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5 Things I Learned From a Quick Spin in the Tesla Model 3 Dual Motor

Electric cars Motor Trend Canada

The Tesla Model 3 is often seen as a game changer in the automotive industry.It battles the BMW 3 Series and offers at least 240 miles (386 km) of range on electric power.And while prices can climb easily, it starts at well under $40,000 USD before
'The Tesla Model 3 is often seen as a game changer in the automotive industry.It battles the BMW 3 Series and offers at least 240 miles (386 km) of range on electric power.And while prices can climb easily, it starts at well under $40,000 USD before tax credits.Although it took a while to arrive to market, today the Model 3 is the most popular sports sedan, with more than 10,000 deliveries in the month of April.I recently spent time with the Model 3, and here are five things I learned after driving it for about 30 minutes.The screen is dominant Whether you want to adjust the side view mirrors or the steering wheel height, everything has to be done through the infotainment screen.While I’m a fan of not seeing a single button on the dash or door panels, I wish it was easier to adjust certain functions.Autopilot rocks We all know Tesla’s semi-autonomous driving system (dubbed Autopilot) is the best one in the industry, but I had only experienced it in a close and safe environment.Recently, I tried it for the first time on the street and was impressed by how flawless the acceleration was, how well it read the lane markings, and how it was aware of its surroundings.The version that I drove had the regular Autopilot and did not include automatic lane changes . Download the app Since Tesla is a car company focused on tech, you had to expect it would have a great smartphone app.But what I didn’t know is all of the things that you can do through the app with your Tesla.Besides determining the vehicle’s location and current speed (if its driving at the moment), users can see its battery status, lock or unlock the vehicle, and turn on the air conditioning.Your phone can also be set as a key through the app.The dash cam is built in Although I didn’t learn this while driving the Model 3, I was impressed when I found out that the side and front cameras have recording capabilities when you’re on the road.So if you’re involved in an accident, or someone has assaulted you, you can get the footage from the cameras for your own benefit.All you have to do is make sure that the cameras are set to record.It’s addictive to drive Whether you take it on a canyon road or simply down the street, the Tesla Model 3 is addictive to drive.The quick response, great handling, and low body roll make it a thrilling experience wherever you go. . The post 5 Things I Learned From a Quick Spin in the Tesla Model 3 Dual Motor appeared first on Motor Trend Canada .'

Electric vehicle fast-chargers coming to Whitehorse and Carcross

Electric cars ibftoday.ca

Press Release May 03, 2019 The Government of Yukon is installing Level 3 electric vehicle fast-chargers in Whitehorse and Carcross to help study how electric vehicles operate in a cold climate.Data will be gathered to better understand how travel
'Press Release May 03, 2019 The Government of Yukon is installing Level 3 electric vehicle fast-chargers in Whitehorse and Carcross to help study how electric vehicles operate in a cold climate.Data will be gathered to better understand how travel range and efficiencies of electric vehicles vary throughout the year.The three fast-chargers will be installed in summer 2019 at the Visitor Information Centre and the NorthLight Innovation building in Whitehorse and the Carcross/Tagish First Nation Learning Centre in Carcross.The Government of Canada and the Government of Yukon provided a total of $368,250 in funding for the three-year study.Project partners include Carcross/Tagish First Nation, Yukonstruct, Northern Vision Development, Yukon College’s Cold Climate Innovation and ATCO Electric Yukon.Quotes Yukoners want real-world applications for today’s problems!These new electric vehicle chargers will provide key information as to how electric vehicles function in cold climates.Strategic investments such as these make it easier and more affordable for Yukoners to choose zero-emission vehicles for Yukon roads —improving air quality and cutting greenhouse gas emissions. – Member of Parliament for Yukon Larry Bagnell This electric vehicle study is the first of its kind in the North.Adding three new fast-charging stations will encourage and support the use of electric vehicles in our northern climate while helping to address a growing demand.We hope this is the starting point for developing a territory-wide electrified transportation network that makes using electric vehicles a viable option for Yukoners.We thank our partners for supporting innovation and the implementation of new technologies in Yukon. – Minister of Energy, Mines and Resources Ranj Pillai We are happy to be part of this study and looking at future development for this initiative.The Learning Centre in Carcross is a great location for these fast-chargers and hopefully, there will be more communities in the Yukon opting for green energy solutions so Yukoners can enjoy electric vehicles. – Deputy Haa Shaa du Hen of Carcross/Tagish First Nation Maria Benoit We are excited about partnering with NRCan and Government of Yukon’s Energy Branch to bring an EV charging station into our backyard at NorthLight Innovation.Partnerships like this enable us to continue to champion sustainable technologies and their innovative implementations in Yukon. – Manager at Yukon College’s Cold Climate Innovation Lauren Manekin Beille NVD is delighted to be involved in an initiative that will help make use of electric cars in Whitehorse more convenient.We are happy to be a partner on this project with the Yukon government and Yukonstruct which will see this facility offered on our lands beside the NorthLight Innovation.” – CEO of Northern Vision Development (NDV LP) Rich Thompson Quick Facts Natural Resources Canada’s Electric Vehicle Infrastructure Demonstration program invested $212,000 with the Government of Yukon adding $156,250 in funding.There are existing Level 2 conventional chargers for electric vehicles available for public use at the Transportation Museum, the Yukon government’s Main Administrative Building and Mount Lorne waste management facility (with limited hours of availability). The different types of charging stations are: Level 1 is a common household outlet (120 volts) and charges a vehicle overnight; Level 2 is similar to a household outlet for ranges or clothes dryers (240 volts) and charges a vehicle in a few hours; and Level 3 charges a vehicle in 30 minutes (480 volts). Contact Janine Workman Cabinet Communications 867-393-7449 janine.workman@gov.yk.ca Brigitte Parker Communications, Energy, Mines and Resources 867-667-3183 brigitte.parker@gov.yk.ca Alexandre Deslongchamps Director of Communications Office of the Minister of Natural Resources 343-292-6837 alexandre.deslongchamps@canada.ca Media Relations Natural Resources Canada 343-292-6100 NRCan.media_relations-media_relations.RNCan@canada.ca IBF5 . The post Electric vehicle fast-chargers coming to Whitehorse and Carcross appeared first on Indigenous Business & Finance Today .'

EXCLUSIVE: Can a 2019 Tesla Model S Make it from SF to LA on One Charge?

Electric cars Motor Trend Canada

Tesla’s flagship Model S sedan blindsided the industry as the upstart winner of the 2013 MotorTrend Car of the Year award—largely due to its previously unheard-of long-distance driving range from its battery pack.Until then, electric vehicles were
'Tesla’s flagship Model S sedan blindsided the industry as the upstart winner of the 2013 MotorTrend Car of the Year award—largely due to its previously unheard-of long-distance driving range from its battery pack.Until then, electric vehicles were fortunate to reach triple-digit miles on a single charge.Tesla obliterated that “range anxiety” myth, then added Superchargers to refute the “it’ll take all night to recharge” shortcoming. --> But the competition is catching up in EV performance and technology, and seven years is an eternity without a complete redesign.Model S sales are starting to slump.The Tesla-sphere has been in full speculation mode about what’s coming next: a new Model 3–like interior?Likely.But the cryptic invitation we received from Tesla PR only says this show-and-tell is about an improvement in range, plus a chance to demonstrate it by attempting to drive it from Tesla’s Fremont factory, in the Bay area, to the Hawthorne Supercharger station in front of Tesla’s design studio in L.A.I google it: 365 miles (587 km). Without recharging.Whew.Sometimes, range anxiety is having your electric car able to drive too far.Bear in mind, there aren’t a lot of gasoline-fueled luxury cars that make the San Francisco to Los Angeles run on one tank.Now Tesla is claiming its updated EV flagship can do it.After bypassing Elon Musk’s Autonomous Technology event for Wall Street types happening at the same time, we head into a small meeting room with a white board on one side and three guys already seated at a table.One of them, Lars Moravy (vehicle engineering, chassis), I know from a comparison of the Model 3 Performance with Track Mode at Willow Springs; the other two are Vineet Mehta (systems modeling and cell technology) and David Zhang (Model S/X program lead). It’s a busy day, and they want to get straight to the point of how the Tesla can now make this unprecedented commute.“It’s getting the Model 3’s larger 2170-size cells?” I ask. “No, the battery is unchanged” they reply. “Same battery?” I tilt my head. “Same battery,” they repeat. “It’s not bigger?” “It’s the same battery” they say again. “But its range is going from what to what?” I ask. “The Long Range goes from 335 miles (539 km) to range to 370 (595 km). In general, 10 to 12 percent more.”In fact, the drivetrain is fundamentally unchanged except for one bullet-point difference: its existing front drive unit is replaced by a repackaged version of the Model 3’s more efficient rear one.But that’s one of those easy explanations that obscures the actual answer.They tick through a few of the announced battery sizes and ranges for European EVs headed our way, and their ratios are universally terrible.The reason why, the trio emphasizes, is because they’re not treating their cars as synergistic wholes.The Model 3’s motor is a permanent-magnet type, which is more efficient than the induction one it replaces.Back when Angus McKenzie and I visited Fremont in 2011—then an abandoned shell of a factory—Musk walked us past some motors they were hand-assembling, and I remember asking, “Why are these induction motors?Aren’t they less efficient?” “The difference isn’t much” he replied “And we avoid expensive magnets.”Tesla’s skill at cost-analyzing an EV as a total system is colossally more sophisticated.The efficiency of every part is weighed against the cost of battery cells, and now, that analysis tilts in favor of the permanent-magnet motor being used on the front axle.I ask, “Doesn’t the permanent-magnet motor create drag when its power is not needed?An induction motor can be switched off, right?” True, but in light load conditions, the Model S is a front-wheel-drive car; the rear motor engages for extra power.So the front unit is never really idle.It’s either making power, regenerating it under braking, or idle at a stop.A big diagram is projected on a screen.It’s the flow of energy entering the Model S and then how it’s gradually divided and consumed.It looks like a river and its tributaries, but in reverse.We see kW-hr going in, branches listed as aero losses, tire drag, etc., heading out.The Model S’ brain trust points to these branches and explains how conventional car companies ask their suppliers for their best, most efficient parts at the lowest prices, and then assemble them.Tesla intricately comprehends the whole car as a system of energy trade-offs.They lead me downstairs, into the battery lab, to see some examples.Amid the “don’t touch” cables, shaker tables, monitors of blinking lights, and even a glass container of bubbling clear liquid (what’s that?) I’m shown tires.Tires?Pairs of current and new Model S tires, for both the Performance and Long Range versions, side by side.Lars points out the new tread patterns, changes in the multiple rubber compounds employed across the tread making them more efficient, and their lightness.He hands me the current and new wheels’ bearings.Turn them: The new one is noticeably easier to twirl.The costs of making tiny improvements to such seemingly unrelated details are constantly weighed against one another other and their impact on battery size and driving range.Hmm, so if its battery is unchanged, is the Model S getting the new “V3” 250-kW Supercharging rates?There’s an awkward pause. “Not at this time” is the careful answer, but the car can handle a 200-kW Supercharging rate.That leaves the cheaper Model 3 (which was designed for V3) with a charging advantage.The allying counter-argument is that the current Superchargers are set to rise from 120 kW to 145 or 150, reducing the Model S battery’s charge time from 37 minutes to 26.And with 370 miles (595 km) of range, you’re reducing how often you’ll stop anyway, and not stopping is quicker than the fastest charging, right?Before heading to Fremont to start our trek south, we walk outside and belt into the latest Model S Performance version (Model 3 front motor, the existing large rear motor) for a hot lap around Palo Alto.As the development engineer charges through corners, he reels through technical descriptions of every road irregularity and how the car is making them disappear.He notices everything—at one point exclaiming, “Flying squirrel!Did you see that?” This is a part of the Model S’ update wasn’t on my radar at all.Its two key components are the air suspension’s four-corner adjustable damping and also the governing software that sounds suspiciously like Track mode. “That’s because it’s the same team that developed it.” Although the ride has been altered—stiffer rear springs and softer fronts so the car undulates more as a whole reducing pitching—the software is fast-retuning the suspension in response to an array of sensors.Whereas other systems use “look-up tables” to guesstimate setting adjustments, this, like Track mode, is running a real-time physics model and comparing the results to its predictions.Before, ride height was determined purely by speed, lowering the chassis as velocities rose.Now it’s predicted by the road’s speed limit data, imbedded in the maps.The driver wiggles the steering wheel from its straight-ahead position.On-center feel is improved by quickly stiffening the appropriate corners of the car, raising the load on those tires.That’s when the wider width of the tread’s center rib comes into play.We’re really hauling, the car seemingly repaving the road as we arrive, when I mention, “It’s amazing that any sedan can do this, let alone a 7-year-old one.” Lars corrects me. “That’s because this isn’t the same car.It’s been constantly changing.For instance, these are the car’s third different lower front A-arms.”At Fremont, the place is bustling like Main Street at Disneyland.People are milling in the showroom; tours are assembling and heading into the factory.We set up a quick video shot in the parking lot with the Long Range sedan we’ll be taking, and a security guy asks what we’re doing.He’s shooed away with a curt, “Elon says it’s OK.”  Remember that if you ever visit Fremont.We’re told to set the climate control at 72, fan speed at 2, drive at the speed limit, and on the freeway to keep between 65 and 70 mph (105 and 113 km/h). We unplug the charging cable, I buckle into the front seat, and our video producer hops in back.The Tesla’s screen says the car has 370 miles (595 km) of range.Surprisingly, the nav system plots our route down the 101, over the steep Highway 152 pass, and dumps us onto Interstate 5, with its famous obstacle, the Grapevine, which is basically a mountain where it sometimes snows at its summit in the winter. “Is this really the best way?” I ask, thinking that following Highway 101 all the way along the coast, with its relatively gentler grades, would be less of a range challenge. “Just follow the map,” we’re told. (A quick side note: Technically, we are not driving from San Francisco to Los Angeles.We’re leaving Fremont, which is at the same latitude as Redwood City, about 26 miles (42 km) south of San Francisco.But it’s still technically the Bay Area, which is what really matters in this test.)At first, I’m being careful.Every drop in the battery level briefly scares me.Not only are we not recharging, I’ve decided to try it non-stop, too—zero pit stops into roadside rest areas—to avoid any possible losses.Tesla said that sort of bladder-busting measure is unnecessary, but hey, let’s see how far we can make it?Video copywriter Noah Dates in the back seat reluctantly agrees, as do the guys in the photo/video chase vehicle (though I’m sure they’re lying).Most hypermilers do their best work alone to maximize range.With Noah in back, I already am suffering a 180-pound (82-kg) weight penalty, which in a test like this could prove crucial.Tesla says not to worry.To me, it’s also a more realistic test of a couple making a run between California’s two largest cities.Also, Tesla PR has been monitoring the weather.There will be a headwind as we head south.They express concern that it could affect the test.They want us to go for it, but add they can come fetch us if things get tight.On the climb up the 152, I’m following chugging trucks in the right lane, but once we’re on the 5, I’m noodling between the super-fast left lane and the slowish semis to the right, being conservative and only passing when I can with normal acceleration.But driving between 65 and 70 mph (105 and 113 km/h) on the I-5 is pretty much impossible.I’m driving pretty much like every other normal road warrior on this stretch.All along the way, I’ve been using Navigation with Autopilot and wondering how things are going at that Autonomous event up in Palo Alto.This system not only provides radar-based adaptive cruise control but also suggests lane changes to pass when the side cameras say the coast is clear (just tap the turn signal). It’s pretty great—when a pickup merged from the right, it saw it and slowed; only once did I wonder about an approaching car and overrule its lane change with a tug back at the steer wheel.And then we came upon a semi truck.We automatically changed lanes to pass the big rig, and as we got alongside, I realized it was actually a Tesla Semi doing testing at the same time.We radioed the photo car to find us (they were stopped somewhere, “getting something to drink”). In all my hand gesticulating, I’d loosened my grip on the steering long enough for the Autopilot to scold me and shut down.Geez, this is ironic.But I deserved it.My bad.Unfortunately, the only way to get on its good side again is to do a stop-and-go penalty, and we’re not stopping—right, Noah?He nods.From here on out, I have the pilot the car myself.What is this world coming to?At the 270-mile (434-km) point, we’re sitting pretty with a predicted 8 percent of battery left by the time we get to Hawthorne.But this is also the ramp up into the Grapevine and the 4,144-foot summit of the Tejon Pass.I remember being at the introduction of the prototype of the GM EV1—a car called the Impact—and a reporter asking GM President Roger Smith if it could make it over the Grapevine on a single charge.He and the engineers were silent.Now here I am starting the grade at 30 percent of the Model S’ battery remaining.This is simply amazing.As we pass Magic Mountain, Noah and I consider stopping for some rides but agree that Tesla wouldn’t find that funny.So we glide down into L.A. traffic and eventually grind through to reach SpaceX headquarters, on the corner of Crenshaw Boulevard and Jack Northrop Drive.As we pull into the Supercharger stall, our elapsed time from the Bay Area stood at 6 hours, 11 minutes, 359 miles (578 km). With 83 kWh used, we had 11 percent of the battery remaining—which equates to 41 more miles (66 km) at the rate I was going.Right at 400 miles (644 km) if you add it up.Had I continued down the I-405, I could have driven on to my abode in Costa Mesa.Frankly, I’m a little embarrassed that I was being too conservative; I could have easily driven faster and still made it.But I’ll debate about testing those limits later.First things first—­ah, yeah, the bathroom is down the hall on the right. . The post EXCLUSIVE: Can a 2019 Tesla Model S Make it from SF to LA on One Charge? appeared first on Motor Trend Canada.'

Tesla gears up for fully self-driving cars amid skepticism

Electric cars National Post

SAN FRANCISCO — Tesla CEO Elon Musk appears poised to transform the company’s electric cars into driverless vehicles in a risky bid to realize a bold vision that he has been floating for years. The technology required to make that quantum leap is
'SAN FRANCISCO — Tesla CEO Elon Musk appears poised to transform the company’s electric cars into driverless vehicles in a risky bid to realize a bold vision that he has been floating for years.The technology required to make that quantum leap is scheduled to be shown off to Tesla investors Monday at the company’s Palo Alto, California, headquarters.Musk, known for his swagger as well as his smarts, is so certain that Tesla will win the race toward full autonomy that he indicated in an interview earlier this month that his company’s cars should be able to navigate congested highways and city streets without a human behind the wheel by no later than next year.“I could be wrong, but it appears to be the case that Tesla is vastly ahead of everyone,” Musk told Lex Fridman, a Massachusetts Institute of Technology research scientist specializing in autonomous vehicles.But experts say they’re skeptical whether Tesla’s technology has advanced anywhere close to the point where its cars will be capable of being driven solely by a robot, without a human in position to take control if something goes awry.“It’s all hype,” said Steven E. Shladover, a retired research engineer at the University of California, Berkeley who has been involved in efforts to create autonomous driving for 45 years. “The technology does not exist to do what he is claiming. He doesn’t have it and neither does anybody else.”More than 60 companies in the U.S. alone are developing autonomous vehicles. Some of them are aiming to have their fully autonomous cars begin carrying passengers in small geographic areas as early as this year. Many experts don’t believe they’ll be in widespread use for a decade or more.Musk’s description of Tesla’s controls as “Full Self-Driving” has alarmed some observers who think it will give owners a false sense of security and create potentially lethal situations in conditions that the autonomous cars can’t handle. They also say they’re waiting for Musk to define self-driving and show just under what conditions and places the vehicles can travel without human intervention, including specific data showing that they would be safer than human drivers and whether the system’s safety has been reviewed by outside groups or government agencies.Meanwhile, Musk continues to use both his Twitter account and Tesla’s website to pump up a new computer now in production for full self-driving vehicles. Once the self-driving software is ready, those with new computers will get an update via the internet, Musk has said. Currently the self-driving computer costs $5,000, but the price rises to $7,000 if it’s installed after delivery.The more than 400,000 Tesla vehicles equipped for full autonomy will rely on eight cameras that cover 360 degrees, front-facing radar and short-range ultrasonic sensors.That’s different from the self-driving systems being built by nearly every other company in industry, including Google spinoff Waymo, General Motors’ Cruise Automation, and Ford-affiliated Argo A. They all use cameras and radar covering 360 degrees, and also have light beam sensors called Lidar to the mix as a third redundant sensor, as well as detailed three-dimensional mapping.“Vehicles that don’t have Lidar, that don’t have advanced radar, that haven’t captured a 3-D map are not self-driving vehicles,” Ken Washington, Ford’s chief technical officer, said during a recent interview with Recode. “They are great consumer vehicles with really good driver-assist technology.”Even Lidar doesn’t guarantee 100 per cent safety. Waymo last year backed off of a pledge to run a robotaxi service in Phoenix without human backup drivers for safety reasons. And an Uber autonomous test vehicle with Lidar as well as a human backup driver ran down and killed a pedestrian last year in Tempe, Arizona, the first known death involving self-driving technology.Amnon Shashua, CEO of Israeli autonomous vehicle computing company Mobileye, says cars with 360-degree cameras and front facing radar could drive autonomously, but they would not be as safe as human drivers. Careful humans can drive 10 million hours without a mistake leading to a fatal crash, but cars without full redundant sensors cannot, he said.Phil Koopman, a professor of electrical and computer engineering at Carnegie Mellon University, said Musk needs to show his cars can handle all situations if he wants to claim they can drive themselves. For instance, he wonders if Tesla has a plan for a big truck splashing gallons of grimy water onto a car in a snowstorm, obstructing the cameras.“The rabbit hole goes pretty deep if you want to make that (full self-driving) argument,” he said.Tesla already has been offering a system called “Autopilot” that can control cars on a limited basis with constant monitoring by a human driver. On its website, it says its Autopilot system steers your car in its lane and accelerates and brakes automatically for other vehicles and pedestrians in its lane. But questions already have been raised about Autopilot’s reliability after its involvement in three fatal crashes.In one, neither the driver nor a Tesla Model S operating on the company’s Autopilot driver-assist system spotted a tractor-trailer crossing in front of it on a Florida, highway in 2016. The car drove under the trailer shearing off the roof and killing the driver.In a 2017 report , the National Transportation Safety Board wrote that driver inattention and design limitations of Autopilot played major roles in the fatality, and it found that the Model S cameras and radar weren’t capable of detecting a vehicle turning into its path. Rather, the systems are designed to detect vehicles they are following to prevent rear-end collisions.The agency also is still investigating the two other lethal crashes, one last month in Delray Beach, Florida, eerily similar to the 2016 Florida crash, and another involving a Tesla SUV that was operating on Autopilot when it hit a highway lane-dividing barrier in Silicon Valley.Tesla maintains that its current systems are only for assistance, and that drivers must pay attention and be ready to intervene.With “Full Self-Driving Capability,” Tesla touts that you get automatic driving from the highway on ramp to the off ramp including interchanges and changing lanes automatically to overtake slower cars. Later this year, the cars will be able to recognize and respond to traffic lights and stop signs and drive automatically on city streets, the website says.Those feats are something that Tesla will likely have to prove to regulators in California — its largest U.S. market so far — before its fully autonomous cars are allowed on the roads there. But most other states don’t have the same requirements as California. And experts say there’s no federal law requiring preapproval for fully autonomous driving, as long as a vehicle meets federal safety standards, which Teslas do.“Unfortunately, it may be necessary for several people to die before regulators step in,” Shladover said.——Krisher reported from Detroit.'

Why Tesla Defines American Luxury, Not Cadillac or Lincoln

Electric cars Motor Trend Canada

Americans are at our best when we look forward instead of at what others are doing.Cadillac and Lincoln used to epitomize this idea.When your slogan is “Standard of the World,” as Cadillac’s was for decades, you have to live up to that promise.
'Americans are at our best when we look forward instead of at what others are doing.Cadillac and Lincoln used to epitomize this idea.When your slogan is “Standard of the World,” as Cadillac’s was for decades, you have to live up to that promise.When the first tailfins sprouted from the back of a 1948 Cadillac, it symbolized the newfound jet age and the eternal optimism of post–World War II America.Meanwhile, Lincoln epitomized the American way of doing things, with big engines, even bigger sheetmetal, and imaginative mid-century modern designs.Even European automakers bought in on the concept of American exceptionalism with their imitative designs.But the moment Cadillac and Lincoln started looking over their shoulders at what the European luxury makers were doing, both lost the plot.While Cadillac has spent the past three decades copying BMW’s homework, and Lincoln spent the same time building cost-cut, rebadged Fords and Mercurys, the soul of American luxury escaped Detroit.Today, it has settled in sunny California.Traditional luxury brands were built on technology and engineering that was clearly ahead of the mainstream and delivered real consumer benefit — whether it be performance, ride, or build quality.The vehicles were therefore expensive, so naturally customers tended to be wealthy.Tesla’s tech and engineering is class leading, and delivers benchmark EV performance and range.And the vehicles are (relatively) expensive, requiring early adopters to be of a certain socio-economic status.They have become part of the fabric of today’s luxury consumer society,  a car many buyers of mainstream automobiles now aspire to own because of what it would say about their own status.Tesla is therefore a genuine modern luxury brand.Can Cadillac and Lincoln regain their former glory?Read the story here.Like Cadillac and Lincoln in their primes, Tesla oozes the confident, futuristic cool that foreign luxury automakers are once again tripping over themselves to capture.The Porsche Taycan, Mercedes EQC, and Audi E-Tron, not to mention Volvo’s Polestar and BMW’s i Divisions, don’t happen without the impact Tesla has had on the industry.Technology is the new luxury, and for much of the past decade, Tesla undoubtedly has locked down that angle.Teslas, like the Cadillacs and Lincolns did in their heyday, capture 21st century design trends and tastes exceptionally well.The Franz von Holzhausen–penned exteriors of the Model S, Model 3, and yes, even the slightly ungainly Model X and Model Y crossovers are clean, crisp, and minimalistic.It’s the same story inside, with each of Tesla’s cabins featuring the automotive equivalent of an open floor plan.Its trim lines and high-quality upholstery are broken up only by a modern, center-mounted tablet—the only ornamentation.Beyond styling, Teslas unquestionably look toward the future.Whereas a newish company with no history to speak of can sometimes play against the tastes of luxury buyers who crave heritage, in Tesla’s case not having a back story helps in being seen as an innovator.The luxury buyers that carmakers chase today are as interested in authenticity as they are in the badge on the hood.Of course, having a magnetic, quirky personality in the CEO’s chair helps, too.Elon Musk had every incentive and opportunity to stick to the tried-and-true formula that traditional luxury brands had established.Yet he didn’t.Aside from being the interior’s focal point, that big tablet in the center of every Tesla’s dashboard completely changes the way a driver interacts with and perceives the car.It makes Teslas immensely customizable, intuitive, and future-proof, with each car capable of receiving over-the-air software updates that include new features.The way each Tesla drives is futuristic in its own right, too.Just by virtue of their electric drivetrains—with their instant torque and low center of gravity—Teslas are powerful, quick, and sporty, yet still efficient, quiet, and comfortable.Americans have been dreaming of self-driving cars since the 1960s, and while true Level 5 autonomous cars are still some ways off, with Tesla’s Auto Pilot Level 2 semi-autonomous tech, we’re making huge strides toward that inevitability.Sure, Tesla is struggling with assembly quality issues (and luxury buyers hate spending time in the service drive), but that’s part of its maturation process from a start-up company into a real-time automaker.More important, the soul of the American luxury car has been up for grabs since the 1970s malaise era, when American car companies ceded imagination to the Germans and subsequently the Japanese.Although Cadillac has shown occasional flashes of personality, and Lincoln has seemingly found a thready pulse with its new trio of sharp SUVs, for now Tesla defines American luxury, full stop.. The post Why Tesla Defines American Luxury, Not Cadillac or Lincoln appeared first on Motor Trend Canada.'