#roof rack for tesla model y

[teslayroofrack]

Enhance Your Model Y: Discover the Tesdaddy Roof Rack

Owning a Tesla Model Y means embracing innovation, style, and eco-conscious driving. But what if you could enhance your vehicle's capabilities even further? Introducing the Tesdaddy Roof Rack for the Model Y – an accessory designed to elevate your driving experience and empower your adventurous spirit. In this article, we'll delve into how the Tesdaddy Roof Rack enhances your Model Y and opens up a world of possibilities.

Elevating Functionality and Style

The Tesdaddy Roof Rack is more than just an accessory; it's a statement of functionality and style. Seamlessly integrated with the Model Y's sleek design, this roof rack adds an extra layer of versatility to your vehicle. Whether you're embarking on a family road trip, a weekend camping escapade, or simply need more space for your gear, the Tesdaddy Roof Rack has you covered.

Unleash Your Wanderlust

Your Model Y is your passport to exploration, and the tesla y roof rack is your key to unlocking new horizons. This roof rack transforms your Tesla into an adventure-ready companion, allowing you to bring along everything you need for memorable journeys. From bicycles and kayaks to luggage and camping equipment, your wanderlust knows no bounds when you have the Tesdaddy Roof Rack.

Effortless Installation, Maximum Convenience

Installing a roof rack should be a straightforward process, and the Tesdaddy Roof Rack delivers just that. With clear instructions and a user-friendly design, you can have your roof rack ready for your next adventure in no time. The customizable components ensure that you can adapt the roof rack to accommodate various types of cargo, ensuring a hassle-free and convenient experience.

Preserve Interior Space, Expand Cargo Capacity

One of the standout features of the Tesdaddy Roof Rack is its ability to enhance your Model Y's interior space. With the roof rack securely storing your gear on the roof, you're free to enjoy a clutter-free cabin. Passengers can stretch out comfortably, and you have easy access to your cargo whenever needed. It's the perfect way to strike a balance between comfort and capacity.

Conclusion: Elevate Your Drive

The Tesdaddy Roof Rack is a game-changer for Tesla Model Y owners seeking enhanced functionality and boundless adventure. This accessory isn't just about adding storage – it's about embracing a lifestyle of exploration, where the road becomes your canvas and the journey is the masterpiece.

Discover the Tesdaddy Roof Rack and embark on a new era of driving that's as practical as it is thrilling. Elevate your Model Y experience and redefine what it means to hit the road in style and convenience.

[lovelystrangerebel]

How to Upgrade Your Tesla Model Y with the Latest Accessories

One of the most well-liked electric cars on the market is the Tesla Model Y, and for good reason. It is roomy, useful, and environmentally friendly. If you are the proud owner of a Model Y, however, you might be looking for ways to upgrade your car with the newest gadgets and accessories. Here are some recommendations on how to improve your Tesla Model Y and elevate your driving experience.

Upgrade Your Wheels

You can upgrade your Model Y's wheels, which is one of the simplest and most obvious upgrades you can make. New wheels can not only make your car look better, but they can also make driving more enjoyable. There are many options available, such as alloy wheels, sport wheels, and custom wheels.

Install a Wireless Charger

You can upgrade your Model Y with a wireless charger if you're sick of tripping over tangled cords and messy wires. With this accessory, charging your phone is possible without the use of cables or connectors. You can even charge multiple devices simultaneously with some models' multiple charging ports.

Add a Center Console Organizer

Your Model Y's center console can easily get crowded with accessories and loose items. To keep things organized and tidy, consider adding a center console organizer. Your phone, keys, sunglasses, and other small items can be stored in this accessory, which is made to fit the console perfectly.

Install a Dashcam

Every car needs a dashcam these days, and the Model Y is no different. Installing a dashcam can give you added security in case of theft or accidents. Additionally, it can record some breathtaking video of your drives.

Upgrade Your Lighting

Consider upgrading your lighting to give your Model Y a more futuristic appearance. To give your car a distinctive and fashionable look, you can install LED lights both inside and outside. LED lights also consume less power than traditional lights, so they're eco-friendly and cost-effective.

Add a Roof Rack

You might require additional storage space for your equipment if you're organizing a road trip or outdoor adventure. Adding a roof rack to your Model Y is an excellent way to increase your storage capacity. There are many choices available, such as cargo carriers, bike racks, and ski racks.

Install a Screen Protector

The touchscreen display in your Model Y is one of its most important features, so it's crucial to protect it from scratches and damage. A cheap and simple way to protect your display and keep it looking new is to install a screen protector for Model Y.

The newest Tesla Model Y accessories can enhance your driving experience and make your vehicle more fashionable and useful. You can find accessories that meet your needs and your budget thanks to the wide variety of options available. So upgrade your Model Y right away!

[stock-dehko]

Tesla tests Luminar lidar sensor Musk scorned as a ‘fool’s errand’

Tesla tests Luminar lidar sensor Musk scorned as a ‘fool’s errand’

Tesla, whose boss Elon Musk says he can develop a fully self-driving car without using laser-sensor technology, has a contract to use such sensors from Luminar Technologies for testing and development, according to people familiar with the matter. A photo of a Tesla Model Y with a roof rack of lidar sensors posted to Twitter on Thursday stoked speculation that the companies were working together,…

[automobilesz]

Tesla tests Luminar lidar sensor Elon Musk once scorned as 'fool's errand'

Tesla tests Luminar lidar sensor Elon Musk once scorned as ‘fool’s errand’

Tesla Inc., whose boss Elon Musk says he can develop a fully self-driving car without using laser-sensor technology, has a contract to use such sensors from Luminar Technologies Inc. for testing and development, according to people familiar with the matter. A photo of a Tesla Model Y with a roof rack of lidar sensors posted to Twitter on Thursday stoked speculation that the companies were working…

[newsfind]

Functionality-Focused EV Attachments - Tesla Created a Tow Hitch and Roof Rack for the Model Y (TrendHunter.com)

Functionality-Focused EV Attachments – Tesla Created a Tow Hitch and Roof Rack for the Model Y (TrendHunter.com)

(TrendHunter.com) Tesla will now offer a device that can act as a tow hitch, as well as a roof rack, for the Model Y. The Model Y has been available to consumers since March and the new products from Tesla could…

[deborahringgold]

This is your SolarWakeup for June 22nd, 2020

SolarWakeup 3.0. For those of you that have been following SolarWakeup for sometime know that my work tends to come in cycles given the turnaround/growth work that I focus on. In between, I focus on two things. First is the next big leap for SolarWakeup and the second is consulting which leads me to create the thesis for my next full time work. Last time, SolarWakeup 2.0 was the expansion of the daily coverage to more than 1 paragraph which recapped the main stories with an addition of my take on the story. SolarWakeup 3.0 will do even more for the solar market and will launch next week. Thanks to many of you for supporting and reading all these years. Texas And Florida. News broke late last week including some Twitter aviation sleuths showing that Elon Musk and Tesla board members were eyeing a site outside of Austin for the next factory. This factory would be used for the Cybertruck and east coast deliveries of the Model Y. The company has secured a 2,100 acre site for the plant and would continue a trend to move from California to the Austin region, East Bay folks will tell you that it’s the most commonly discussed destination. The other is Miami, many VCs have setup shop in Miami for the beaches, weather and no state income tax. Florida makes an awful logistics center for cars though. Monopoly Treatment. Already a convicted felon for a gas explosion, PG&E was found guilty of manslaughter many times over last week. This was while the company was on probation for the previous felony and in bankruptcy. To recap, the credit profile has a recent BK and two felonies. If that was a solar off taker or homeowner, you wouldn’t be able to approve them for a $20k loan let alone the responsibility of serving millions of Californians. Capitalism doesn’t work if there is no repercussion for bad behavior, how the company expands on the monopoly or keeps it is hard to understand.

A Full Wrap For Homes. Credit given to where it is due, Panasonic has understood that homeowners want the comfort of a warranty when they install solar. Unfortunately, when solar is installed on a home more than the panels can cause issues, like a leak from bad mounting or faulty inverter. Panasonic now offers a complete warranty that includes paying for labor to fix anything that goes wrong on the system including inverter and mounting. The partnership includes Enphase and Unirac to complete the wrap. Think Of Roof Integrated. GAF Energy has been the lone company to tackle roof integrated solar alongside Tesla’s solar roof. Now SunPower is getting into the game with a deal that uses the OneRoof technology with KB Home. I’ll be interested to see how this plays out 10 years from now. 

Your House, Your Battery. What companies are out here targeting homeowners that already have solar and a battery to aggregate them for a virtual power plant or other revenue opportunities? I want to talk to them. Bill Walton And Friends. In a fun event on this Wednesday, join me and basketball and broadcasting sensation Bill Walton at the virtual PAC-12 Sustainability Conference. This is a free event and if you’ve never seen Bill talk about solar, it’s a huge treat. Pass along the registration link to anyone that may want to join you. Don’t you think that every PAC-12 school should be 100% solar? Presented by Adani Green Energy. Adani is a fully integrated renewables company, from solar cell and module manufacturing to ownership and operation. The company has a top global operating and contracted pipeline of over 14 GW. Adani is the recipient of the largest solar award ever of 8 GW, which includes a single site project of 2 GW – tied for the world’s largest. No one knows mega-scale projects like Adani. 

Axios: Tesla closing in on Texas factory in Austin

New York Times: PG&E’s Plan to Resolve Bankruptcy Wins Court Approval

Solar Industry: Panasonic Expands PV Module Warranties

PV-Magazine: KB Home is now installing SunPower’s building-integrated solar racking system on new homes

CleanTechnica: Your Home Battery Can Be Part Of A Virtual Power Plant In California

Greentech Media: BlackRock Leads $50M Investment Into Off-Grid Solar Technology That Generates Water

PV-Tech: Meyer Burger to start exclusive heterojunction solar module manufacturing in the first half of 2021

Utility Dive: Xcel to speed up $3B in clean energy spending in response to Minnesota prompt on COVID-19 recovery

Opinion

Vox: A national US power grid would make electricity cheaper and cleaner

Best, Yann

The post This is your SolarWakeup for June 22nd, 2020 appeared first on SolarWakeup.com.

from Solar Energy https://www.solarwakeup.com/2020/06/22/this-is-your-solarwakeup-for-october-18th-2019-2-2-2-2-2-3-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-3-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-2-3-2-2-2-2-2-2-51/

[dizzedcom]

Hooray, the Tesla Model Y has a tow hitch option now - Roadshow

Hooray, the Tesla Model Y has a tow hitch option now – Roadshow

And owners can buy a roof rack for the electric SUV now.

[oreos-all-the-time-bramandsimon]

via CNET News

[goarticletec-blog]

Meet the Rivian R1T, a 400-mile, all-electric luxury pickup truck

New Post has been published on https://www.articletec.com/meet-the-rivian-r1t-a-400-mile-all-electric-luxury-pickup-truck/

Meet the Rivian R1T, a 400-mile, all-electric luxury pickup truck

RJ Scaringe, CEO and founder of startup automaker Rivian, shows a chart arraying brands from “commodity” to “aspirational” on the X axis and from “presentational” to “invitational” on the Y axis. He puts brands like Subaru and Patagonia above the center line: they’re very functional, or as he describes it, “invitational.” Tesla is the lower-right quadrant, aspirational and fancy. But Scaringe wants his company’s so-called “Electric Adventure Trucks” to play in the top-right quadrant of the chart: desirable, of course, but also the type of thing you’d use hard and put away wet.

That distinctive front-end styling will carry over to all Rivian products.

Rivian

“We want to focus on the aspirational side. We want to focus on something people desire,” he told reporters at a preview event in early November at Rivian’s headquarters in Plymouth, Michigan. Yet at the same time, he says Rivian will build, “Products that are designed to be used, to get dirty.”

“We see the space for something that enables adventures, something that enables activities,” Scaringe continues.

Rivian plans to launch two all-electric vehicles, the R1T pickup truck and the R1S SUV (stay tuned for more on the R1S later this week). They’re designed and engineered primarily at the aforementioned Plymouth facility, an open and airy building outfitted like a stock image of a Silicon Valley startup. The building once produced Burroughs cash registers, so Scaringe jokes that, “We’ve just got to figure out how to keep making cash machines.” Rivian also has employees in Southern California and in the UK.

A design from the future

At 215.5 inches in length and 79.3 wide, the R1T is a little bigger than a Honda Ridgeline (210 by 78.6 inches) or a Chevrolet Colorado Extended Cab (212.7 by 74.3 inches). Its design is as futuristic as anything from a sci-fi film, with a full-width bar on the nose that serves as the daytime running light, while oval “stadium lights” house the actual LED headlights. With no need for a traditional grille, the truck’s face is unusually flat and plain. At the lower edge, there’s a functional skid plate and two fold-down recovery hooks.

The distinct design is deliberate to help promote Rivian. “We don’t have history, we are a new brand,” says vice president of vehicle design Jeff Hammoud, so it’s important that, “You’ll be able to describe this [truck] to your friends quite easily.”

The cab itself is slightly more traditional in terms of truck-like design, although there’s no cut-off between the cab and the bed. The door handles tucked in flush to the bodywork, as seen on everything from Jaguar Land Rover products to, of course, Teslas. That bed features a powered hard tonneau cover that, at the touch of a button, retracts into the bodywork. Another full-width light bar covers the flat tailgate, with massive RIVIAN block-lettering in true pickup-truck style.

The truck can ford up to 3.3 feet of water without issue.

Rivian

The carefully sculpted exterior will make the R1T, “by a significant margin the most aerodynamic truck,” Scaringe promises, though no drag-coefficient numbers are offered.

Innovative storage options

Because there is no engine up front, the R1T’s hood instead opens to reveal a “frunk,” able to store 11.6 cubic feet of stuff. In a demo, Rivian staffers showed they could easily stow a cooler, backpack and another duffel bag in there. Out back, the cargo bed has a fully flat design and measures 54.5 inches wide and 55.1 inches wide — wider than but not quite as long as the bed of a Ridgeline, to give one point of reference.

At the base of the truck’s C-pillar is another clever storage option called the Gear Tunnel. It’s designed for fitting snowboards, golf bags or strollers inside the truck’s body. The doors to the tunnel fold down to serve as steps (they can support 300 pounds) for reaching up to the roof racks, or for sitting on when, say, strapping on hiking boots or pulling off a wetsuit.

Accessories like tents will be offered for Rivian’s custom racks.

Rivian

A lockable storage compartment under the truck’s bed can either hold a full-size spare tire or another 7.0 cubic feet of stuff. And in all models except the one with the biggest battery pack (more on that below), you’ll find extra storage under the rear seat.

Rivian has designed its own rack-mounting system with expandable cross-bars that can be stowed inside the frunk. They’re designed to attach and detach easily using custom hooks in the cargo bed, the bed sides and on the roof, and were specifically engineered to produce as little aero drag as possible. Rivian is working on its own brand of rack attachments for everything from bicycles and tents to snowboards (i.e. your off-the-shelf Yakima or Thule bike rack won’t work). The cargo bed also has special locking cables that pull out from the bed walls to secure valuables while, say, you stop off for a post-adventure burger.

Three battery options

There will be three battery options, with the headlining one an enormous 180-kilowatt-hour pack that will give the R1T a driving range of “400+” miles, as well as a 0 to 60 miles per hour time of 3.2 seconds. A lighter 135-kWh battery pack will deliver “300+” miles of range and a 3.0-second sprint to 60, while the most affordable 105-kWh option is rated for a 230-mile driving range and a 4.9-second run to 60; it will launch approximately six months after the first two versions do. All three versions will be limited to 125 mph.

With extremely long battery ranges, the R1T should be able to take you on an off-road adventure — and back — without issue.

Rivian

With batteries that big, charging speed becomes hugely important. The R1T will support DC fast charging up to 160 kilowatts, fast enough to add 200 miles of range in just 30 minutes — assuming you can find a DC fast charger that supports such high power. On a Level 2 charger, the most common kind at public charge points, Rivian says the truck should be able to charge in eight hours — though it’s unclear which battery pack that applies to.

Getting power to the road are four electric motors, one at each wheel. Each one is identical, with the same power output and same single-speed gearbox ratio. They’re rated for 147 kilowatts or 197 horsepower each, which equates to 788 total combined horsepower and matches Scaringe’s claim that the truck will have, “nearly 800 horsepower.”

However, things are a little more complex when you read the spec chart. Rivian rates the “power to gearbox” differently for each model: the 105-kWh truck is said to offer 402 horsepower and 413 pound-feet of torque, the 135-kWh option will be rated 754 horsepower and 826 pound-feet, while the 180-kWh model is rated 700 horsepower and 826 pound-feet. Apparently buyers will be able to “unlock” more power after purchase thanks to over-the-air updates — similar to how Tesla has offered upgrades like “Ludicrous mode” via software.

Other key truck specs include a payload rating of 1,764 pounds and a tow rating of just over 11,000 pounds. The truck’s curb weight is listed at 5,886 pounds. Because all of the power electronics and components are fully sealed, the R1T can also safely wade through 3.3 feet of water, or about a foot more than the new Mercedes-Benz G-Class.

The truck’s cabin has a minimalist design that blends high-tech screens with genuine wood and leather.

Rivian

Yes, it’ll go off-road

Rivian executive director of engineering Mark Vinnels promises the R1T will have impressive off-roading abilities. He notes that electric motors’ output can be controlled much more precisely than using the brakes on a traditional vehicle for traction control. In other words, expect clever strategies for using all four motors to deliver lots of grip.

An adaptive air suspension is standard, and in its highest “Off-Road II” ride height it delivers 14.2 inches of ground clearance, as well as a 34-degree approach angle, 30-degree departure angle and the ability to scale a 45-degree gradient. For reference, a Jeep Wrangler Rubicon has comparable numbers of 10.8 inches, 44 degrees and 37 degrees.

With the battery pack mounted low down in the chassis, keeping it safe from rock impacts is critical. Vinnels says engineers are still evaluating protection designs ranging from composites to kevlar to metals. His team has “some pretty severe targets that we’ve set” for battery penetration, with one test involving dropping the battery from its highest ride height onto a very small, very sharp object. He seems confident the average off-roader will not puncture the battery pack.

A cutaway of Rivian’s “Skateboard,” which combines all of the drive components, the battery, the brakes and suspension.

Rivian

Also enabling off-road articulation is a hydraulic anti-roll system. Rather than traditional anti-roll bars, the R1T uses hydraulically linked cylinders to provide lots of roll control and comfort for on-road driving while allowing for wheel travel off-road. Vinnels didn’t provide many more details on the system at the preview event.

High-tech cabin

The inside of the Rivian R1T has a decidedly minimalist look to it, recalling the style of newer Volvos, with lots of exposed wood, “hidden” HVAC vents and, yes, even green leather seats in the model shown at the preview. There are, as is modern-car fashion, two giant screens on the dash. One serves as the all-encompassing instrument cluster, while the other is a giant touchscreen with swipeable “tiles” of information. Rivian promises the nav system will have lots of off-road terrain maps, too, for people who do use the R1T for off-the-grid journeys.

Clever details in the cabin include removable and interchangeable storage bag designs in the door pockets, removable and easily cleanable floor mats and seating materials that help resist dust and water stains. With no transmission tunnel, the floor is completely flat, allowing for plenty of space between driver and passenger.

Rivian also promises the R1T will have a full suite of active safety tech — without going into specifics, Vinnels promises all the features we’d expect on rival luxury vehicles. Those sensors are also said to allow for Level 3 highway self-driving, where the driver could take his or her attention fully away from the task of driving. We’ll have to wait to learn what types of limitations are imposed on that when the truck makes production. Cadillac Super Cruise, for instance, uses clever eye-tracking technology, while Audi has thus far declined to bring its Level 3 tech to the US.

Rivian’s factory in Normal, Illinois, formerly was owned by Mitsubishi.

Rivian

The next hurdle: Building it

Of course, designing a great car is one thing, but producing it in high volumes and high quality is tougher — as Tesla has proven with its struggles ramping up Model 3 production.

“It’s the biggest challenge we have,” admits Vinnels, noting that assembly was a concern from day one. “The ‘design for engineering’ ethos has runs through the entire team… every surface [on the vehicle] we know we can manufacture.”

Rivian’s team has already been working to source all of the truck’s components. And the company bought a former Mitsubishi plant in Normal, Illinois, and will rehab it to build the R1T and R1S. Still, there’s clearly a lot more work to be done between now and November 2020, when Rivian tentatively hopes to start selling the R1T.

As Scaringe’s presentation about aspirational brands alluded, the R1T will also be pretty expensive. It will start at $69,000, or $61,500 with the $7,500 federal tax rebate, though pricing would of course vary depending on which battery pack and options a buyer selected. (One intriguing option: a “Marathon” model which would have a low feature set but the largest battery pack, designed for people who plan to take lots of long trips off-road.) Stay tuned over the next two years as we see how those plans evolve as the all-electric truck heads to production.

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[robertkstone]

2020 Rivian R1T EV First Look: The Electric Pickup Truck

Elon Musk has been toying with the idea of a Tesla pickup truck for years and has even amped up the prospect recently asking his Twitter followers for feature ideas. Per his most recent “Master Plan,” though, it’ll come after the Model Y crossover, which is still at least two years away. That’s a problem for Tesla, because the 2020 Rivian R1T electric pickup is also two years away.

Automakers large and small have toyed with hybrid and full-electric pickups over the years, and several are slated for the near future. Ohio-based Workhorse is the only other one planning to build a dedicated EV truck from the ground up rather than convert an existing model, and it’ll be first to market early next year if all goes to plan. Although Workhorse’s range-extended W-15 will be sold to the public, it was expressly designed for commercial fleets and is a no-frills affair. Rivian’s R1T, on the other hand, is made for you.

At 215.5 inches long, the R1T is roughly the size of a single-cab Toyota Tacoma. Its 136-inch wheelbase splits the difference between a single- and double-cab Tacoma, though, to give the R1T better approach, departure, and breakover angles (34, 30, and 26 degrees, respectively) as well as more interior space. Helping make those numbers possible is a standard air suspension that gives the R1T 7.9 inches to 14.2 inches of ground clearance, significantly greater than the Tacoma’s 9.4 inches. Rivian claims a fording depth of 39.4 inches, after which point it says the truck will begin to float (Toyota doesn’t publish an official fording depth for the Tacoma). Another cool off-road stat: It can climb a 45-degree (100-percent) grade, thanks to its sedan-low center of gravity.

Rivian really does intend for you to take its truck off-road. The company claims it’s done extensive off-roading and even rock crawling as part of its development and to calibrate the many drive modes of the off-road terrain selector. You haven’t heard about it because all the prototypes were disguised as F-150s.

Helping make that possible is the “skateboard” architecture. Much like a traditional pickup truck, the R1T uses a body-on-frame design, but one from the future. Borrowing an idea pioneered by GM back in 2002, Rivian’s skateboard incorporates the battery, motors, transmissions, cooling system, and front and rear suspension into a complete module that can have any type of body bolted on top of it. As with most purpose-built EVs, a long, flat battery pack sits in the middle with the front and rear subframes attached to either end. The front subframe consists of a control-arm suspension with two motors and two transmissions placed behind the front axle for optimal weight distribution. The rear subframe uses a multilink suspension and places its two motors and two transmissions ahead of the rear axle for the same reason. Neither end uses an anti-roll bar. In their place is Tenneco’s Kinetic damping system that links the upper shock chambers on one side of the car with the lower chambers on the opposite side, so that when cornering, cross-car hydraulic flow prevents body roll. Six-piston front brakes and 20-inch wheels wrapped in 275/65R20 Pirelli Scorpion tires are standard fare.

The motors themselves are off-the-shelf permanent-magnet units mounted sideways and pointing inward. Each drives one wheel through a centrally mounted single-speed transmission. To save weight, each pair of transmissions front and rear shares the same case, but no moving parts. Putting the transmission outputs in the center of the vehicle allows for long half-shafts that Rivian says give the R1T greater wheel articulation. More important, each wheel having its own motor allows for precise torque vectoring at each wheel independently of the others, which should allow the R1T better traction than any mechanical system.

Each motor is rated at 147 kilowatts, or 197 horsepower, for a total of 588 kW or 788 hp. Torque depends on which battery you buy, rated at 413 lb-ft for the smallest and 826 lb-ft for the two larger batteries. With a curb weight estimated at just under 5,900 pounds (with a 7,650-pound GVWR), Rivian claims the aluminum and steel R1T will hit 60 mph in just 3.0 seconds with the medium-sized battery. The large battery needs 3.2 seconds, while the small battery models will hit 60 mph in about 5.0 seconds. The small battery model’s output will be upgradable—permanently or temporarily—via over-the-air updates. Perhaps of greater concern to truck owners, Rivian also claims an 11,000-pound tow rating, though max towing will slow you down and cut your range in half. A four-door, four-wheel-drive Tacoma’s tow rating tops out at 6,400 pounds.

That’s not a huge problem, though. Rivian’s smallest lithium-ion battery is rated at 105 kW-hr, 5 kW-hr more than Tesla’s largest battery. There’s also a medium-sized battery good for 135 kW-hr and a “MegaPack” that holds 180 kW-hr. These batteries provide “230-plus,” “300-plus”, and “400-plus” miles of range, respectively. Regardless of capacity, each battery pack is made up of modules that can be replaced individually and won’t strand the vehicle if one goes down. Each module holds up to 15 kW-hr and contains 864 cylindrical 21700-type cells. The small battery uses seven modules, the midsized one has nine, and there are 12 in the MegaPack. All have been fully tested to work between –40 and 122 degrees Fahrenheit.

Rivian hasn’t announced all charging times yet but says the R1T can currently handle up to 160-kW charging (400 amps at 400 volts) through its SAE CCS–type plug in the driver’s-side front fascia. The MegaPack will take an 80-percent charge in 50 minutes at such a charger and add 200 miles of range in 30 minutes. The company also says the computer will monitor your charging routine (Level 2 at home every night, using DC Fast chargers all the time, etc.) and adjust itself to maximize battery life. Like all EVs, charging will slow down as the battery passes 80 percent capacity. The pack itself is protected by a multilayer ballistic shield designed for both on- and off-road hazards.

Of course, there are other truck tasks beyond towing and trail running. The R1T is rated for 1,760 pounds of payload. As of now, though, the R1T is only offered with a bed that’s 4.6 feet long by 4.5 feet wide—considerably shorter than the Tacoma’s beds. On the plus side, Rivian took repairability into account and made sure the front fenders and bed sides are bolt-on and easily replaced.

Part of the reason for the shorter-than-average bed is the party trick: a 12.4-cubic-foot horizontal “Gear Tunnel” storage compartment under the rear seat that’s accessed from small drop-down doors on either side of the bed just behind the rear passenger doors. It’s designed to hold things like golf bags, snowboards, or collapsed baby strollers, and the doors themselves can be used as seats while donning your surf gear or steps to access the roof or bed (they can support 300 pounds). The access doors are opened by buttons on the front corners of the bed rails.

Also likely to impress your friends is a standard built-in power tonneau cover that rolls up in a hidden cavity above the horizontal storage compartment and deploys and retracts with the touch of a button. (This tonneau, a gentle spoiler on the tailgate, front-wheel air curtains, and the aforementioned ballistic full bellypan with rear diffuser deliver what Rivian claims will be a class-leading pickup-truck drag coefficient.) Controls are located on the top of the bed rail above the driver’s-side taillight. Also controlled by those buttons is the power tailgate, which doesn’t just go up and down electrically but can drop straight down 180 degrees to allow easier access to the bed. Cables in each side of the bed can secure gear and alert your phone if anyone cuts or tampers with them. There are three 110-volt outlets and four USB outlets in the bed to keep everything charged. Rivian will sell telescopic accessory crossbars that can mount in the bed, to the bed rails, or to the roof. A channel in these bars will accept mounting hardware for typical sporting equipment.

If you still haven’t found enough space for your stuff, Rivian says you can remove the spare tire from its tub under the bed floor for another 7.0 cubic feet (the Honda Ridgeline’s bed trunk holds 7.3 cu ft). That is, of course, if you’ve already filled the 11.7-cu-ft “frunk” under the hood, which Rivian claims is larger than the one in the nose of a Tesla Model X.

Still not enough? Rivian will offer telescoping racks that mount to the roof and/or bed rails with adjustable mounts that you can attach bikes, cargo boxes, and even tents to.

Get the small or medium-sized battery, and there’s 3.4 cu ft of storage space under the rear seats. Most of the interior is covered in a material called Super Fabric, which repels nearly every conceivable stain without looking and feeling cheap. All of the wood trim is acquired from sustainable sources. The floor mats are made of Chilewich, a woven extruded yarn that’s both durable and washable. The floor mats in particular are meant to be popped out and hosed off after a day in the field, on the trail, or your average rainy day.

Also able to be popped out: the rear door speakers, so you can have tunes at your next tailgate party. Oh, and just like Rolls-Royce stows umbrellas in the fenders, Rivian stows LED flashlights in its doors.

Moving upward, the R1T comes with a standard panoramic sunroof and a fixed rear window. If that’s not enough light for you, ambient lighting is hidden throughout the interior.

Another thing you won’t see inside the R1T is buttons. All the controls are touchscreens, with a big 15.3-inch one for infotainment, a 12.3-inch one in the instrument cluster, and a small one in the rear below the front center console for adjusting the multizone climate control. All expected advance driver-assistance systems will be offered, including Level 3 autonomy (leveraging a full suite of radar, lidar, and camera sensors).

Speaking of that center console up front, Rivian heavily debated offering a front bench seat but decided against it for safety reasons (as in other large trucks, it’s difficult to amply protect the center occupant with the passenger airbag). There are six USB ports sprinkled around the cabin.

Although it looks ready to roll, Rivian says the R1T you see here is “92 percent” finished. The skateboard is done, the company says, but there’s some work left to do on the cab and bed. As such, the R1T won’t go on sale until late 2020. When it does, the MegaPack full-power models will lead the charge and start in the mid-$80,000 range in its most basic Marathon trim (best range/lowest equipment level). The smaller batteries will go into production a year later with pricing for the 105-kW-hr battery starting in the upper $60,000 range.

The R1T pickup and the R1S SUV, which will go on sale a year later, will both be built in Rivian’s Normal, Illinois, factory along with their batteries. You might recognize it as a former Mitsubishi plant that closed its doors in 2015. Rivian bought it last year along with the equipment inside and hopes to hit 20,000 total sales in its first year with the pickup leading the charge, then 50,000 the second year. We think the SUV will be the better seller. Either way, hitting those numbers won’t be easy. Just ask Tesla. Speaking of whom, Rivian plans to borrow Elon Musk’s direct-to-customer sales model using mall store kiosks, potentially offering subscription usage models, and possibly contracting with third-party providers to deliver Genesis-like concierge maintenance and service.

Despite just now bursting onto the scene, Rivian has been around since 2009. We got our first hint of the project back in June when the company promised us a pickup truck and an SUV combining “the acceleration of a Ferrari with the off-road capability of a Rover or Jeep.” The company is privately funded, with the majority shareholder being a Saudi conglomerate named Abdul Latif Jameel Company Ltd., which owns several green energy businesses and also distributes Toyota and Lexus vehicles in a number of countries. While the pickup and SUV will lead things off, Rivian has four more vehicles planned to debut by 2030 and will also build some of its own branded EV chargers in places it thinks truck and SUV buyers will go that don’t currently have charging stations, like national parks.

IFTTT

[carreviewpricetv]

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[jesusvasser]

Polestar 1 Launches Volvo’s Electrified Performance Brand

Update: After its premiere on October 17, 2017, the Polestar 1 made its public debut at the 2018 Geneva auto show.

SHANGHAI, CHINA — Born from the nexus of Volvo Cars’ engineering prowess and Zhejian Geely Holding Group chairman Li Shufu’s tremendous vision (and bank account), the Polestar brand is the Geely-Volvo group’s attempt to break its in-house performance brand out into a standalone one that’s about more than just go-fast Swedish metal.

Taking the Tesla empire head-on might seem bold, especially since the Polestar 1, the brand’s debut car, isn’t an electric car at all, but a high-performance plug-in hybrid grand tourer with up to 93 miles of range in all-electric mode. But that’s exactly what Polestar plans to do, with two more cars in the pipeline designed explicitly to take on the Model 3 and the as-yet-unannounced Model Y.

With an unusual front combustion/rear electric split, the Polestar 1 generates a combined total of 600 hp and 738 lb-ft of torque, roughly on par with Mercedes-AMG’s stout twin-turbo V-12. But instead of a single giant lump of metal powering the Polestar 1, the performance coupe uses a Volvo Drive-E four-cylinder engine to drive the front wheels, and a pair of electric motors combined through a planetary gear set to drive the rear wheels.

In addition to the 93 miles of all-electric range in its “Pure” all-electric mode, the Polestar 1 generates 218 hp when running on electrons alone. But it’s not all about the powertrain when it comes to Polestar performance.

The Polestar 1 is the first Geely-Volvo group product to use a carbon fiber structure, with the material being used for the “major body parts.” The result? Weight savings of 506 lb versus conventional materials, a 45-percent increase in torsional rigidity, and a lower center of gravity. Thanks to the carbon fiber and the dual powertrain setup, the Polestar 1 is said to offer a decidedly performance-oriented 48/52 front/rear weight balance, though its exact weight, like its engine specs, remains under wraps.

Beneath the Polestar 1’s carbon fiber body sits Volvo’s Scalable Product Architecture, which also forms the basis for the S90 and XC90. Despite the SPA-based construction, the car’s unique requirements mean about 50 percent of components are new and unique to the Polestar brand. Compared to the S90, the Polestar 1 is also very different dimensionally: It’s 25.5 inches shorter, including 12.6 in removed from the wheelbase and another 7.9 in taken out of the rear overhang for sportier proportions.

Another first for the group is the Polestar 1’s use of its twin electric motors for true torque vectoring: separating and sending power to each rear wheel to better drive the car through the corner.

Not a first is the use of Öhlins dampers in the suspension—that’s something Polestar has been doing for years—but the Polestar 1 is the first car in the world to use Öhlins’ Continuously Controlled Electronic Suspension (CESi). This system uses an electronically controlled valve to monitor road and driver inputs, acting within 2 milliseconds to adjust damping for optimal behavior. The CESi system also allows for driver-selected modes, though Polestar hasn’t yet revealed which modes might be offered, or how they’ll modify ride and handling characteristics.

With 600 hp and gargantuan torque, the Polestar 1 will need equally potent brakes to suffer more than the occasional panic stop. Fortunately, it’s fitted with Akebono six-piston calipers and 15.7-inch discs.

If this sounds like exactly your cup of Swedish-tinged, Chinese-made tea, there are some bad news: you’ll have to wait. The Polestar 1 doesn’t start production until mid-2019, and even then, it won’t be for sale—all Polestar vehicles will be placed in consumer hands on a subscription basis. Worse, only 500 will be released per year, so you may have to wait even longer.

So what about the two Polestars to come? Polestar 2 will reach production in late 2019, and will be the group’s first battery electric car. The design brief? A mid-sized car that will “join the competition around the Tesla Model 3.” Polestar 3 will be a larger electric crossover, and will follow sometime after the Polestar 2. Polestar says the 3 will slot in between the 1 and the 2 in terms of pricing and production volume.

Hey wait, what about that subscription plan? What does that mean? It means a single, flat monthly payment, with no deposit, that covers all costs of owning the car, from depreciation to insurance to maintenance, for a period of either two or three years. The maintenance portion of the plan even includes pickup and delivery at the customer’s convenience. An undisclosed number of car rental days and a range of concierge services will also be included in the subscription plan.

Polestar also plans to offer on-demand use of vehicle accessories, such as a roof box or rack for a ski holiday. Once scheduled through an app, Polestar will bring the accessory, install it on the car, and, when the customer is finished with it, remove it and take it back. An additional charge on top of the monthly subscription is required for on-demand accessory use. Once the subscription plan has run its term, the user can simply return the car to Polestar, or have a new one delivered in its place; their previous Polestar will be refurbished and offered for subscription as a pre-owned vehicle.

In fact, Polestar plans to offer a completely store-free experience— a model that may face even more challenge in the U.S. than Tesla’s. From end to end, the entire Polestar process is digital—or at least it can be. A customer need never leave the house, let alone set foot in a Polestar dealership, to test drive, subscribe, and get exactly the car they want delivered to their door. Instead, there will be Polestar stores—called “spaces” in Polestarese—where customers can access expert staff for assistance in demonstration or explanation of any features, as well as assisting in the subscription process. Polestar Spaces will be kept separate from Volvo showrooms, with the opening of the first Space planned for the first quarter of 2019.

With Tesla already working to ramp up Model 3 production and excellent cars like the Chevrolet Bolt already on the road from mainstream, high-volume manufacturers, a mid-2019 entry with a low-volume, high-performance halo hybrid might seem a year (or five) late. In truth, it is, but at the same time, Polestar is angling to place itself out in front of the new pack: Electric-first, high-performance, and thoroughly modern, not just in product terms, but in terms of the whole brand experience. The cars and their marriage of earth-friendliness and performance are attractive, but it’s the business model that will make or break Polestar.

Is the world ready for a subscription-based, on-demand, electric-powersliding future? Maybe not, but I sure am.

The post Polestar 1 Launches Volvo’s Electrified Performance Brand appeared first on Automobile Magazine.

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[eddiejpoplar]

Polestar 1 Launches Volvo’s Electrified Performance Brand

Update: After its premiere on October 17, 2017, the Polestar 1 made its public debut at the 2018 Geneva auto show.

SHANGHAI, CHINA — Born from the nexus of Volvo Cars’ engineering prowess and Zhejian Geely Holding Group chairman Li Shufu’s tremendous vision (and bank account), the Polestar brand is the Geely-Volvo group’s attempt to break its in-house performance brand out into a standalone one that’s about more than just go-fast Swedish metal.

Taking the Tesla empire head-on might seem bold, especially since the Polestar 1, the brand’s debut car, isn’t an electric car at all, but a high-performance plug-in hybrid grand tourer with up to 93 miles of range in all-electric mode. But that’s exactly what Polestar plans to do, with two more cars in the pipeline designed explicitly to take on the Model 3 and the as-yet-unannounced Model Y.

With an unusual front combustion/rear electric split, the Polestar 1 generates a combined total of 600 hp and 738 lb-ft of torque, roughly on par with Mercedes-AMG’s stout twin-turbo V-12. But instead of a single giant lump of metal powering the Polestar 1, the performance coupe uses a Volvo Drive-E four-cylinder engine to drive the front wheels, and a pair of electric motors combined through a planetary gear set to drive the rear wheels.

In addition to the 93 miles of all-electric range in its “Pure” all-electric mode, the Polestar 1 generates 218 hp when running on electrons alone. But it’s not all about the powertrain when it comes to Polestar performance.

The Polestar 1 is the first Geely-Volvo group product to use a carbon fiber structure, with the material being used for the “major body parts.” The result? Weight savings of 506 lb versus conventional materials, a 45-percent increase in torsional rigidity, and a lower center of gravity. Thanks to the carbon fiber and the dual powertrain setup, the Polestar 1 is said to offer a decidedly performance-oriented 48/52 front/rear weight balance, though its exact weight, like its engine specs, remains under wraps.

Beneath the Polestar 1’s carbon fiber body sits Volvo’s Scalable Product Architecture, which also forms the basis for the S90 and XC90. Despite the SPA-based construction, the car’s unique requirements mean about 50 percent of components are new and unique to the Polestar brand. Compared to the S90, the Polestar 1 is also very different dimensionally: It’s 25.5 inches shorter, including 12.6 in removed from the wheelbase and another 7.9 in taken out of the rear overhang for sportier proportions.

Another first for the group is the Polestar 1’s use of its twin electric motors for true torque vectoring: separating and sending power to each rear wheel to better drive the car through the corner.

Not a first is the use of Öhlins dampers in the suspension—that’s something Polestar has been doing for years—but the Polestar 1 is the first car in the world to use Öhlins’ Continuously Controlled Electronic Suspension (CESi). This system uses an electronically controlled valve to monitor road and driver inputs, acting within 2 milliseconds to adjust damping for optimal behavior. The CESi system also allows for driver-selected modes, though Polestar hasn’t yet revealed which modes might be offered, or how they’ll modify ride and handling characteristics.

With 600 hp and gargantuan torque, the Polestar 1 will need equally potent brakes to suffer more than the occasional panic stop. Fortunately, it’s fitted with Akebono six-piston calipers and 15.7-inch discs.

If this sounds like exactly your cup of Swedish-tinged, Chinese-made tea, there are some bad news: you’ll have to wait. The Polestar 1 doesn’t start production until mid-2019, and even then, it won’t be for sale—all Polestar vehicles will be placed in consumer hands on a subscription basis. Worse, only 500 will be released per year, so you may have to wait even longer.

So what about the two Polestars to come? Polestar 2 will reach production in late 2019, and will be the group’s first battery electric car. The design brief? A mid-sized car that will “join the competition around the Tesla Model 3.” Polestar 3 will be a larger electric crossover, and will follow sometime after the Polestar 2. Polestar says the 3 will slot in between the 1 and the 2 in terms of pricing and production volume.

Hey wait, what about that subscription plan? What does that mean? It means a single, flat monthly payment, with no deposit, that covers all costs of owning the car, from depreciation to insurance to maintenance, for a period of either two or three years. The maintenance portion of the plan even includes pickup and delivery at the customer’s convenience. An undisclosed number of car rental days and a range of concierge services will also be included in the subscription plan.

Polestar also plans to offer on-demand use of vehicle accessories, such as a roof box or rack for a ski holiday. Once scheduled through an app, Polestar will bring the accessory, install it on the car, and, when the customer is finished with it, remove it and take it back. An additional charge on top of the monthly subscription is required for on-demand accessory use. Once the subscription plan has run its term, the user can simply return the car to Polestar, or have a new one delivered in its place; their previous Polestar will be refurbished and offered for subscription as a pre-owned vehicle.

In fact, Polestar plans to offer a completely store-free experience— a model that may face even more challenge in the U.S. than Tesla’s. From end to end, the entire Polestar process is digital—or at least it can be. A customer need never leave the house, let alone set foot in a Polestar dealership, to test drive, subscribe, and get exactly the car they want delivered to their door. Instead, there will be Polestar stores—called “spaces” in Polestarese—where customers can access expert staff for assistance in demonstration or explanation of any features, as well as assisting in the subscription process. Polestar Spaces will be kept separate from Volvo showrooms, with the opening of the first Space planned for the first quarter of 2019.

With Tesla already working to ramp up Model 3 production and excellent cars like the Chevrolet Bolt already on the road from mainstream, high-volume manufacturers, a mid-2019 entry with a low-volume, high-performance halo hybrid might seem a year (or five) late. In truth, it is, but at the same time, Polestar is angling to place itself out in front of the new pack: Electric-first, high-performance, and thoroughly modern, not just in product terms, but in terms of the whole brand experience. The cars and their marriage of earth-friendliness and performance are attractive, but it’s the business model that will make or break Polestar.

Is the world ready for a subscription-based, on-demand, electric-powersliding future? Maybe not, but I sure am.

The post Polestar 1 Launches Volvo’s Electrified Performance Brand appeared first on Automobile Magazine.

from Performance Junk Blogger 6 http://ift.tt/2yqfzaZ via IFTTT

[jonathanbelloblog]

Polestar 1 Launches Volvo’s Electrified Performance Brand

SHANGHAI, CHINA — Born from the nexus of Volvo Cars’ engineering prowess and Zhejian Geely Holding Group chairman Li Shufu’s tremendous vision (and bank account), the Polestar brand is the Geely-Volvo group’s attempt to break its in-house performance brand out into a standalone one that’s about more than just go-fast Swedish metal.

Taking the Tesla empire head-on might seem bold, especially since the Polestar 1, the brand’s debut car, isn’t an electric car at all, but a high-performance plug-in hybrid grand tourer with up to 93 miles of range in all-electric mode. But that’s exactly what Polestar plans to do, with two more cars in the pipeline designed explicitly to take on the Model 3 and the as-yet-unannounced Model Y.

With an unusual front combustion/rear electric split, the Polestar 1 generates a combined total of 600 hp and 738 lb-ft of torque, roughly on par with Mercedes-AMG’s stout twin-turbo V-12. But instead of a single giant lump of metal powering the Polestar 1, the performance coupe uses a Volvo Drive-E four-cylinder engine to drive the front wheels, and a pair of electric motors combined through a planetary gear set to drive the rear wheels.

In addition to the 93 miles of all-electric range in its “Pure” all-electric mode, the Polestar 1 generates 218 hp when running on electrons alone. But it’s not all about the powertrain when it comes to Polestar performance.

The Polestar 1 is the first Geely-Volvo group product to use a carbon fiber structure, with the material being used for the “major body parts.” The result? Weight savings of 506 lb versus conventional materials, a 45-percent increase in torsional rigidity, and a lower center of gravity. Thanks to the carbon fiber and the dual powertrain setup, the Polestar 1 is said to offer a decidedly performance-oriented 48/52 front/rear weight balance, though its exact weight, like its engine specs, remains under wraps.

Beneath the Polestar 1’s carbon fiber body sits Volvo’s Scalable Product Architecture, which also forms the basis for the S90 and XC90. Despite the SPA-based construction, the car’s unique requirements mean about 50 percent of components are new and unique to the Polestar brand. Compared to the S90, the Polestar 1 is also very different dimensionally: It’s 25.5 inches shorter, including 12.6 in removed from the wheelbase and another 7.9 in taken out of the rear overhang for sportier proportions.

Another first for the group is the Polestar 1’s use of its twin electric motors for true torque vectoring: separating and sending power to each rear wheel to better drive the car through the corner.

Not a first is the use of Öhlins dampers in the suspension—that’s something Polestar has been doing for years—but the Polestar 1 is the first car in the world to use Öhlins’ Continuously Controlled Electronic Suspension (CESi). This system uses an electronically controlled valve to monitor road and driver inputs, acting within 2 milliseconds to adjust damping for optimal behavior. The CESi system also allows for driver-selected modes, though Polestar hasn’t yet revealed which modes might be offered, or how they’ll modify ride and handling characteristics.

With 600 hp and gargantuan torque, the Polestar 1 will need equally potent brakes to suffer more than the occasional panic stop. Fortunately, it’s fitted with Akebono six-piston calipers and 15.7-inch discs.

If this sounds like exactly your cup of Swedish-tinged, Chinese-made tea, there are some bad news: you’ll have to wait. The Polestar 1 doesn’t start production until mid-2019, and even then, it won’t be for sale—all Polestar vehicles will be placed in consumer hands on a subscription basis. Worse, only 500 will be released per year, so you may have to wait even longer.

So what about the two Polestars to come? Polestar 2 will reach production in late 2019, and will be the group’s first battery electric car. The design brief? A mid-sized car that will “join the competition around the Tesla Model 3.” Polestar 3 will be a larger electric crossover, and will follow sometime after the Polestar 2. Polestar says the 3 will slot in between the 1 and the 2 in terms of pricing and production volume.

Hey wait, what about that subscription plan? What does that mean? It means a single, flat monthly payment, with no deposit, that covers all costs of owning the car, from depreciation to insurance to maintenance, for a period of either two or three years. The maintenance portion of the plan even includes pickup and delivery at the customer’s convenience. An undisclosed number of car rental days and a range of concierge services will also be included in the subscription plan.

Polestar also plans to offer on-demand use of vehicle accessories, such as a roof box or rack for a ski holiday. Once scheduled through an app, Polestar will bring the accessory, install it on the car, and, when the customer is finished with it, remove it and take it back. An additional charge on top of the monthly subscription is required for on-demand accessory use. Once the subscription plan has run its term, the user can simply return the car to Polestar, or have a new one delivered in its place; their previous Polestar will be refurbished and offered for subscription as a pre-owned vehicle.

In fact, Polestar plans to offer a completely store-free experience— a model that may face even more challenge in the U.S. than Tesla’s. From end to end, the entire Polestar process is digital—or at least it can be. A customer need never leave the house, let alone set foot in a Polestar dealership, to test drive, subscribe, and get exactly the car they want delivered to their door. Instead, there will be Polestar stores—called “spaces” in Polestarese—where customers can access expert staff for assistance in demonstration or explanation of any features, as well as assisting in the subscription process. Polestar Spaces will be kept separate from Volvo showrooms, with the opening of the first Space planned for the first quarter of 2019.

With Tesla already working to ramp up Model 3 production and excellent cars like the Chevrolet Bolt already on the road from mainstream, high-volume manufacturers, a mid-2019 entry with a low-volume, high-performance halo hybrid might seem a year (or five) late. In truth, it is, but at the same time, Polestar is angling to place itself out in front of the new pack: Electric-first, high-performance, and thoroughly modern, not just in product terms, but in terms of the whole brand experience. The cars and their marriage of earth-friendliness and performance are attractive, but it’s the business model that will make or break Polestar.

Is the world ready for a subscription-based, on-demand, electric-powersliding future? Maybe not, but I sure am.

The post Polestar 1 Launches Volvo’s Electrified Performance Brand appeared first on Automobile Magazine.

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[ramialkarmi]

Tesla is about to confront dueling best- and worst-case scenarios, and anything could happen (TSLA)

Tesla is preparing for its biggest year ever.

In the next six months, it will launch the $35,000 Model 3 mass-market car, and, over the course of 2017, the investment community will find out whether Elon Musk's company can live up to its new business model as a vertically integrated energy firm, after its 2016 acquisition of SolarCity for $2 billion.

The stakes are high for the company and its $40 billion market cap. On Wall Street, the bear case for Tesla indicated that its stock could plummet to $50 from the current level of about $250. The bull case suggests that $500 per share could be in the cards.

Such a wide disparity has driven wild volatility in Tesla's share price over the past two years. And to call it disparity really does investors a disservice. It's actually disagreement over whether Tesla can be a successful sustainable-energy conglomerate or settle into a modest role as a provider of luxury electrified transportation.

This year will be critical to Tesla matching bullish expectations, or trimming itself back and witnessing the bear case take hold.

So there are two scenarios that could play out: best and worst.

SEE ALSO: Tesla's business just got much more complicated

The worst-case scenario

The bad news first.

Let's explore what happens if everything goes wrong for Tesla in 2017.

The biggest risk is that the Model 3 launch is delayed. A delayed launch in and of itself wouldn't be a signal that actual volume production of the Model 3 is at risk — Tesla could launch the car in 2018 and play catch-up at the factory — but it would be a sign that all the positive indications we've gotten so far about the timing of launch were misleading.

If the 3 is delayed, the next question is "for how long?" The Model X SUV arrived three years late. The Model 3 won't be that late, but any significant lag — say, six months or more — would mean that Tesla would be forced to ask some percentage of the 373,000 preorder customers to wait. Tesla also wouldn't be able to collect the revenue, which could add up to billions.

Awkward moments

Two quarters of delays would mean awkward exchanges on earnings calls with Wall Street analysts. Musk and his team have already concluded that Wall Street doesn't have much of a clue about what the company is all about, so the exchanges themselves would be less troubling than the negative research notes and downgrades to ratings and target prices that would push shares below $200 and damage Tesla's ability to finance itself through capital raises, of either equity or convertible debt.

That situation could compel Tesla to further draw on its lines of credit. There's no point in sitting on the money when you're trying to change the world, but it's worth remembering that Tesla has added $3 billion in SolarCity debt to its balance sheet — debt that will need to be serviced.

What we can see is a cascade of terrible stuff that would undermine Tesla's relatively monumental ambitions. Given the now debt-laden balance sheet, it could put the company under a certain amount of existential pressure. I don't think bankruptcy would be on the table without a cataclysmic economic or political event that lays waste to the entire auto sector, but Musk would have to pull way back, perhaps abandoning the 3 and focusing on the S and the X, in the process becoming a niche luxury carmaker rather than a mass-market purveyor of clean mobility.

Other risks

Other stuff could go wrong. The fatal Autopilot accident in 2016 sent Tesla into a deep soul search, before the company decided that it needed to stay the course on its autonomous goals. There could be a massive recall (Tesla has already dealt with several modest ones). The Trump administration could withdraw support for electric vehicles, which could add $7,500 to the price tag of every Tesla sold (that's the current federal tax credit).

But the worst of the worst-case scenario centers on the Model 3 and its delay or failure.

The best-case scenario

Now the good news. What if Tesla does everything right in 2017?

That outcome begins with launching the Model 3 before the end of the year. There's a better-than-average chance that Tesla will launch the car sooner than expected, but that doesn't mean they'll be delivering 5,000 a month before 2017 closes out.

More likely, volume production won't happen until mid-2018 or later. But an on-time launch will have huge symbolic effect and could send Tesla shares surging past $300 for the first time.

Tesla could jump ahead on the self-driving front, using Autopilot to beat competitors such as General Motors and Ford to market by years. After 2016's fatal Autopilot accident, Tesla has doubled down on the technology and is now building the hardware into every new vehicle.

New cars!

Musk & Co. could unveil a host of new vehicles and stoke media interest in the brand. A crossover SUV — think smaller Model X — is already planned, the Model Y. And Musk has hinted at a pickup and a semi, not to mention a revamped Roadster, Tesla's original car, production of which as discontinued a few years back. Teslas are bonkers fast, so serving up a proper sports car would delight the company's most passionate fans.

Tesla could also begin to establish its Tesla Network of car-sharing options and lay the groundwork for ride hailing, providing some parity with Uber and Lyft and bringing Tesla into a Silicon Valley business that it's largely missed out on so far.

Continued expansion of the Gigafactory in Nevada would be a good sign that Tesla's energy ambitions can be supported, along with the Model 3 production rollout. Both of those would require a lot of lithium-ion-battery cells.

The solar factor

And let's not overlook SolarCity. Musk has managed to rev up enthusiasm for Tesla's solar roof, and an early rollout of that product would start to shift the old SolarCity business away from leasing and toward fully purchased solar solutions. That would support Tesla Energy, as many roof customers may want to buy a storage battery. But it would also help Tesla to start moving some assets off its balance sheet — leased SolarCity panels that Tesla is now responsible for.

If Tesla achieved most of this, the company would be riding high by the end of 2017, even if it burned all its cash (roughly $3 billion) and continued to show no profit.

What will probably happen

The news probably won't be all good or all bad. It will likely be a mix of both.

To run it down:

—Tesla would launch the Model 3 early or as scheduled, but volume production wouldn't arrive until late 2018. The bottom line is that although Tesla is getting better at launching cars, it's still struggling to build them in large volumes. —The stock would find a stable level, absent any big news. After a rally at the beginning of 2017, shares have fallen back after Tesla declined to offer full-year guidance on deliveries (last year was a miss, at just under 80,000, and 2017 could come in at something like 100-150,000, but Musk wants 500,000 by 2018). With another quarter or two of reporting to come before the Model 3 launch, investors will have opportunities to take profits. There's a decent chance that Tesla could dip below $200 again before the end of the year. —The SolarCity issues would be kicked down the road. Model 3 has to be the focus, so Musk will probably take the same progressive approach with solar roof as he has with Tesla Energy: a slow build. That said, investors are going to be concerned about how much more debt Tesla is carrying because high-growth companies aren't supposed to be bogged down with liabilities. —The Gigafactory would continue to expand. —Tesla would get more aggressive about competing with Uber and Lyft. Time's a wastin', and the dominant narrative of tech-enabled mobility has decisively shifted from electric cars to shared transportation and transportation on demand. —Autopilot would continue to improve. The technology is already state of the art and nobody else is racking up many real-world miles. Tesla's ingrained network effects and first-mover advantage would start to pay dividends in 2017.

On balance, Tesla is under massive pressure to execute in 2017, but the company is in the best financial position it ever has been. Neither the best nor the worst should come to pass. But we're going to want to pay attention no matter what.

See the rest of the story at Business Insider