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บทความที่เกี่ยวข้อง audi e tron climate control

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รีวิว Q&A audi e tron climate control

Will Tesla eventually overtake traditional auto manufacturers?

Thanks for the A2A. Electric does seem to be the future, and Tesla is leagues ahead of the traditional car makers in this space. Their technology is vastly underrated. When it comes to electric cars, batteries, motors, charging, and technology all play a significant role in EV market success. Batteries Batteries are the core of electric cars, so this is where it can be make or break for prospective electric car companies. When it comes to batteries, no one comes even remotely close to the sheer scale of Tesla’s battery manufacturing. Gigafactory 1 in Nevada, despite being just 30% complete, already produces almost more Lithium-ion battery cells than the rest of the world COMBINED. That’s right, Gigafactory 1 produces almost 50 Gigawatt hours of these batteries per year. Not only do they produce the MOST batteries per year, but they produce the BEST batteries as well! Tesla’s are of the highest technological standards today. While this is astonishing enough, Tesla still plans on building TWO MORE Gigafactories in the near future. There is one in Shanghai being built as we speak, it’s completion date being later this year. Tesla also plans to build another Gigafactory in Europe as well. With these 3 factories up and running, I find it hard to believe traditional car companies like Volkswagen catching up to Tesla. Motors Motors also play a very important role in electric cars, and again Tesla is far ahead. Their motors are the most efficient, powerful, lightest, and cheapest. Yes, all of the above is true, here is just a snippet of what experts have said on the Model 3 motor. “Another innovation that impressed the teardown team was how advanced the inverter/convertor device was that provides power to the motor, particularly in the use of silicon carbide on the devices’ integrated circuits. “It creates a lot less heat and is a lot faster than the Chevy and BMW,” Ellis added to the discussion. “Silicon carbide is the latest and greatest and Tesla so far is the only vehicle out there with it.” Munro and Ellis further noted the high level of tech Tesla’s motor contained, all while being considerably smaller than the competition. The study will be released in a few weeks and also includes detailed information about the motors inside the Chevy Bolt, BMW i3, and Jaguar I-Pace. Munro had very positive things to say about Tesla’s technology, but the electric vehicles produced by industry giants did not receive quite the same accolades. “It looks like the other guys just went around and glued together whatever they could find off the shelf,” Munro jabbed at Tesla’s competition.” These are the words of Sandy Munro, a man with 30 years of experience in designing, building and processing components in automobiles, not mine. Range, Charging, and Infrastructure Next comes charging. Electric cars are limited greatly by their range and charging speeds. Tesla AGAIN comes out on top here. Their cars have more range than basically every other EV on the market. The Long Range Model 3 can go 325 miles on a charge, while the highest capacity Nissan Leaf and Chevy Bolt can only go 226 miles and 238 miles, respectively. This is a 30% lower range than the Model 3, a significant margin indeed. When it comes to the Model S, there is really no level EV competitor to compare it to. The only significant non-SUV EV’s are the 2 aforementioned plus the BMW i3 and Volkswagen e-Golf. The Model X does have 2 competitors, the Jaguar i-Pace and the Audi E-Tron. The Model X outdoes the Jaguar and Audi in range as well, besting it 325 miles versus 234 miles and 204 miles, respectively. This gap is extremely significant, as the Model X is much larger than the 2 other cars. What is also disappointing is the range of the so called “ Model X killer “ E-Tron. How does it only have 204 miles of range? This pales in comparison to the Model X, a significant drawback indeed. It is also important to note the efficiencies of the batteries here. The Jaguar and Audi have capacities of 90kWh and 95kWh, respectively. The Model X has a 100kWh capacity. They are all within 5–10% of each other in terms of battery capacity, why does the Tesla Model X have 30–35% more range WHILE being the larger vehicle? This has to do with the superior battery and powertrain technology that Tesla is known to have. It is clear that the traditional car companies are significantly behind in the technology here, and the numbers show it. Here is a graph that shows battery capacity versus range. The Tesla’s make FAR better use of very similar battery capacity versus its current competitors. Here is a graph of the battery consumption at an average speed of 120 km/h. The Jaguar and Audi are FAR behind the Tesla. Next comes charging infrastructure. The great thing with EV’s is that for the great majority of the time, you never have to charge anywhere other than your home or work. You wake up with a full “ tank “ of juice, which should be more than enough for your daily commute. For longer trips, however, things get tricky. EV’s do not have the battery technology to charge in 5 minutes like you would similarly with an Internal Combustion Engine vehicle at a gas station. For trips like these, you need charging stations that are both FAST and COMMON. As you can probably guess, Tesla again is ahead of the competition. Tesla’s network of superchargers is by far the most intricate and largest in the United States. Here is the closest competitor, Electrify America, with it’s 900 charging stations. As you can see, Tesla is still ahead. There are now over 1,400 Tesla supercharger stations in America. They are all strategically located off of major highways at the optimal distance from each other to allow EV access to where ever you please to visit. It doesn’t end there though. In addition to having the most charging stations, Tesla superchargers, more importantly, are also the FASTEST available EV chargers at the moment. They charge at a max rate of 120kW. To put this into perspective, all a Tesla owner needs, the majority of the time, is a 30 minute charge to continue on their trip with enough range. This is not the case for other EV owners. The Leaf, Bolt, i3, I-Pace, and E-tron cannot charge at the 350kWh speeds that their charging stations offer as their battery technology cannot handle those speeds. Furthermore, Tesla has just announced v3 superchargers that can charge all Model 3’s and new Model S and X’s at 170kWh. This again pulls Tesla ahead of the competition, making it harder for the traditional car companies to catch up as they simply don’t have the battery technology just yet. Here is a graph that better displays the information regarding charging speeds. As you can see, the Teslas have the most range and fastest charging speeds compared to the competition. We aren’t done yet. Tesla just announced that they will be putting the new batteries and motors of the Model 3 into the new Model S’s and X’s. The Model 3 contained Tesla’s most technologically advanced batteries and motors, and they are now present in the newest Model S’ and X’s. These battery packs are capable of charging at 170kWh on the new v3 superchargers. It is true that the EV market at this current moment is underdeveloped and needs time before true competition starts, so let’s talk about technology and safety overall, encompassing ALL current vehicles. Technology It is no secret that Tesla makes technologically driven cars. A simple way to explain a Tesla is to think of it as a smartphone on wheels. It responds to all of your commands, receives software updates regularly, evolves with time and changing needs, and is extremely user intuitive. The center screen controls EVERYTHING in the car. Many people prefer buttons, and that’s perfectly fine, but the software configurability of a central screen like this is something hard to pass on. It’s basically a top of the line iPad slammed onto the dash. Everything is easy to use, exactly where it needs to be, and configurable. The left portion of the screen is an overhead view of the car showing all nearby object, speed, and range information. The right side is all Google Maps, arguably the best navigation system available today. The bottom contains all quick access climate control buttons. The screen is massive, completely lag free, and of the highest resolution of any screen in any car today. No other car company at this moment offers this level of technology. Now to the software, oh boy. Teslas wouldn’t be Teslas if it weren’t for the software configurability. Everything in the car can be readily improved via over the air free software updates. This is very under appreciated by the car industry. Imagine waking up, getting into your car to get to work, and seeing that your car now can automatically change lanes on highways and recognize red lights? What about being able to summon the car to your location in a parking lot? A security system utilizing 4 cameras that records suspicious movement/damage near and to your car? Improved braking distances and a 5% increase to peak power and range? The list goes on and on, showing the capabilities of having a car built around a software centered design. No other car manufacturer today has this level of software configurability in their GAS powered cars, forget trying to make an ELECTRIC VEHICLE from SCRATCH and trying to match this level of technology. It just isn’t possible. By the time some companies DO get to this point, Tesla will be 4 steps ahead of them. I think this analogy works well to describe what Tesla has done to the car industry. This Is to that What This Did to that I personally don’t look at it as Tesla overtaking other companies, but rather other companies trying to catch up and contest Tesla. Electric vehicles are the future, and having this sort of lead is simply HUGE. Tesla will stay at the top of the EV game for a long time until other car companies can produce EV’s that have comparable technology and infrastructure. Thanks, Liam Johnson

Can you drive for Uber or Lyft with an electric vehicle?

Yes! It'd have to qualify, so no two-door Tesla Roadsters, no salvage-title Accord conversions, and no 1950's converted hot rods with no seatbelts. So a Nissan Leaf, Chevy Bolt, Audi E-Tron, Porsche Taycan, any Tesla aside from the Roadster, or any other standard electric car or SUV would be able to be registered for Uber or Lyft just the same as a Prius, and would have to meet the same requirements. If you plan to drive for either platform, I would advise make sure you go out with a full charge, and maybe figure out a place to sit and charge while waiting for rides. Either that or find a place you can park and hang out without the car “running”, draining the energy with radio, lights, climate control, etc. A Tesla Model S will qualify for Uber Black if it's black and black seats, Select for other colors. An X will qualify for XL and the Black equivalent. Can't think of it off the top of my head. Ditto tiers for Lyft. Last I checked, you're not allowed to use Tesla's Autopilot for ridesharing, per Tesla's rules. One guy actually drove his Model S for Uber, and said it was an excellent way to introduce folks to the brand. How I Used & Abused My Tesla — What a Tesla looks like after 100,000 Miles, a 48 State Road trip… I would be tickled to own a Tesla, and I would absolutely drive it for Lyft and Uber. Decreased operating costs, and the ability to drive for a higher tier would be great. And honestly the opportunity to geek out with riders over it would be the best part. Teslas are really interesting machines. Elon Musk, if you're reading this, get in touch, please. I've got a proposal for you to help boost your brand visibility, and to help me boost my laugh-line visibility.

Which electric car is better than Tesla in 2020?

It’s all a matter of what you consider important. “An Audi e-tron is quieter than a Tesla but the Tesla has better range,” or “the Porsche can launch 0–60 flat out more times in a row without loss of performance than Tesla, but Tesla is more energy efficient and has more cargo room,” and “The Honda e autopark is better than Tesla, but Tesla Autopilot on the road is better than Honda.“ And Polestar 2 is cool, but you can’t buy one outside California. I must confess, I find the Honda aquarium screensaver a hoot, but Tesla’s Romance Mode isn’t bad either. Figure out what what you like, what you can afford, what is actually available where you live and get it. No car is best in every category. Both of my cars are Tesla. If a tree fell on my Model 3, I’d get another Tesla. Norwegian YouTuber Bjørn Nyland has driven and reviewed just about every electric car out there. His reviews[1] are a valuable resource. The points I would make in favor of Tesla are: Energy efficiency Mature charging network Over-the-air software updates and new features Excellent performance Very good handling Comfortable Superior climate control for Model 3 and Y. Tesla Mobile Service Full Self-Driving that’s only getting better Excellent user interface design and functionality Extensive (and growing) voice controls Best app Footnotes [1] Bjørn Nyland

What are the best upcoming electric cars in 2019?

That depends on your definitions of “electric”, “car” and “coming out”. My US-centric list below considers anything that plugs in “electric”, any vehicle intended for personal transportation a “car”, and anything firmly announced for production as “coming out” (with a few pre-announced products where they interest me, and estimated first shipment date when known), but your definitions may vary. Ranges are US EPA estimates, and I’ve sorted the list mostly from shortest to longest range, since that’s a common question among first-time Electric Vehicle (EV) buyers. Note that all models except GM / Chevy and Tesla are still eligible for the $7500 tax credit in the US. The Honda Clarity Electric is a compliance-level EV with only 89 miles of range for $36,000 - perfect in 2011, but embarrassingly inadequate for anything but relatively short city commuting in 2019. The VW e-Golf is also more of a compliance-level vehicle, with just 119 miles of range, also for $36,000. But VW has a slew of new electric vehicles around the bend, from the ID.3 (mid-2020) with 205 to 340 miles of range and starting at around $33,000, to not yet announced products like the return of the microbus (ID.Buzz) for around $40,000 (projected), the cool dune buggy (ID.Buggy), a crossover SUV (the ID.Crozz), a sedan (the ID.Vizzion), and a larger SUV (the ID.Roomzz). They are also building out a nationwide fast charging network called Electrify America as part of a lawsuit settlement with the US government, but unlike the Tesla Supercharger network, it is compatible with every EV on the market (Tesla vehicles require a ChaDeMo adapter). The Hyundai Ioniq lift back has only a last-gen 124 mile range at around $30,000, but is notable for being one of the most energy efficient EVs on the market this year. It’s also available as a plug-in hybrid with 29 miles of electric (630 miles combined) range for about $25,000. Better, perhaps, is the newer Hyundai Kona Electric, with 258 miles of range for around $36,000. The updated BMW i3 raises the range of this popular high-roof hatchback to 153 miles, enough for comfortably getting around in a large city but still not enough for long trips, for around $44,000. A 50 mile gasoline range extender is optional, bumping the price to $48,000. The BMW i4 is expected sometime in 2021 with around a 325 mile range, but the price is unknown. The Audi E-tron is a mid-size luxury crossover SUV with 204 miles of range, barely breaking the rather arbitrary 200 mile range defining a road-trip capable EV. Prices start around $75,000. The Bollinger B2 electric pickup truck, at the premium price of $125,000 for around 200 miles of range, is scheduled for deliver in late 2020. It’s definitely a monster of a truck, though! The Nissan Leaf Plus is an extended range version of one of the first EVs to hit the market (I own the 2012 SL model, fondly named Wattzn). The Plus is able to travel 226 miles at a starting price around $36,500. Beware, though, that the batteries are still not climate controlled - earlier models like mine famously suffer accelerated range loss in hot climates like my Texas. The Jaguar iPace has a 234 mile range, and won the 2019 Car of the Year award in Europe. It costs around $86,000, but you do get the joy of the Jaguar badging for the extra cash. The Kia Niro EV costs much less, around $38,500 for 238 miles of range. A similar option in a more distinctive (or controversial) styling is the Kia Soul EV, with 243 miles of range, starting around $34,000. The updated Chevy Bolt raises its range to 259 miles, enough for some modest road trips, for around $36,000. The Porsche Taycan is a bit higher end, both in nameplate and capability, with 256 miles of range and a fancy $185,000 price tag. It is most famous for its 800V batteries (most EVs use 400V batteries) that can halve recharge times at the (still rare) enhanced fast chargers, while remaining compatible with all CCS chargers nationwide. Ford has announced the Mustang Mach E all-electric SUV (?) for late 2020, with up to 300 miles of range and starting at $44,000 for a shorter range model [EDIT 31 Dec 2019: The 2020 First Edition reservations are now sold out]. Having driven a Mustang convertible for many years, they need only make the roof optional to persuade me! Of course, Ford still sells the Ford Fusion plug-in hybrid, with 26 electric miles (550 combined miles) for about $35,000. They are also teasing an electric F-150 pickup truck. Rivian, a new EV startup, has announced the 5 passenger Rivian R1T electric truck and 7 passenger Rivian R1S SUV, with 240 to 410 miles of range, starting at $69,000 and $72,500, respectively. Delivery is promised for late 2020. The Tesla Model 3 is tearing up the sales charts, perhaps actually outselling comparable gasoline-powered competitors depending on your classification scheme. As expected, it has plenty of range - up to 322 miles - and is supported by the exceptionally reliable nationwide Supercharger network (which nation? well, almost all of them!). Prices start around $39,500 for the 250 mile range model, while the long-range model is about $48,500. Tesla has announced but won’t ship until 2020 the Tesla Model Y SUV, similar to the 3 but with up to 7 seats, with 300 miles of range for about $48,000; the new Tesla Roadster, also for 2020 with 620 miles of range (!) and 1.7 second 0 to 60 mph specs for about $200,000; and the distinctive (or controversial) 6 passenger Tesla CyberTruck, with up to 500 miles of range at $70,000 but starting at $40,000 for the 200 mile range model for late 2021 (full disclosure: We’ve reserved a CyberTruck). The Tesla Model S (373 miles of range for about $80,000) and Tesla Model X (328 miles of range with seating for 7 for about $85,000), as well as their more expensive high-performance variants, remain on sale, but are receiving only incremental updates going forward.

Why doesn't Tesla have premium luxury cars?

On Wednesday, Tesla released third quarter delivery numbers. Those numbers showed continued overall growth for the electric car maker, but also continued a troubling trend. Sales of Tesla’s luxury Model S and Model X vehicles dropped to 17,400 in the third quarter, down from 17,650 in the second quarter, and from 26,903 in the third quarter of last year. That’s a 35% year over year decline. The decline is particularly painful because the Model X and Model S, like most luxury cars, have particularly high profit margins. Tesla's luxury vehicle profits dipped 57% in the first half of 2019 compared to the first half of 2018, thanks to both slowing sales and what Alliance Bernstein analyst Toni Sacconaghi called "a large de-facto price cut" on the S and X. In August, Sacconaghi described “plummeting” profits from Tesla's Model S sedans and Model X SUVs as “a huge drag” on the company's overall financials. According to Sacconaghi, Tesla would have shown a profit in the second quarter of 2019, instead of a larger-than-expected loss , if S and X sales had held steady. The continuing slide comes at a crucial moment for Tesla . The company’s growth strategy, laid out as long ago as 2006, has been to focus first on high-margin luxury cars, then use those profits to develop mass-market products . Sales of the Model 3, the first of those mass-market products, are rising faster than S and X sales are falling – but not fast enough to offset lost luxury profits. The resulting decline in earnings is putting serious pressure on the company . It has faced growing skepticism in the bond market, and investors sent Tesla stock down sharply this week on the latest delivery numbers. So why are Tesla’s marquee models losing a step? And what could the company do to reverse the trend? Competition There are a few possible explanations for Tesla’s slumping luxury business. In his August report, Sacconaghi argued that new luxury electric vehicles from the likes of Jaguar and Audi are cutting into sales of Tesla’s high-end Model S sedans and Model X SUVs. He focused on Europe, where the Audi E-Tron all-electric SUV and Jaguar I-Pace electric crossover SUV became available first. Sacconaghi concluded that, at least in Europe, the competitors have poached sales from Tesla. But that displacement does not seem to be repeating itself elsewhere. The E-Tron and I-Pace have been on the market in the U.S. for less than a year, but early results have been disappointing . That’s particularly for the I-Pace, which has had a mixed critical reception. Jaguar is selling just 190 I-Paces per month in the U.S. That's well below its European sales pace, and Tesla’s average U.S. sales of over 1,000 Model X units per month so far in 2019. Things will only get harder for Tesla on the competition front, though, with high-end EVs coming from the likes of Mercedes-Benz and Porsche. Cannibalization Model S and X sales may also be declining because customers are choosing the less expensive Model 3 instead, with Tesla’s newer product ‘cannibalizing’ its existing offerings. Sacconaghi’s August report argued that Model 3 sales were not cutting into Model S and X sales. But Matt Joyce, an independent Tesla analyst and investor who is broadly bullish on the company, does see cannibalization as a possible factor. The Model 3, he says, is actually a superior product to the S and X on several specific points. The Model 3 uses more advanced batteries than those used in S and X. The Model 3 also has a driver-facing camera, which Joyce says will be useful for future autonomous operation. Similarly, the Model 3’s horizontal screen may be more appealing than the vertical screen currently in the higher-end models, especially after Tesla recently added streaming video to its vehicles. Perhaps most importantly, the more interior in the Model 3 is more modern than the Model S, including a dramatically reimagined climate control system. Scott Mercer, who watches EV adoption closely as CEO of the EV charging startup Volta, agrees that Tesla’s own shifted focus has been hurting the S and X. With senior leadership suffering through Model 3 production hell over the last two years, there have been no major overhauls of the two luxury models. In fact, a previously announced revamp of the Model S was recently walked back by CEO Elon Musk. Tesla constantly improves its cars’ design and software, and the Model S and Model X did recently receive a major drive-train update known as Raven. But that incremental approach might not be enough to maintain luxury buyer enthusiasm in particular. “The newness, or the feel of newness, can be very crucial,” says Mercer. Joyce, while arguing that shunning model years makes Telsa more nimble, agrees that a major overhaul is needed for S and X. “I’m hoping they refresh.” The Pivot While rejuvenated Model S and Model X sales could help Tesla's bottom line in the short term, the future of the company is clearly the Model 3 – and soon, the similarly-priced Model Y crossover SUV. “For a company to scale, they have to have a product that is $30-40,000 ," says Gene Munster, a Tesla analyst with the venture capital firm Loup Ventures. “Without that, you’ll get a nice little business . . . but it’s not going to be mainstream.” Munster believes Tesla can return to profitability as a mass-market carmaker within “maybe one or two years.” He points out that the Model 3 is already profitable in terms of parts and labor, and that a new factory in China will have lower overhead than the Fremont Gigafactory that currently produces all Model 3s. Demand for the cars, at least, is pointing in the right direction. As of Sacconaghi’s August report, the mid-tier EV category that includes the Model 3 had exploded by 109% in a year. The question is whether Tesla can keep its dominant share of that growth, and do it profitably, before falling returns on its high-end models drown it in red ink.

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