- TESLA MODEL 3 ROOF RACK T SLOT BOLT DRIVER
- TESLA MODEL 3 ROOF RACK T SLOT BOLT FULL
- TESLA MODEL 3 ROOF RACK T SLOT BOLT PS2
MOTOR TYPE: front: AC induction, 221 hp, 243 lb-ft rear: AC induction, 470 hp, 443 lb-ft combined power rating, 463 hp, 687 lb-ft 85-kWh lithium-ion battery pack VEHICLE TYPE: front- and rear-motor, 4-wheel-drive, 7-passenger, 5-door hatchback Service: $756 Normal Wear: $725 Repair: $0 Months in Fleet: 16 months Current Mileage: 33,028 milesĪverage Fuel Economy: 68 MPGe Battery Capacity: 85 kWh C/D Observed Range: 206 miles
TESLA MODEL 3 ROOF RACK T SLOT BOLT FULL
For more detail on that 1500-mile journey, read the full account. His work paid off when he shaved more than one and a half hours from the previous year’s quickest one-way trip. Armed with the wisdom of his previous trip and more confidence in the Tesla’s range, he eschewed the Model S’s built-in trip-planning algorithm and plotted his own route, minimizing the number of stops and the amount of time needed to charge. WHERE WE WENT: One year after his pioneering long-distance road trip in our Tesla, Stoklosa repeated the drive from Ann Arbor to Virginia International Raceway and back. In light of all that, it hardly seems worth mentioning the windshield rock chip that was repaired for $30. A local wheel-repair specialist determined that the wheel was unfixable, so we ordered a replacement from Tesla and swapped to 19-inch wheels and all-season tires while awaiting its arrival.
During the swap, we discovered that the right-front wheel was bent.
TESLA MODEL 3 ROOF RACK T SLOT BOLT PS2
With just over 31,000 miles on the Tesla’s odometer, we spent $725 for two new Michelin Pilot Sport PS2 front tires to replace the original pair, which had worn out. This happened during an uphill right-hand turn, but we’ve been unable to reproduce it, and the dealer found nothing wrong during an inspection.
TESLA MODEL 3 ROOF RACK T SLOT BOLT DRIVER
One driver also reported that the rear-facing jump seat became unlatched while it was occupied by a child. The replacement for the bent driver’s seat that was installed in November 2015 is now loose and rocking, so a second replacement (actually the third, if you count the seat that was installed only long enough for technicians to determine that it, too, was damaged) is now on its way to us. The technicians diagnosed the noise as a worn ball joint, and Tesla replaced the left-front lower control arm under warranty. The real impetus for that visit, though, was a loud, frequent knocking sound emanating from the front suspension. The leak continued, though, until we sent the car back to the service center two months later and Tesla technicians cleaned out the drain line, fixing the issue. Tesla also replaced some of the seals around the sunroof under warranty to address a small leak over the passenger seat during rainstorms. The latter job was not entirely successful, given the squishy brake pedal we experienced after the brake-bleed exercise. The pricey bits were the replacement of the air-conditioning desiccant bag and the brake fluid.
As with the 12,500-mile service, the second maintenance visit involved replacing the wiper blades, the key-fob battery, and the cabin air filter. But at $756, the Model S’s 25,000-mile service was apparently priced according to its $136,720 window sticker. WHAT WENT WRONG: In addition to the efficiency benefits and the relatively low cost of electricity (a national average of 13 cents per kilowatt-hour), we’ve been promised that electric vehicles will deliver lower operating costs due to reduced maintenance requirements. That’s the kind of troubleshooting we expect from the corporate IT help desk, not a forward-thinking Silicon Valley startup, especially since resetting the system does nothing to improve the situation. Our Tesla service center insists that it’s behaving normally and recommends only periodic resets of the system by simultaneously holding down the scroll wheels on the left and right spokes of the steering wheel. We continue to be aggravated by the glacial responses of the 17-inch touchscreen that we reported about in our previous update. So is the driver’s-door window when it’s powered up or down. Some interior trim pieces show excessive amounts of play when pressed lightly, and without the din of a combustion engine to mask rattles and creaks, anything that moves unnecessarily has the potential to be a nuisance in a Tesla.
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