Tag Archives: Transportation

Cowboy’s new all-road e-bike adds suspension and a much bigger battery

Posted on by

Like many premium electric rides, Cowboy's e-bikes make short commutes easier, especially those involving hills or a lot of stop-start traffic. Its latest bike is an attempt to address another challenge: comfort. The Cowboy Cross is the company’s first “all-road” model, with thicker, bigger tires, seat suspension, inverted fork suspension and a substantially bigger battery for more extended trips—or simply fewer trips to the charger.

It’s a substantially different offering from Cowboy, which previously aimed its products at European cities with established cycling communities and infrastructure. With the Cross, the addition of a rear rack fused to the frame and an expanded range of 120km (in ideal conditions) both mean it’s designed for more involved trips beyond a simple jaunt around your neighborhood.

With that larger battery and suspension, the Cross ST weighs 26.5kg – over 58 pounds – more than the company’s Cruiser and C4 models, while the standard Cross is even heavier at 27.9kg. It’s a substantial e-bike. Once again, you can choose between step-over and step-through frames, and the Cross will launch in three colors: dark green, dark brown and black. All of them have an almost-satin finish, and the company has changed up the paint it uses to make it more resistant to scratches and grazes.

Cowboy Cross e-bike test ride
Image by Mat Smith / Engadget

Compared to its predecessor, the Cross is far better equipped for curbs and random road bumps, resulting in a much smoother ride that I immediately felt during a brief test ride in central London. The e-bike launched up curbs, instead of the bounce and shudder I usually get on other e-bikes. It’s a single-gear bike, again, with a carbon belt drive system and the suspension is split between inverted fork suspension on the front wheel and seat suspension, both with 40mm of travel.

It’s easy to forget, due to the assistance you get pedaling, but e-bikes can be heavy – almost always heavier than their manual counterparts. So suspension makes a lot of sense when you’re riding something that weighs in at well above 20 kilograms. The ride, otherwise, was very similar to the Cowboy C4 I’d ridden before. Adaptive power is also on-board, ensuring the bike controls are simple and comparable to a standard bike. You just squeeze the brakes, and the bike will handle acceleration and thrust.

Cowboy couldn’t help tinkering with its companion app, and these bikes will launch with new social aspects for your rides, adding league tables between groups of riders and incentives to pump those pedals using your legs. (Excuse me, Cowboy, but I ride e-bikes in order to do that less). Fortunately, the onboard phone holder doubles as a wireless charger too.

While I love the Cross, I’m unsure about the in-app mini-games. Madly pedaling to reach your app goals in a place like London, where you might miss a junction, cyclist or runaway baby stroller if you blink, simply doesn’t seem wise. Cowboy says it’s still working on ways to gamify your trips in a way that’s fun and not, well, so dangerous.

Cowboy Cross e-bike test ride
Image by Mat Smith / Engadget

Adding suspension and a bigger battery cell, however, also contribute to the price. The Cross will be available at an early-bird price of £3,099 (just shy of $4,000) for a limited time, and will eventually go up to £3,499 (almost $4,500). In mainland Europe, it’ll cost at 3,500 Euros at launch and will increase to 4,000 Euros. You can order one now and the bikes will start shipping near the end of May or in early June 2024.

There are no US prices though, because the Cross won’t be headed to the US for now. The company says it’s continuing to focus on the European market, as it – getting all TechCrunch on you here – chases profitability. For some business context, rival premium e-bike maker VanMoof declared bankruptcy in 2023. However, the company still plans to roll out its rides to the US. But only when it’s ready.

This article originally appeared on Engadget at https://www.engadget.com/cowboys-new-all-road-e-bike-adds-suspension-and-a-much-bigger-battery-235512290.html?src=rss

Cowboy’s new all-road e-bike adds suspension and a much bigger battery

Posted on by

Like many premium electric rides, Cowboy's e-bikes make short commutes easier, especially those involving hills or a lot of stop-start traffic. Its latest bike is an attempt to address another challenge: comfort. The Cowboy Cross is the company’s first “all-road” model, with thicker, bigger tires, seat suspension, inverted fork suspension and a substantially bigger battery for more extended trips—or simply fewer trips to the charger.

It’s a substantially different offering from Cowboy, which previously aimed its products at European cities with established cycling communities and infrastructure. With the Cross, the addition of a rear rack fused to the frame and an expanded range of 120km (in ideal conditions) both mean it’s designed for more involved trips beyond a simple jaunt around your neighborhood.

With that larger battery and suspension, the Cross ST weighs 26.5kg – over 58 pounds – more than the company’s Cruiser and C4 models, while the standard Cross is even heavier at 27.9kg. It’s a substantial e-bike. Once again, you can choose between step-over and step-through frames, and the Cross will launch in three colors: dark green, dark brown and black. All of them have an almost-satin finish, and the company has changed up the paint it uses to make it more resistant to scratches and grazes.

Cowboy Cross e-bike test ride
Image by Mat Smith / Engadget

Compared to its predecessor, the Cross is far better equipped for curbs and random road bumps, resulting in a much smoother ride that I immediately felt during a brief test ride in central London. The e-bike launched up curbs, instead of the bounce and shudder I usually get on other e-bikes. It’s a single-gear bike, again, with a carbon belt drive system and the suspension is split between inverted fork suspension on the front wheel and seat suspension, both with 40mm of travel.

It’s easy to forget, due to the assistance you get pedaling, but e-bikes can be heavy – almost always heavier than their manual counterparts. So suspension makes a lot of sense when you’re riding something that weighs in at well above 20 kilograms. The ride, otherwise, was very similar to the Cowboy C4 I’d ridden before. Adaptive power is also on-board, ensuring the bike controls are simple and comparable to a standard bike. You just squeeze the brakes, and the bike will handle acceleration and thrust.

Cowboy couldn’t help tinkering with its companion app, and these bikes will launch with new social aspects for your rides, adding league tables between groups of riders and incentives to pump those pedals using your legs. (Excuse me, Cowboy, but I ride e-bikes in order to do that less). Fortunately, the onboard phone holder doubles as a wireless charger too.

While I love the Cross, I’m unsure about the in-app mini-games. Madly pedaling to reach your app goals in a place like London, where you might miss a junction, cyclist or runaway baby stroller if you blink, simply doesn’t seem wise. Cowboy says it’s still working on ways to gamify your trips in a way that’s fun and not, well, so dangerous.

Cowboy Cross e-bike test ride
Image by Mat Smith / Engadget

Adding suspension and a bigger battery cell, however, also contribute to the price. The Cross will be available at an early-bird price of £3,099 (just shy of $4,000) for a limited time, and will eventually go up to £3,499 (almost $4,500). In mainland Europe, it’ll cost at 3,500 Euros at launch and will increase to 4,000 Euros. You can order one now and the bikes will start shipping near the end of May or in early June 2024.

There are no US prices though, because the Cross won’t be headed to the US for now. The company says it’s continuing to focus on the European market, as it – getting all TechCrunch on you here – chases profitability. For some business context, rival premium e-bike maker VanMoof declared bankruptcy in 2023. However, the company still plans to roll out its rides to the US. But only when it’s ready.

This article originally appeared on Engadget at https://www.engadget.com/cowboys-new-all-road-e-bike-adds-suspension-and-a-much-bigger-battery-235512290.html?src=rss

Rivian owners can use Tesla Superchargers now, once they get their free adapter

Posted on by

Rivian owners can now use Tesla Supercharger stations to juice up their electric trucks and SUVs, after a software update issued during the weekend. The company first announced the integration last year, along with plans to include Tesla’s North American Charging Standard (NACS) ports in forthcoming vehicles. These ports won’t start showing up until 2025, so Rivian has also started a program to send Tesla-made NACS adapters to current customers.

The adapters will be free of charge, which calls to mind the move Ford made last month as it continues to transition to the NACS charging standard. Rivian will send out one free adapter per customer, based on the vehicle’s VIN number. The company hasn’t announced whether this is a limited time offering or how much additional adapters will cost. As a comparison, Ford will begin charging $230 for these adapters in July.

Rivian owners can select Tesla Superchargers as a charging option via the vehicle’s infotainment system or the manufacturer’s smartphone app. Everything is handled by Rivian, so there’s no need to download or use the Tesla app to pay for charging. Rivian’s chief software officer, Wassym Bensaid, told The Verge that this will give customers access to over 15,000 more DC fast chargers across the country.

The move to incorporate NACS charging into its vehicles will not impact Rivian’s proprietary network. The company still plans on installing thousands of DC fast chargers at hundreds of locations throughout the next few years, as part of its growing Adventure Network.

Tesla’s charging standard is widely considered to be the best available option for EV owners, as these chargers are known to be more reliable than CCS and CHAdeMO chargers. Tesla’s standard is also more readily available, with more than 55,000 Supercharger stations worldwide.

It wasn’t so long ago that Tesla’s Supercharger network was exclusive to the company’s vehicles. Those days are gone. Just about every major automobile manufacturer has announced plans to join the NACS party, including Subaru, Volkswagen, Honda, Toyota and Lexus, among many others.

As for Rivian, the company says customers can access most V3 Tesla Superchargers using the adapter, but only some V2 chargers. The just-announced Rivian R2, R3 and R3X vehicles will all come with factory-installed NACS ports.

This article originally appeared on Engadget at https://www.engadget.com/rivian-owners-can-use-tesla-superchargers-now-once-they-get-their-free-adapter-170804461.html?src=rss

Hertz CEO steps down following Tesla EV purchase debacle

Posted on by

Following Hertz's disastrous misadventure with EVs, CEO Stephen Scherr is stepping down, Bloomberg reported. He'll be replaced by the former COO of GM's robotaxi Cruise division, Gil West, who will also join the board of directors. 

A year after emerging from bankruptcy in 2020, Hertz said it would transform its car rental business by purchasing 100,000 Tesla EVs. "The new Hertz is going to lead the way as a mobility company, starting with the largest EV rental fleet in North America," the company said at the time. The announcement helped send Tesla's value soaring to a $1 trillion valuation. 

Scherr joined Hertz after that decision was made, but increased Hertz's bet on EVs by placing orders with Polestar and GM as well. The company didn't purchase many EVs from those automakers, but by the end, it had around 60,000 from the three automakers. 

Things went sideways after that, though. Tesla drastically cut prices of its Model 3 and Model Y EVs, scorching resale values. In addition, Hertz said that Tesla's vehicles were expensive to repair and unpopular with renters. 

As a result, the company started unloading 20,000 EVs, about a third of its electrified fleet. That resulted in a $245 million charge for Hertz and its largest quarterly loss since the pandemic. Other rental car firms have also recently ditched EVs, with Germany's Sixt doing away with its entire fleet. 

West, meanwhile, was one of nine Cruise executives dismissed following an incident that saw a pedestrian dragged by a Cruise vehicle after being struck by another car. Authorities accused the company of withholding a video that allegedly showed the victim underneath its vehicle.

This article originally appeared on Engadget at https://www.engadget.com/hertz-ceo-steps-down-following-tesla-ev-purchase-debacle-055220994.html?src=rss

Rivian’s R2 pre-order numbers hint at pent-up demand for Musk-free EV innovation

Posted on by

Rivian’s R2 reservations are off to a hot start. On Friday, CEO RJ Scaringe posted on X that the automaker had taken more than 68,000 reservations for the SUV in less than 24 hours. Amid alarmingly weakened demand for electric vehicles, perhaps there’s a latent interest in innovative EV companies when they aren’t helmed by a conflict magnet with a fixation on baseless conspiracy theories and the supposed online “rights” of Neo-Nazis.

Rivian’s 68,000 reservations hold up well against its most high-profile competitors. It took Ford about three weeks to get 100,000 pre-orders for the F-150 Lightning. Tesla’s Cybertruck got 250,000 reservations in less than a week. To be fair, reserving a Rivian R2 only requires a $100 deposit the same as the Cybertruck and F-150 Lightning.Customers plunking down a Benjamin to hold one have no obligation to pay the remaining $44,900 (and up) when the vehicle finally arrives in 2026, and even if they intend to buy one now, that’s plenty of time to change their minds.

You could argue that — like with Tesla and Ford — Rivian chose the low deposit to build hype, knowing full well that many pre-order customers won’t follow through. But it also helps that Rivian’s event on Thursday did everything the company needed. The R2 looks “quite fetching,” as Engadget’s Lawrence Bonk pointed out. On the inside, it has sleek and subtle details like two glove boxes, fold-down rear and front seats, a slide-out cargo floor and dual scroll wheels with dynamic haptic feedback on the steering wheel. It also has a 300-mile minimum range and a $45,000 starting price, which doesn't hurt.

And, of course, the surprise “One more thing”-style reveal of the cheaper, sportier and more compact R3 and R3X could help provide a halo effect for the company when it desperately needs to build excitement around its brand. In February, Rivian announced that it would lay off 10 percent of its salaried workers, and this week, it cut 100 employees at its Illinois factory. Still, the EV market could use a new “hero.” I have no idea if Rivian or its CEO, RJ Scaringe, has potential to be the face of the industry. But Elon Musk, its current poster boy, is a lightning rod for unnecessary turmoil.

In a survey of Americans conducted by The Harris Poll late last year, 45 percent of respondents said they had a lower opinion of EVs “because of the actions of people associated with them.” (I’m pretty sure they didn’t mean Ford’s Doug Field or GM’s Mary Barra.)

Perhaps Rivian’s impressive showing reveals at least some Americans have an appetite for an EV maker that’s neither a traditional auto company nor one helmed by someone who, at times, seems more interested in behaving like a teenage contrarian than a responsible adult serving as the public face of an industry the world desperately needs to grow up — and get people excited about driving electric vehicles — as climate change begins to ravage the planet.

This article originally appeared on Engadget at https://www.engadget.com/rivians-r2-pre-order-numbers-hint-at-pent-up-demand-for-musk-free-ev-innovation-211755052.html?src=rss

Rivian’s R2 pre-order numbers hint at pent-up demand for Musk-free EV innovation

Posted on by

Rivian’s R2 reservations are off to a hot start. On Friday, CEO RJ Scaringe posted on X that the automaker had taken more than 68,000 reservations for the SUV in less than 24 hours. Amid alarmingly weakened demand for electric vehicles, perhaps there’s a latent interest in innovative EV companies when they aren’t helmed by a conflict magnet with a fixation on baseless conspiracy theories and the supposed online “rights” of Neo-Nazis.

Rivian’s 68,000 reservations hold up well against its most high-profile competitors. It took Ford about three weeks to get 100,000 pre-orders for the F-150 Lightning. Tesla’s Cybertruck got 250,000 reservations in less than a week. To be fair, reserving a Rivian R2 only requires a $100 deposit the same as the Cybertruck and F-150 Lightning.Customers plunking down a Benjamin to hold one have no obligation to pay the remaining $44,900 (and up) when the vehicle finally arrives in 2026, and even if they intend to buy one now, that’s plenty of time to change their minds.

You could argue that — like with Tesla and Ford — Rivian chose the low deposit to build hype, knowing full well that many pre-order customers won’t follow through. But it also helps that Rivian’s event on Thursday did everything the company needed. The R2 looks “quite fetching,” as Engadget’s Lawrence Bonk pointed out. On the inside, it has sleek and subtle details like two glove boxes, fold-down rear and front seats, a slide-out cargo floor and dual scroll wheels with dynamic haptic feedback on the steering wheel. It also has a 300-mile minimum range and a $45,000 starting price, which doesn't hurt.

And, of course, the surprise “One more thing”-style reveal of the cheaper, sportier and more compact R3 and R3X could help provide a halo effect for the company when it desperately needs to build excitement around its brand. In February, Rivian announced that it would lay off 10 percent of its salaried workers, and this week, it cut 100 employees at its Illinois factory. Still, the EV market could use a new “hero.” I have no idea if Rivian or its CEO, RJ Scaringe, has potential to be the face of the industry. But Elon Musk, its current poster boy, is a lightning rod for unnecessary turmoil.

In a survey of Americans conducted by The Harris Poll late last year, 45 percent of respondents said they had a lower opinion of EVs “because of the actions of people associated with them.” (I’m pretty sure they didn’t mean Ford’s Doug Field or GM’s Mary Barra.)

Perhaps Rivian’s impressive showing reveals at least some Americans have an appetite for an EV maker that’s neither a traditional auto company nor one helmed by someone who, at times, seems more interested in behaving like a teenage contrarian than a responsible adult serving as the public face of an industry the world desperately needs to grow up — and get people excited about driving electric vehicles — as climate change begins to ravage the planet.

This article originally appeared on Engadget at https://www.engadget.com/rivians-r2-pre-order-numbers-hint-at-pent-up-demand-for-musk-free-ev-innovation-211755052.html?src=rss

Rivian reveals the $45,000 R2 electric SUV, and its siblings the R3 and R3X

Posted on by

Rivian officially revealed the R2 electric SUV during a livestream held Thursday afternoon. We knew the followup to the well-regarded R1 was coming, and we even got some leaked specs earlier this week, but now we’ve heard it from the electric horse’s mouth. The company also surprised view R3 and R3X, however, came as a complete surprise, harkening back to Steve Jobs and his famous "one more thing" conference enders. 

As previously suspected, the R2 is a compact SUV that looks quite fetching. All versions of the five-seat electric vehicle get at least 300 miles per charge, thanks to newly-designed 4695 cell and a much larger battery pack that makes up a large portion of the bottom floor. Owners will also get plenty of refueling options. It comes with a NACS chargeport, so it'll work with Tesla Superchargers. The company's also building its own charging network, called the Rivian Adventure Network, with plans for 600 locations within a few years.

A white car.
Rivian

The R2 has plenty of get up and go, with three motor layouts to choose from. There's a standard single-motor rear-wheel drive model, a dual-motor all-wheel model with motors in both the front and back and the beastly tri-motor version, which features two motors in back and one in front. That last model can go from zero to 60 in three seconds, though the metric likely shrinks when considering the other two versions. 

There’s a robust infotainment center up front, though the layout of these digital elements are subject to change as we get closer to launch. Also up front? The R2 sports two gloveboxes, whereas the R1 line lacked even one. There's also two scroll wheels on the steering wheel, complete with dynamic haptic feedback. The car's self-driving features have gotten a major boost here, thanks to 11 cameras throughout and five radars, including a long-range front-facing radar. 

Two gloveboxes.
Rivian

Prices start at $45,000 for the standard single-motor version, which is in line with what company CFO Claire McDonough has been promising. Though slightly smaller than the R1, the R2 is still pretty roomy. As previously stated, it fits five people and boasts an open-air design with quarter windows that pop out and a rear glass window that drops and opens. Seats on both rows fold flat, so owners should be able to transport longer-than-average gear like surfboards. Just like the R1 line, there's a roomy front truck, otherwise called a frunk, for additional storage. The R2 is available for preorders now, with deliveries starting in 2026.

A Rivian R3.
Rivian

The R3, on the other hand, looks to be even more compact than its newly-announced sibling. It features a shorter wheelbase than the R2 and an overall tighter design. It'll also be available in three models, including single-motor, dual-motor and tri-motor versions. There's no range data available, but it does feature the same battery pack as the R2. 

The R3 also includes some of the same open-air design features as the R2, with an automatic rear lift and a rear-facing glass window that pops open for storage. This window can adjust to multiple heights to accommodate oddly-shaped items. There's a pair of gloveboxes up front and an interior design that prioritizes sustainable materials. 

Finally, there's the dune buggy-esque R3X. This is a high-performance vehicle, with only a tri-motor design available. It boasts a wider stance and more ground clearance than the R3. As a matter of fact, it doesn't really look like the R3 at all, with its "rugged and playful" interior made from cork and anodized metal, among other materials. 

Overhead shot of the car.
Rivian

Rivian hasn't announced any pricing or availability information on the R3 or R3X. It did, however, tease some forthcoming accessories for the company's entire fleet of vehicles. These include a tent that fastens to the roof, bike racks and additional rear storage options. 

Now, the bad news. Rivian itself has been experiencing some issues. The company announced back in February that it would be laying off 10 percent of its salaried employees and job cuts have already started. The EV maker laid off around 100 employees at its Normal, IL factory this week.

This article originally appeared on Engadget at https://www.engadget.com/rivian-reveals-the-45000-r2-electric-suv-and-its-siblings-the-r3-and-r3x-185640727.html?src=rss

Rivian reveals the $45,000 R2 electric SUV, and its siblings the R3 and R3X

Posted on by

Rivian officially revealed the R2 electric SUV during a livestream held Thursday afternoon. We knew the followup to the well-regarded R1 was coming, and we even got some leaked specs earlier this week, but now we’ve heard it from the electric horse’s mouth. The company also surprised view R3 and R3X, however, came as a complete surprise, harkening back to Steve Jobs and his famous "one more thing" conference enders. 

As previously suspected, the R2 is a compact SUV that looks quite fetching. All versions of the five-seat electric vehicle get at least 300 miles per charge, thanks to newly-designed 4695 cell and a much larger battery pack that makes up a large portion of the bottom floor. Owners will also get plenty of refueling options. It comes with a NACS chargeport, so it'll work with Tesla Superchargers. The company's also building its own charging network, called the Rivian Adventure Network, with plans for 600 locations within a few years.

A white car.
Rivian

The R2 has plenty of get up and go, with three motor layouts to choose from. There's a standard single-motor rear-wheel drive model, a dual-motor all-wheel model with motors in both the front and back and the beastly tri-motor version, which features two motors in back and one in front. That last model can go from zero to 60 in three seconds, though the metric likely shrinks when considering the other two versions. 

There’s a robust infotainment center up front, though the layout of these digital elements are subject to change as we get closer to launch. Also up front? The R2 sports two gloveboxes, whereas the R1 line lacked even one. There's also two scroll wheels on the steering wheel, complete with dynamic haptic feedback. The car's self-driving features have gotten a major boost here, thanks to 11 cameras throughout and five radars, including a long-range front-facing radar. 

Two gloveboxes.
Rivian

Prices start at $45,000 for the standard single-motor version, which is in line with what company CFO Claire McDonough has been promising. Though slightly smaller than the R1, the R2 is still pretty roomy. As previously stated, it fits five people and boasts an open-air design with quarter windows that pop out and a rear glass window that drops and opens. Seats on both rows fold flat, so owners should be able to transport longer-than-average gear like surfboards. Just like the R1 line, there's a roomy front truck, otherwise called a frunk, for additional storage. The R2 is available for preorders now, with deliveries starting in 2026.

A Rivian R3.
Rivian

The R3, on the other hand, looks to be even more compact than its newly-announced sibling. It features a shorter wheelbase than the R2 and an overall tighter design. It'll also be available in three models, including single-motor, dual-motor and tri-motor versions. There's no range data available, but it does feature the same battery pack as the R2. 

The R3 also includes some of the same open-air design features as the R2, with an automatic rear lift and a rear-facing glass window that pops open for storage. This window can adjust to multiple heights to accommodate oddly-shaped items. There's a pair of gloveboxes up front and an interior design that prioritizes sustainable materials. 

Finally, there's the dune buggy-esque R3X. This is a high-performance vehicle, with only a tri-motor design available. It boasts a wider stance and more ground clearance than the R3. As a matter of fact, it doesn't really look like the R3 at all, with its "rugged and playful" interior made from cork and anodized metal, among other materials. 

Overhead shot of the car.
Rivian

Rivian hasn't announced any pricing or availability information on the R3 or R3X. It did, however, tease some forthcoming accessories for the company's entire fleet of vehicles. These include a tent that fastens to the roof, bike racks and additional rear storage options. 

Now, the bad news. Rivian itself has been experiencing some issues. The company announced back in February that it would be laying off 10 percent of its salaried employees and job cuts have already started. The EV maker laid off around 100 employees at its Normal, IL factory this week.

This article originally appeared on Engadget at https://www.engadget.com/rivian-reveals-the-45000-r2-electric-suv-and-its-siblings-the-r3-and-r3x-185640727.html?src=rss

The Tesla Model S shook the industry, but its echo is fading

Posted on by

The consumer electronics industry has changed radically over the past two decades. AR/VR devices have come and gone and come again, smartphones have grown from filling our pockets to dominating our lives, and the tendrils of connected services now touch everything we touch.

Yet, for me, the most exciting to watch has been the development of technology that moves us. I mean that literally: cars and scooters and e-bikes and all the other wild and wonderful modes of transportation that have grown wings or wheels over the past few decades.

A love for all that stuff has always been at my core. Many moons ago, before my time as editor-in-chief of this site, I served as automotive editor. In the late 2000s, that mainly meant pondering what was happening in the world of Ford Sync or writing about flying car concepts that, today, are still very decidedly grounded.

An excellent perk was getting to drive many early EVs, though it didn’t always end well. In 2012, I made an aborted attempt to get from Portland to Seattle for an emissions-free Engadget Show episode. The poor Mitsubishi i-MiEV we’d borrowed wasn’t up to the task.

But then along came the Tesla Model S. At the time, I knew it would be significant. Everyone in the industry knew it would be significant, but it’s only in looking back more than a decade later that we can truly appreciate just how significant it was. In the rear view mirror, we can also see what a shame it is Tesla has barely moved the needle since.

A preview in Fremont

In the (long) lead-up to that car’s eventual late-2012 release, Tesla invited me out to a supposed grand reopening of its Fremont factory. The place was unbelievably massive and virtually empty. Tesla officials were proud to show off the numerous giant presses that would stamp out Model S components.

Other Tesla employees were dutifully feeding into those presses metal sheets, which came out the other end as flat as they went in. The presses were there and they were a-pressing, but the dies that formed the parts were absent. This event, like the many Tesla events to come, was somewhat lacking in substance.

Still, the time I spent chatting with Peter Rawlinson had a huge impact on me. Formerly of Lotus and Jaguar, Rawlinson was the chief engineer at Tesla at the time. He and I talked for ages about the advantages of low-slung battery packs and the torque behavior of electric motors. It’s all standard stuff these days, but back then, it was a fantastic opportunity for me to learn. (You can enjoy some of his insight in a series of videos here.)

Early Tesla EVs had two-speed transmissions. I asked Rawlinson whether there was a third gear for handling reverse.

“No,” he said. “We just spin the motor backward.”

That seems like such a simple concept now, but that moment caused a small-yield explosion between my ears. I spent the remainder of the day pondering the myriad other unforeseen implications of this switch to electrification. Nothing else happening in the industry was nearly as exciting as this.

My review

I got a quick go in a Model S at that Fremont event, a lap or two around Tesla’s test track, but I’d have to wait until early 2013 before I could take one for my first proper review of the Model S. It was a Performance edition, with an 85kWh battery pack and a $101,600 sticker price.

I picked it up in New York City and drove it home to Albany, NY. Along the way, I got a preview of what would become another unfortunate Tesla theme: an uncomfortable relationship with the media.

Before I’d made it far, I got a warning light on the dash. I called Tesla PR to ask what to do.

“Oh, don’t worry, we’re watching you,” they said. “It’s fine.”

I didn’t feel fine. I’ve been reviewing devices for decades, and I always assume some degree of logging is involved, but this seemed a little more ominous.

(Over the years, it only got more so. In a later review of a Model 3, I complained the auto high-beams were terrible on country roads. Tesla PR asked me when this occurred so their engineers could pull up the footage from my drive.)

Warning light extinguished, Big Brother now visible in the back seat, I got back to enjoying the car. After having reviewed the Tesla Roadster two years before, a beautiful mess of a slapped-together machine, the Model S was something entirely different. It was calm, it was composed and it wasn’t nearly so drafty. I made the 165-mile drive home with 23 percent to spare, this in January on a 24-degree day.

That is pretty poor by today’s standards, but remember, the most common EV of the day was the Nissan Leaf. In 2013, the Leaf’s range was EPA rated at 75 miles. The Model S was on another level.

But it wasn’t perfect. I was not a fan of many of the interior materials and design choices in 2013, and I would have been so disappointed to know things really haven’t improved since.

I also found the handling underwhelming, but my biggest complaint was the lack of advanced driver assistance systems. That Model S didn’t even have adaptive cruise. Autopilot was still years away, and the ongoing debacle of Full Self Driving much further afield.

And yet I still gave it a glowing review, and it deserved it. I was suitably impressed, as were plenty of others. I recently spoke with several buyers of these early sedans, and most were totally enamored with their cars, despite many teething issues. (So many broken door handles...)

However, it probably goes without saying that many of the folks I spoke with are less enamored of Tesla’s CEO than they were back then. Between that, the racially abusive work environments, and the constant anti-worker behavior, cheering for Tesla is a lot more complicated than it used to be. That is a true shame.

The evolving landscape

The seismic forces generated when the Model S dropped still echo through the industry. You can feel them in virtually every premium EV on the market today.

And yet it’s in those other EVs that the bulk of EV innovation is happening. If you look at what Peter Rawlinson did with the Lucid Air, a sedan that goes over 500 miles on a charge, it’s easy to imagine what could have been had he not parted ways with Tesla. The on-road performance of the Porsche Taycan, the off-road prowess of the Rivian R1T and the minimalist cool of the Volvo EX30 are raising the bar.

Tesla has been more successful than any other manufacturer at getting more EVs into more driveways and at getting more chargers into more places. Tesla made EVs viable and desirable. You have to respect it for that. Lately, though, the company’s greatest achievements have all focused on cutting costs and minimizing complexity, often at the expense of quality and, indeed, safety.

Look at today’s Model S and you still see the car that was released in 2012. It’s quicker and has more range, sure, but it is the same platform and basic design I reviewed over a decade ago. Pondering the time wasted on vanity projects, like the Model X, and vaporware, like the new Roadster, it’s hard to not feel the ache of missed potential.

To celebrate Engadget's 20th anniversary, we're taking a look back at the products and services that have changed the industry since March 2, 2004.

This article originally appeared on Engadget at https://www.engadget.com/the-tesla-model-s-shook-the-industry-but-its-echo-is-fading-160010877.html?src=rss

The Tesla Model S shook the industry, but its echo is fading

Posted on by

The consumer electronics industry has changed radically over the past two decades. AR/VR devices have come and gone and come again, smartphones have grown from filling our pockets to dominating our lives, and the tendrils of connected services now touch everything we touch.

Yet, for me, the most exciting to watch has been the development of technology that moves us. I mean that literally: cars and scooters and e-bikes and all the other wild and wonderful modes of transportation that have grown wings or wheels over the past few decades.

A love for all that stuff has always been at my core. Many moons ago, before my time as editor-in-chief of this site, I served as automotive editor. In the late 2000s, that mainly meant pondering what was happening in the world of Ford Sync or writing about flying car concepts that, today, are still very decidedly grounded.

An excellent perk was getting to drive many early EVs, though it didn’t always end well. In 2012, I made an aborted attempt to get from Portland to Seattle for an emissions-free Engadget Show episode. The poor Mitsubishi i-MiEV we’d borrowed wasn’t up to the task.

But then along came the Tesla Model S. At the time, I knew it would be significant. Everyone in the industry knew it would be significant, but it’s only in looking back more than a decade later that we can truly appreciate just how significant it was. In the rear view mirror, we can also see what a shame it is Tesla has barely moved the needle since.

A preview in Fremont

In the (long) lead-up to that car’s eventual late-2012 release, Tesla invited me out to a supposed grand reopening of its Fremont factory. The place was unbelievably massive and virtually empty. Tesla officials were proud to show off the numerous giant presses that would stamp out Model S components.

Other Tesla employees were dutifully feeding into those presses metal sheets, which came out the other end as flat as they went in. The presses were there and they were a-pressing, but the dies that formed the parts were absent. This event, like the many Tesla events to come, was somewhat lacking in substance.

Still, the time I spent chatting with Peter Rawlinson had a huge impact on me. Formerly of Lotus and Jaguar, Rawlinson was the chief engineer at Tesla at the time. He and I talked for ages about the advantages of low-slung battery packs and the torque behavior of electric motors. It’s all standard stuff these days, but back then, it was a fantastic opportunity for me to learn. (You can enjoy some of his insight in a series of videos here.)

Early Tesla EVs had two-speed transmissions. I asked Rawlinson whether there was a third gear for handling reverse.

“No,” he said. “We just spin the motor backward.”

That seems like such a simple concept now, but that moment caused a small-yield explosion between my ears. I spent the remainder of the day pondering the myriad other unforeseen implications of this switch to electrification. Nothing else happening in the industry was nearly as exciting as this.

My review

I got a quick go in a Model S at that Fremont event, a lap or two around Tesla’s test track, but I’d have to wait until early 2013 before I could take one for my first proper review of the Model S. It was a Performance edition, with an 85kWh battery pack and a $101,600 sticker price.

I picked it up in New York City and drove it home to Albany, NY. Along the way, I got a preview of what would become another unfortunate Tesla theme: an uncomfortable relationship with the media.

Before I’d made it far, I got a warning light on the dash. I called Tesla PR to ask what to do.

“Oh, don’t worry, we’re watching you,” they said. “It’s fine.”

I didn’t feel fine. I’ve been reviewing devices for decades, and I always assume some degree of logging is involved, but this seemed a little more ominous.

(Over the years, it only got more so. In a later review of a Model 3, I complained the auto high-beams were terrible on country roads. Tesla PR asked me when this occurred so their engineers could pull up the footage from my drive.)

Warning light extinguished, Big Brother now visible in the back seat, I got back to enjoying the car. After having reviewed the Tesla Roadster two years before, a beautiful mess of a slapped-together machine, the Model S was something entirely different. It was calm, it was composed and it wasn’t nearly so drafty. I made the 165-mile drive home with 23 percent to spare, this in January on a 24-degree day.

That is pretty poor by today’s standards, but remember, the most common EV of the day was the Nissan Leaf. In 2013, the Leaf’s range was EPA rated at 75 miles. The Model S was on another level.

But it wasn’t perfect. I was not a fan of many of the interior materials and design choices in 2013, and I would have been so disappointed to know things really haven’t improved since.

I also found the handling underwhelming, but my biggest complaint was the lack of advanced driver assistance systems. That Model S didn’t even have adaptive cruise. Autopilot was still years away, and the ongoing debacle of Full Self Driving much further afield.

And yet I still gave it a glowing review, and it deserved it. I was suitably impressed, as were plenty of others. I recently spoke with several buyers of these early sedans, and most were totally enamored with their cars, despite many teething issues. (So many broken door handles...)

However, it probably goes without saying that many of the folks I spoke with are less enamored of Tesla’s CEO than they were back then. Between that, the racially abusive work environments, and the constant anti-worker behavior, cheering for Tesla is a lot more complicated than it used to be. That is a true shame.

The evolving landscape

The seismic forces generated when the Model S dropped still echo through the industry. You can feel them in virtually every premium EV on the market today.

And yet it’s in those other EVs that the bulk of EV innovation is happening. If you look at what Peter Rawlinson did with the Lucid Air, a sedan that goes over 500 miles on a charge, it’s easy to imagine what could have been had he not parted ways with Tesla. The on-road performance of the Porsche Taycan, the off-road prowess of the Rivian R1T and the minimalist cool of the Volvo EX30 are raising the bar.

Tesla has been more successful than any other manufacturer at getting more EVs into more driveways and at getting more chargers into more places. Tesla made EVs viable and desirable. You have to respect it for that. Lately, though, the company’s greatest achievements have all focused on cutting costs and minimizing complexity, often at the expense of quality and, indeed, safety.

Look at today’s Model S and you still see the car that was released in 2012. It’s quicker and has more range, sure, but it is the same platform and basic design I reviewed over a decade ago. Pondering the time wasted on vanity projects, like the Model X, and vaporware, like the new Roadster, it’s hard to not feel the ache of missed potential.

To celebrate Engadget's 20th anniversary, we're taking a look back at the products and services that have changed the industry since March 2, 2004.

This article originally appeared on Engadget at https://www.engadget.com/the-tesla-model-s-shook-the-industry-but-its-echo-is-fading-160010877.html?src=rss