MSRP

I was looking for the most affordable BEV, and not much more. For a time, the only options for a BEV in America were the Tesla Model S, and Model X, starting at US$96,000+ and up. (Before that, there was also the Roadster, US$250,000).

When the Model Y (US$37k+), and Model 3 (US$35k+) came on the market, other US automakers took notice. They started selling models ranging from the low US$30k, to US$90k. The other options prior were low range offerings from Nissan and Chevy, —the Leaf and Bolt, respectively.

To be certain, with most American motorists driving fewer than 40 miles (64 km) per day, these vehicles were more than adequate. I drive greater distances, and wanted a nicer vehicle. (I would have taken a more basic vehicle for under US$25k, if it had an adequate range).

Dealer Invoice

MSRP is, as the name says, a suggested retail price. The dealer buys its vehicles from the manufacturer for a lower price. technically, they can sell for less than MSRP if they need to get rid of inventory.

This now puts offerings from makers such as Hyundai and Kia potentially far below what Tesla is offering.

Dealer Options

The problem is that the dealership model allows dealers to charge various fees to cover some of their franchise costs, and to mandate some dealer value added options, at additional costs to the buyer. in other words, one is not likely to be paying invoice, or even MSRP, to leave with ones new car.

Indeed, not counting delivery fee, tax, tag, & title, I could not find a car under the Tesla MSRP.

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With the showroom model, there is no middleman paying invoice to the manufacturer, and there is no dealer fees or mandatory dealer options. The only additional charges are delivery fees, non-mandatory buyer options, and tax, tag & title.

Indeed, after all fees and taxes, the Tesla Model 3 is the least expensive long range —over 240 miles— BEV on the American market in 2024 when I bought Tamar. The Tesla Model Y is the second least expensive long range BEV.

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Level 2 charging is charging with 240 VAC and at least 20 A of current.

A Tesla level 2 EVSE can be set at 20–60 A maximum current draw, to match the wiring and breaker. It retails for US$450. Most other EVSEs retail much higher and are rated to 30 or 40 A maximum current draw, and cost US$500–$1,000.

The truth is that Level 2 charging is overkill for most Americans driving less than 40 miles per day. Level 1 charging at 120 VAC and 20 A will give them back 40 miles while they sleep. For me, level 2 charging is a necessity.

I usually drive over 100 miles per day. My EVSE is configured for 60 A, and gives me a full charge in under 4 hours. Sometimes, after a near 200 mile night, I arrive home after midnight, and leave at about 5:00 am, so this is helpful. The majority of the time, I travel only about 100 miles, and I have about seven hours or more between drives, so I really do not need to charge at 60 A.

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Level 3 Charging is charging with 400–800 VDC at 50kWh or greater at a DCFC.

Because I charge at home, I rarely ever need Level 3 charging. That being said, the Tesla DCFC network, called the SC network, is the largest network, the most reliable network, and the least expensive network.

When navigating, the vehicle will automatically route to where one needs to charge, indicating the number of available charge stalls, any wait time, the cost, and how long it will take. When I am asked about “range anxiety,” my response is, “What is that?”

I never worry about running out of fuel, because I always leave the house with a full battery, and if I need to charge on the road, the car would have informed me, and route me there. Most drivers of ICE vehicles rarely leave home with a full tank, and are never told before a trip, where and when they need to stop to re-fuel.

Indeed, many non-Tesla BEVs do not do that either, since they do not have their own charging networks.

Finally, most Tesla's will charge on a SC in 20–30 minutes, and often less time while on a road-trip. This is because of how reliable the network is that most stalls will use the maximum current draw, the vehicle will not navigate you to busy nor non-working stalls, and the vehicle will pre-condition the battery to accept the charge at the optimum temperature.

Other BEV owners have complained about the amount of time it takes to charge at third-party DCFSs, some as long as 1.5 hours. This is usually not the fault of the vehicle, but a limitation of the DCFS.

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