Tesla Roadster 2009 Review - International

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As clichéd as it sounds, we've driven the future... And we like it... No, if it's a true taste we've experienced, we love it.

Parked at the rear of Palexpo, the bright orange sportscar that delivered this taste looked incongruously low key. Its shape familiar (and quite pure without masses of aero add-ons and the dollybirds and bright lights that populated the show halls adjacent), it looked a little lost... Anonymous even. But minutes later, tearing down the E62 (the motorway that links Geneva with Lausanne and beyond) and accompanied by a soundtrack that was part Jetsons, part Jet Jackson, the car was anything but...

The Tesla Roadster's claimed performance numbers are impressive enough -- 0-60mph in just 3.9sec (3.7sec in the case of the new 'sport' version), a standing quarter mile in 12.7 and a top speed of in excess of 200km/h -- but little prepares you for the actuality of the pace and the relative lack of aural drama. Imagine the world's fastest (and lowest slung) golf cart and add to it a lilting turbine-like soundtrack and you're on your way to visualising the Tesla experience.

It's not that the car is much faster than the best conventionally-powered sportscars out there, it's just that the performance is delivered in a totally unique fashion.

And as we stated above, if this is the future of non-internal-combustion motoring, then say no to hydrocarbons now... With some reservations, this writer is an electric performance convert.

EURO MISSION
Tesla was at the Salon International de l'Automobile Geneve 2009 as part of its European rollout of the two-model Roadster range. For Europe the standard Roadster has been supplemented with a Roadster Sport that adds a touch more performance, bigger wheels and tyres, and bespoke (tuned to the buyer's specification) suspension. 

This 'almost exclusive' Australian drive was by virtue of a chance meeting with an ex-pat Aussie working with the company's European 'beachhead' team. Like seemingly everyone in the Tesla organization, 'our' man is a thorough convert (dare we say disciple) for electric drive.

The Tesla guys are so into their product and the future of electric propulsion they even have 'sparky' horsepower terms for describing the prodigious performance of the car. 

"It's energy dense, man," our man says to describe the Tesla's claimed mix of performance and range... "Feel the flux" describes the rich electric midrange... Oh and you don't 'back' this sporty into a corner, like a conventional fast wise guy might -- you "flux cut it" into said turn.

Alas our drive was limited to a quick freeway blast, and handling appraisals were lent not by flux cutting it up a Swiss mountain pass, but rather by attacking a couple of on and off ramps. In such conditions it might come as little surprise to most then that at first flush the car feels just like a longer, better riding version of the car with which it shares components, the Lotus Elise.

Europe is the next key market for Tesla. The plan is to sell left-hand drive cars out of a base in Germany to a range of European countries, including the Old Dart. Eventually there may be right-hand drive cars for the UK. With that Australian spec cars might become a possibility -- just don't hold your breath.

If they come, they won't be cheap. The left-hand-drive Roadster has gone on sale in the UK at an eye-watering 94,000 Pounds and in Europe at 99,000 Euros. The Sport edition's an extra 9000 pounds (or Euros) on top. Call it about $A220,000 at current exchange rates, before taxes, LCT et al...

In the UK, the Tesla is priced well above cars like the Porsche 911 GT3 and even the new Audi V10 R8 . But the company says 'pure' comparisons are pointless. They also make the point their electric sportscar is significantly more exclusive. Though the company, its founders' bios, their falling out and subsequent squabbles have made the news in many quarters, it comes as a surprise to most (including this writer) that as of the Geneva show last month, Tesla had delivered just 220 cars. Ever... worldwide! (European deliveries are scheduled to start in May).

In the light of the tiny number produced and the time some buyers have already waited to get their Roadsters in the USA (initially deliveries were expected in 2006), we're not entirely sure what to make of the European launch. In Tesla's favour is news (from Geneva) that it will sell key components and power control module systems to Mercedes for its rollout of wider trials of electric smart fortwos.

One thing's for sure, as well as the European launch, this coming Thursday (March 26, California time) will be a real test of the health and prospects of the company. For months Tesla has said it will launch its next model, an A6/5 Series-sized pure electric saloon, dubbed Model S or Project Whitestar, on that day. Watch this space... We are...

Tesla says only seven per cent of the Roadster's components are shared with the Lotus.  Quite apart from the electric drivetrain, the Roadster has a bespoke chassis and unique suspension components. Its braking systems (both regenerative and conventional) are different and so too the carbon-fibre bodywork with removable roof.

Common components are limited to windscreen, steering wheel and airbag -- all parts which simplify the task of gaining type approval for the car in markets like the UK and EC, says Tesla. Lotus Engineering handled the chassis and rolling development of the car, while Tesla's Silicone Valley boffins developed the electric drivetrain and controllers. The Elise link is one of convenience rather than design.

The Tesla features a full-electric aircon unit and uses seat heating when the mercury drops (it's more efficient, they say). There's a bespoke drivetrain temperature control system -- required to both heat and cool the battery and electronics when driving and charging.

The cabin's familiar but instruments are changed (the speedo's normal but the tacho spins to 14,000rpm matching the electric motor) and instead of a conventional H-pattern gearchange there's a simple three position lever (R-N-D) and two pedals.

On the left-hand side of the steering wheel there's a multi-function control system that allows you to choose the mode in which the car is operating -- in short, normal, performance or range (which trims performance "by 15 per cent"). Also monitored is tyre pressure, charge and the like. Instead of a fuel gauge there's a projected range.

The carbon-fibre body saves around 100kg and the new 185kW/300Nm motor and single-speed Borg Warner gearbox are lighter than the Toyota/Rover IC engines they stand in for in a conventional Elise. But at around 1230kg (Tesla claims, variously 1220-1238kg), the Roadster ends up circa 400kg heavier than the Lotus, thanks to its 450kg 14,000 Euro lithium ion battery pack.

Built up from 6831 individual 18650 DIN format (18mm diameter x 65mm long) cells, the battery pack and its associated power control module are Tesla and the Roadster's most valuable components -- in every sense of the word. These are Tesla's point of difference.

Detractors claim the cell type isn't suitable for long-term automotive use. Tesla says they work and they're available now. The batteries have a finite life but the company warranties them for 5000 cycles, five years or 160,000km -- whatever comes first. And bear in mind that's not a failure warranty, but rather the company guarantees the cells will operate to more than 70 per cent of their maximum new capacity at that point.

Servicing must be handled by specially trained operatives says Tesla, but diagnostics are just a wireless connection away. With each car comes an encrypted USB stick that downloads the data the car automatically stores which you then email to Tesla. It may all seem very high tech on one hand. On the other Tesla says there are just 12 moving parts in the Roadster's drivetrain!

Driving the car couldn't be easier. Turn the key and a chime lets you know it's ready to rumble... Err, make that, hum... From there it's a case of slipping the lever into D and hitting the throttle.

Acceleration is immediate, but not silent. Theoretically maximum torque is available from zero revs, in practical terms there's near max torque from the moment you stamp on the pedal. An advanced traction control program tempers the delivery to allow the tyres to cope. Even with it turned off, however, traction is surprisigly good... Nearly half a tonne of batteries over the back axle helps here.

Once on the move there's an entrancing turbine-like note to the drivetrain that sci-fi fans would pay extra for and you can even hear the tyres do their work as you load up the suspension in corners. Tesla has partnered with German tuning house Brabus to offer a modified Roadster with the latter's patented 'sound generator' onboard. This system, which is also featured on a limited edition smart launched at Geneva, has a computer controlled and generated 'soundtrack' that approximates a big block V8. It's wild, but hardly necessary.

In standard Tesla trim sans V8 sub-woofer, like a 'normal' Elise, there's plenty of wind noise -- which is just as well! It's all too easy to smash the Swiss 130km/h motorway speed limit with a slight twist of the ankle. The Roadster doesn't so much accelerate as 'transport' itself from suburban to highway speeds.

Steering is a touch heavier at rest than a conventional Elise but lightens up at speed. Overtaking urge is immediate and there's no pesky gearchanges to slow progress.

The brakes feel relatively conventional unlike some electric cars. The system is smart enough to use regenerative braking only when the battery needs it. That is, if the battery is full, the control module will not initiate regenerative braking and 'waste' the energy produced.

We drove the car for a few kilometres only so we can't comment on real life range projections. The gauge on the car claimed over 200km of reserve range when we started the drive and barely shifted after about 40 minutes in the car. That said after a couple more test drives, the car suddenly required a charge.

Good news for Aussies, should the Tesla come Down Under, is that our 220-240V power standard allows faster charging. Owners typically install a 32 amp outlet in their garages, says Tesla, which coupled to our line voltages should mean a charge from empty in eight hours. Theoretically that will give you a maximum range of 393km at a cost (on German green electricity rates) of around $16 per 'fill'

Tesla's disciples like to talk about the Tesla's power requirements another way. They claim a "large" commercial power generating wind turbine produces enough electricity in a 24-hour period to charge 6000 Roadsters. We're far from ready to do the sums (somebody will no doubt advise us otherwise) but it sounds impressive.