chargers now, if they chose to spend the money. Any company could have chosen to do the maintenance to keep their chargers in working order.
While Tesla’s lead in chargers is one of the reasons I chose them, I’m not sure it’s reasonable to call it a monopoly. We’re still at the beginning of the market, with huge untapped potential and room for all to grow