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2012 Tesla Model S
Two years ago, our first-ever Green Car Reports Best Car To Buy award went to the first modern battery-electric car sold in the U.S.
How far we’ve come.
This year, our third annual winner is the 2013 Tesla Model S, a car that takes the all-electric vehicle to a new and far more elevated level.
But that’s far from the only reason it won. The Tesla Model S is an impressive new entry in the luxury sport sedan field for its performance, its looks, its capabilities, and its digital infotainment and control system.
NOTE: In December 2012, we gave this award to the 2013 Tesla Model S based on the availability of a base model with a 40-kilowatt-hour battery pack at a price of $59,900. That complied with our requirement that the Best Car To Buy Award go to a car priced at $60,000 or less.
In early April 2013, Tesla announced that it had canceled that 40-kWh model, due to lack of demand. According to the company, just 4 percent of its Model S depositors had specified the smallest battery size. The company said that for those customers who had put down deposits on the 40-kWh car, it would sell them a 60-kWh Model S with software that limited the car’s range to the range that the 40-kWh car would have delivered.
Electric power secondary?
Silicon Valley startup carmaker Tesla Motors [NSDQ:TSLA] has pulled off an almost inconceivable feat: It’s designed and put into production a car that competes across the board with some of the most storied brands in the industry.
And that car is the first volume production vehicle from a company that didn’t even exist eight years ago.
From styling that many onlookers assumed was the newest, latest, sleekest Jaguar–a compliment indeed for a new carmaker–to smooth, silent acceleration from 0 to 60 mph in 4.4 seconds (in the Performance version), the Tesla Model S is more than an impressive new green car.
It’s an impressive car. Period. The fact that it’s green is almost secondary.
2012 Tesla Model S
Its 17-inch touchscreen display, for instance, is so fast, so crisp, and so relatively intuitive that it makes all other such control systems seem pathetically outdated.
That even applies to the brand-new Cadillac CUE system, whose deficiencies cost the otherwise excellent 2013 Cadillac ATS the same title from Motor Authority, our sister site.
‘Buff books’ converted
The Tesla Model S has won awards all over the place. It’s attracted 14,000 or more buyers to put down deposits before the company’s built more than 2,000 or 3,000 vehicles.
And it’s completely seduced some of the most hard-core gasoline proponents of all: the “buff book” car magazines whose judgments that it was a car of the year sealed Tesla’s emergence into the ranks of carmakers to whom attention must be paid.
Two of the three versions of the 2013 Tesla Model S have now been certified by the EPA for electric range: 265 miles for the 85-kilowatt-hour version, and just last week, 208 miles for the 60-kWh model.
The third and final version, with a 40-kWh battery pack and a reduced set of features and options, will go into production in the next few months.
Useful real-world range
Electric range, of course, depends greatly on speed, acceleration, driving style, outside temperature, and other factors.
One owner made news last week, for example, when he managed to drive his Model S more than 400 miles on a single charge.
2012 Tesla Model S
The 85-kWh model has a practical real-world range of at least 200 or so miles, no matter how it’s driven.
We’ll see what the comparable figures are for the other two, but even the entry-level Model S is likely to deliver the 120-plus miles that many observers feel is the minimum acceptable for owners to avoid range anxiety.
For longer trips, Tesla is rapidly opening a network of Supercharger quick-charge stations–and the power they provide is absolutely free.
The Tesla sport sedan, mind you, is hardly a cheap car.
Prices for the 2013 Model S start at $59,900 for the lowest-range version and rise in $10,000 increments from there, with the Performance version adding $10,000 more on top of the cost for the 85-kWh version.
On the other hand, almost no advanced automotive technology enters the market at the low end–and electric propulsion is just one reason to buy a Model S.
2012 Tesla Model S
It holds four people comfortably, five people adequately, and Tesla promises a pair of optional child-sized rear-facing jump seats to fit into the load bay at some future point.
Our award is no guarantee that Tesla Motors will survive, that the Model S will provide durable electric transportation for decades to come, or even that battery-electric cars will take noticeable market share any time soon.
But the disbelief, criticism, and sneering that often confronts startup companies with radical new ideas has, in the case of Tesla, already given way to grudging acknowledgment even by skeptics that the 2013 Tesla Model S is a viable, well-built, functional, and competent car that’s also fun to drive.
For that reason, there was really little other competition for our Best Car To Buy Award for 2013.
2012 Tesla Model S Signature
It looks like Tesla may just have done it again.
Compared to Nissan’s challenged public responses to hot-weather range-loss problems in its Leaf electric car, a recent move by Tesla to offer free Supercharging to early buyers of the 60-kWh version of its 2012 Model S looks like brilliant customer relations.
Or at least it looks brilliant to me. I’m set to take delivery in December of my own all-electric Tesla Model S luxury sport sedan.
And after a surprise e-mail from Tesla Motors [NSDQ:TSLA] earlier this week, I’m a really, really happy customer right now.
Here’s the story.
I put down my deposit more than three years ago, so I’m pretty early in the queue (reservation P 717, out of 13,000 outstanding as of last week).
My number came up in August, and I chose my battery size (60 kWh, the middle of three alternatives) and color (green), specified the options I wanted, and signed my purchase agreement on September 5.
One of the options supposedly available to me at that time was Supercharging: the onboard hardware and software required to use the network of ultra-fast charging stations that Tesla had been teasing for months–though it hadn’t then officially unveiled any details.
According to Tesla’s website, Supercharging was to be standard on the 85-kWh Model S, optional at a price “to be determined” on 60-kWh cars like mine, and unavailable on the base 40-kWh version.
But I didn’t see a Supercharger box to check on my purchase agreement. No problem: Since I knew little about Supercharging, and the price had not yet been determined, I wouldn’t have opted for it any case.
Then, on September 24, Tesla officially unveiled the Supercharger system. The big news was that the charging service would be free for all Model S owners equipped with the hardware to handle it.
Four days later, I got an e-mail announcing the price of the Supercharger option for my 60-kWh car: $1,000 for the hardware, plus $1,000 for software testing and calibration.
But, the e-mail continued, “Since you are an early reservation holder and booked your 60-kWh Model S before complete Supercharging information was available, we planned ahead to build your Model S with Supercharger hardware at no additional cost to you.”
2012 Tesla Model S Charging Connector
The testing and calibration, however, would still cost $1,000. Did I want my Supercharging hardware enabled at that price?
I mulled that one for a while. Though I don’t often make long cross-country trips, it would be nice to have the option.
It seemed a waste to have the Supercharging hardware in the car, but unusable. And, frankly, I didn’t want to miss out on the full Tesla experience.
So, what the hell? I clicked the “Add Supercharging ” box.
Four days later came the e-mail that shocked and delighted me.
“After revisiting some of the explanations we used on our website and in our Design Studio the past few months, we feel as though it was not as clear as it should have been regarding the requirement to activate Supercharging on 60-kWh battery cars.”
“As a result, we are going to waive the entire fee to enable Supercharging on your 60-kWh Model S. You will now receive free, unlimited Supercharging on your car at no additional cost.”
Tesla Supercharger fast-charging system for electric cars
“We apologize for the confusion. We thought our explanations were clear, but they were not clear enough.”
To be honest, I was never confused about the Supercharger option.
But I will happily accept Tesla’s largesse, and take it as a very positive sign for the future: This is a company that clearly wants to keep its customers happy.
Now, about that Model S service program….
David Noland is a Tesla Model S reservation holder and freelance writer who lives north of New York City. This is his fifth article for High Gear Media.
By David Noland
Tesla Model S with DISRUPT license plate, March 2013 [photo: Sam Villella]
Accessories are a huge part of the auto business, and for every car, somewhere there’s a business (or a few dozen) offering aftermarket items the manufacturer hasn’t, can’t, or won’t provide.
And so it turns out to be for the Tesla Model S, the all-electric sport sedan from Silicon Valley startup Tesla Motors [NSDQ:TSLA].
Founded by Tesla owner Roger Pressman, who took delivery of a very early Model S with serial number 00184, Teslaccessories.com plans to offer aftermarket add-ons for the Model S.
The company’s first product is the Center Console Insert, which slides into the empty center tray on the floor of the Model S just ahead of the front seats.
The Console Insert has stitched leather sides and a carbon-fiber pattern top surface, and it contained both a cupholder and a closeable compartment with a sliding tambour door.
The pricing is not given on the company’s website, although there’s a signup procedure to get on a priority waiting list for the item (which the company says was released last week).
Signing up on a waiting list is a process Model S owners will be familiar with, since Tesla took deposits for Model S reservations up to three years before it delivered the cars.
With something like 5,000 cars delivered to date (Tesla won’t say), and production at 400 cars a week, the pool of Model S owners is growing every day.
Center Console Insert for Tesla Model S offered by Teslaccessories.com
And you can view the arrival of a dedicated aftermarket firm exclusively for the vehicle as another tiny indicator of success for Tesla Motors.
It won’t make any difference to the company’s viability as a global auto business, of course.
But the launch of Teslaccessories.com can be viewed as yet another bit of validation by a member of what have to be some of the most enthusiastic–if occasionally critical, or at inquisitive–owner bodies of any new car in the world.
We look forward to hearing about additional aftermarket accessories for the Tesla Model S.
Fiat’s newest hot hatch is proving to be quite popular, as Chrysler has informed dealers that it’s no longer taking orders for the 2012 Fiat 500 Abarth. Meanwhile, Tesla is not accepting any additional reservations for the limited-edition Model S Signature.
Those who place an order now for the scorpion-badged Abarth will be forced to wait until next fall to slip behind the wheel of next year’s model, which won’t begin to ship until next fall. Customers who put their deposits down as early as March will also have to wait until the 2013 batch arrives in September.
By the time the Abarth started trickling into Fiat showrooms in April, The Detroit News reports the company already had more than 1000 cash deposits from customers. The automaker originally planned to build about 1000 vehicles at the company’s factory in Toluca, Mexico, but after receiving a flurry of orders, the automaker bumped up production to the factory’s maximum output of 3000 units a year.
Thanks in part to a small dealer network, Fiat sales didn’t hit the initial target of moving 50,000 cars by the end of 2011, selling only 19,769. The picture appears to be improving, however, as 16,702 Fiat 500s have already been sold through May 2012.
As for the Tesla Model S, the automaker tells us no more reservations are being taken on the Signature model — which has a claimed 300-mile range. The top trim of the Model S which has a claimed 300-mile range. The top trim of the Model S is expected to earn an EPA range rating of 265 miles, and is limited to 1000 units.
Source: The Detroit News, Tesla
Tesla is preparing to deliver its first Model S electric sedans to customers next month, but in the spirit of full disclosure, has outlined why it anticipates its 300-mile version will be rated by the EPA for 265 miles.
The Model S’ drawn-out unveiling has ingrained three specific driving ranges related to battery size – 160, 230, and 300 miles – but the EPA will have its own stamp of approval. An official blog bylined by CEO Elon Musk and CTO JB Straubel dives right into the matter, presumably foreseeing questions and concerns about the 35-mile disparity with the farthest-traveling selection.
The difference between 265 and 300 miles extracted from the Model S’ substantial 85-kilowatt-hour lithium-ion battery comes down to the EPA’s testing methodology. The stated 300-mile range with the highest-capacity battery was always Tesla’s target. From one perspective, it has actually exceeded the mark, claiming 320 miles under the EPA’s old 2-cycle fuel economy evaluation. It’s when the EPA’s updated 5-cycle test enters frame that “265 miles” rears its head. For comparison, the 245-mile-rated Roadster and Roadster 2.5 endured the elder cycle while the Nissan Leaf has a 73-mile range under the 5-cycle assessment.
Going from the 2- to 5-cycle test can drastically impact vehicle ratings. The simpler 2-cycle had an approximate weighting of 55-percent city and 45-percent highway use; the more comprehensive 5-cycle is more representative of 43-percent city and 57-percent highway driving. The certifications are run on dynamometers, and the specifics are as follows:
1) Federal Test Procedure: 2-cycle, 5-cycle
2) Highway Fuel Economy Driving Schedule: 2-cycle, 5-cycle
3) Cold Federal Test Procedure (run at ambient 20 vs. 75 degrees Fahrenheit in standard FTP): 5-cycle
4) SC03 (air conditioning test at ambient 95 degrees F): 5-cycle
5) US06 (aggressive acceleration test, up to 80 mph): 5-cycle
Exactly how much the 85-kW-hr battery’s claimed range figures matters will likely be determined as Model S driving impressions roll in from customers and media outlets.
Tesla hasn’t disclosed its anticipated EPA ranges for the 160- and 230-mile batteries, but a 12-percent loss like the 300-mile option would peg them at a predicted 141 and 203 miles under the EPA 5-cycle, respectively. The 160- and 230-mile estimates from the respective 40- and 60-kW-hr packs can be achieved from a steady 55-mph cruise, per Tesla spokesperson KC Simon.
Interestingly, the blog gives insight into the Model S’ range and electricity consumption behavior with graphs. These graphs often have little bearing on the real world since Main Street USA is not a laboratory with fixed inputs. Nevertheless, considering the less expensive Model S is considerably heavier, it’s reassuring to see the family-friendly electric four-door head and shoulders above the Roadster from an efficiency standpoint.
The Model S costs from $57,400 (160-mile battery) to $105,400 (Signature Performance model with 300-mile battery) depending on battery size and trim, excluding the highly touted $7500 federal tax credit that gets applied to your income tax return. Depending on your state of domicile, there may be additional state and local tax credits or rebates as well.
By Benson Kong
2012 Tesla Model S Signature
Tesla being what it is–a venture-funded startup battery-electric automaker in Silicon Valley–every utterance from its CEO Elon Musk becomes newsworthy.
So a generalized hint at future development of its main product, the 2012 Tesla Model S electric sport sedan, becomes fodder for news stories.
In this case, the brief mention came during Monday’s earning call covering the third-quarter financial results of Tesla Motors [NSDQ:TSLA].
As noted by AutoblogGreen, CEO Musk said, “There are a few other variants of the Model S that we’ll come out with next year that I think are going to be pretty exciting.”
He also then mentioned ongoing work on the company’s next new vehicle, the 2014 Tesla Model X electric crossover, as well as the start of work on the third-generation car it hopes to launch later in the decade.
Frankly, we suspect that Musk may have been talking about an upcoming handling package for the Model S, already widely discussed as an option on the Performance model.
But speculation runs rampant around any Tesla news, so a few other possibilities might include:
- An all-wheel drive version of the Model S, using the optional AWD being developed for the Model X
- An even higher-capacity battery pack, to take the highest-range Model S above its current 265-mile EPA range estimate
- Additional electronic features, some of which could be retroactively downloaded into existing Model S cars.
If we had to guess, we’d put our money on all-wheel drive.
It’s become a necessity in the high-end luxury market, included on more than 80 percent of Mercedes-Benz S Class sedans ordered in snowy markets.
And Jaguar’s addition of an all-wheel drive option to its XF mid-size and XJ full-size luxury sedans shows just how important it is.
To retrofit AWD into existing cars, much less those already two to four years into their model cycle, is no small task–but Jaguar says the sales gain will be well worth it.
So let’s start the guessing games here: How much should Tesla charge for an AWD option on, say, the high-end 2014 Model S electric sport sedan?
Leave us your thoughts in the Comments below.
Servicing a vehicle can easily mar the ownership experience, but Tesla Motors is taking steps to ensure its customers are satisfied. Tesla recently revealed improvements to the manner in which the automaker provides service.
Musk said his goal is to transform Tesla’s service experience from “OK” to “great.” To start that process, a fleet of loaded Model S cars(and in some markets, Roadsters) will be offered as loaner cars while owners have their vehicles serviced. The company can have the loaner car delivered to owners for no extra fee. Additionally, Tesla hopes to keep the service fleet fresh and new by allowing customers to purchase the loaner if they like it better than their current car. Tesla says the loaner cars will depreciate at a rate of 1 percent per month and $1 per mile. The cars traded in will simply be put up for sale as a used vehicle.
Tesla also hopes to wipe out any doubt potential electric-car owners have surrounding its batteries. The automaker will replace a defective battery regardless of cause, even if the owner is found to be at fault. That means if the battery fails due to improper charging habits, Tesla will still replace it. Obvious attempts at abuse won’t be covered (one of Tesla’s examples: “lighting the pack on fire with a blowtorch is not covered”). The battery warranty (eight years or 125,000 miles, whichever comes first) won’t change and Tesla will used a refurbished battery pack with equal or better battery capacity than the original.
That said, Tesla is now making the $600 annual checkup completely optional. The automaker points to the fact that its cars require very little service. Brake pads in a Tesla, for example, don’t wear as quickly as those in gas-powered car thanks to the regenerative braking system that recaptures energy while simultaneously slowing down the car. In all, Musk hopes the updates to his automaker’s service and warranty methods will provide customers added peace of mind, even those who have never opened the manual.
“Any product that needs a manual to work is broken,” Musk said in the webcast.
Earlier this month Tesla announced a new financing option that makes owning a Model S more affordable.
2013 Tesla Model S
To put it mildly, the Tesla Model S has been a resounding success.
The New York Times has called the all-electric luxury sport sedan a game-changer, comparable to the Model T Ford. It’s won virtually every 2012 “Car of the Year” honor, including the only unanimous Motor Trend award in the magazine’s 65-year history.
Tesla Motors [NSDQ:TSLA] has a waiting list of nearly 20,000 eager buyers. Its production line is now humming at full capacity. And the 3,000-odd customers who’ve taken delivery of their cars are, for the most part, ecstatic.
But nobody’s perfect.
In fact, it would be something of a miracle if there weren’t at least a few teething troubles from a revolutionary, clean-sheet-of-paper design, built by a fledgling startup company, relying heavily on software, and assembled on a brand-new production line.
The Tesla Model S, too, has had its share of glitches, quirks, and peccadilloes.
In an ordinary car, these minor blips would likely pass unnoticed. But the Model S is no ordinary car.
Under a microscope since the prototype was revealed four years ago, the car has attracted a devoted clique of fanatical followers who pore over every scrap of Model S minutia.
(Count me as one of them; my 2013 Model S, with the 60-kilowatt-hour battery pack, is now due to arrive in just a couple of weeks.)
Here, in any case, are some of the handful of blemishes sighted on the otherwise happy face of the Tesla Model S, as recounted by owners on Tesla Motors’ own online forum.
*Self-opening door locks. Several owners report having returned to their supposedly locked cars to find them unlocked, with one door slightly ajar. This has occurred both after manual remote locking with the key fob, and in the “walkaway” auto-lock mode, where the car locks itself when the key fob recedes to a certain distance.
*Sticking sunroof. Owners have reported difficulties opening the sunroof, which is controlled entirely from the touch screen.
2012 Tesla Model S Enlarge Photo
2012 Tesla Model S
*Software glitches. Model S software update 4.1 was designed partly to offer a “sleep” mode to reduce power consumption when shut down. But it has proven prone to bugs, with numerous reports of unpredictable glitches with the panoramic roof, door handles, locking, wipers, displays, and controls. (In fact, the two problems listed above are likely software problems, not mechanical.)
Rebooting seems to resolve many of these malfunctions, but for a few owners, rebooting has become almost a daily occurrence.
Laments one owner on the Tesla on-line forum, “You shouldn’t have to look to the east, raise your right hand, do the hokey-pokey, and tap the screen randomly to make something work!!!”
Responded another owner, wearily, “You obviously have no experience with software. The hokey-pokey is a basic required user skill.”
Tesla is currently remotely downloading Model S software version 4.2, to cars in the field. It eliminates the sleep mode that apparently caused most of the problems. “Reduced power sleep mode remains a high priority for future software releases,” says Tesla.
*Fogged windshields. Numerous owners have reported poor defogger/defroster action in cold or humid conditions. Tesla has already come up with a new vent design, and expects to have retrofit kits available at its service centers soon. Estimated installation time is less than an hour.
2012 Tesla Model S Enlarge Photo
2012 Tesla Model S
*Balky charge port doors. Owners report that the doors, disguised as part of the left taillight, occasionally don’t open or close properly, and sometimes pop open repeatedly. One poor fellow had his charge cord jam in the socket, immobilizing the car. He had to be rescued by a Tesla service rep.
*Substandard Floor Mats. Even top-of-the-line Model S cars come with no mats for the back seats, and cheap, low-quality mats in the front footwells. “They are the crappiest ever,” complains one owner. If you want nicer ones, Tesla will sell you “premium” mats for the front and rear footwells for $400.
*No regenerative braking in the cold. The recent Midwest cold snap has revealed an odd characteristic of the Model S: In subfreezing temperatures, the regenerative braking doesn’t kick in until the car has been driven 10 or 15 miles.
2013 Tesla Model S
This is apparently because Tesla engineers don’t want a cold battery to receive the sudden charge that occurs when a Model S driver suddenly backs off the throttle, or descends a steep hill. So the regen is automatically disabled or limited until the battery warms up.
This has proven disconcerting to a few owners who weren’t expecting it. “I was caught off guard by this over the weekend,” commented one owner on the Tesla forum. “It’s not hard to adjust to, but with something as important as braking, the car should stop in a consistent, predictable way.”
“It’s a wart on what is otherwise a superior, consistent driving experience,” commented another. And, oddly, the Chevy Volt suffers no such quirk. Its regenerative braking functions consistently in all temperatures.Do Chevy engineers know something that Tesla’s don’t? Or vice versa?
A few Model S owners have suffered more than one of these problems.
One unfortunate buyer who took delivery in late December–when Tesla was rushing to deliver as many cars as possible before year’s end–reported multiple problems with his car’s paint, GPS system, body trim, and door handles.
“I am so frustrated with all of these problems,” he wrote recently on the Tesla forum. “Had I known about this before I made a final order I never would’ve purchased this car. I wish I could take this car back to them now. Be forewarned.”
But the vast majority of Model S owners aren’t suffering any problems, or seem far more willing to cut Tesla some slack and give the company time to work out the few bugs.
One of them summed it up this way: “The car is just too awesome to whine about little problems that will (eventually) be taken care of.”
David Noland is a Tesla Model S reservation holder and freelance writer who lives north of New York City.
By David Noland
Just how far can you drive an electric car? That’s the subject of a mild argument between Tesla Motors CEO Elon Musk and The New York Times, after the latter published a story claiming a Tesla Model S electric car couldn’t drive as far as its range estimates predict.
Reporter John M. Broder planned to test Tesla’s new Supercharger network by driving a Model S with an 85-kWh battery from a Supercharger point in Newark, Delaware, to Milford, Connecticut — a distance of 206 miles. Yet Broder says that the car arrived at the Supercharger point with its range readout pointing to 0 miles, because parking the car overnight in cold weather had apparently sapped 21 miles of battery range.
Eventually Broder ran out of charge on a highway exit ramp, and the Tesla Model S had to be towed to a charging station. “If this is Tesla’s vision of long-distance travel in America’s future,” he wrote, “it needs some work.”
Tesla CEO Elon Musk, however, was less than pleased with this story. He publicly accused the Times of manipulating the story and providing an unfair verdict on Model S driving ranges. Musk’s assertion was based, in part, on checking vehicle charging logs that are available through the Tesla’s in-car telematics system.
“NYTimes article about Tesla range in cold is fake. Vehicle logs tell true story that he didn’t actually charge to max & took a long detour,” Musk wrote on Twitter. “Am not against NYTimes in general. They’re usually fair & their own prev Tesla test drive got 300+ miles of range!”
A spokeswoman for The New York Times told Reuters that the paper denies Tesla’s claims. She said that Broder, “followed the instructions he was given in multiple conversations with Tesla personnel” and that his account of the road trip, “was completely factual, describing the trip in detail exactly as it occurred. Any suggestion that the account was ‘fake’ is, of course, flatly untrue.”
Tesla predicts versions of the Model S equipped with an 85-kWH lithium-ion battery can drive 300 miles on single charge, although the EPA said the cars can manage just 265 miles on a single charge. While Tesla acknowledges that battery life can degrade by about 10 percent in cold weather, the automaker still believes its car should have traveled than Broder managed in his road trip.
It’s worth noting that our colleagues at Motor Trend managed to drive a Tesla Model S from Los Angeles to Las Vegas, a distance of 212 miles, even despite crossing tall mountain ranges and occasionally using the car’s air conditioning. And subsequently, editor in chief Ed Loh drove the same Model S 285 miles on a return trip to southern California.
We named the Tesla Model S our 2013 Automobile of the Year. Motor Trend also selected the electric sedan as its 2013 Car Of The Year.
Sources: The New York Times, Reuters
By Jake Holmes
One of the advantages of being the new kid on the block in business is that you often get to approach things in a different way than the more established players in the market, even down to how your products are sold. That’s the approach Tesla took in selling its vehicles, adopting a manufacturer-direct, company-owned store model. But that approach did not sit well with established, franchise model dealers, claiming the company’s model skirts the car dealer franchise laws in some states. The Massachusetts State Automobile Dealers Association in particular took issue with Tesla, and took the automaker to court after it opened a showroom in the Natick Mall.
But Massachusetts Judge Kenneth J. Fishman dismissed the suit, stating “The court is unconvinced that the 2002 amendment to Chapter 93B expanded the purpose of the statute to protect the motor vehicle franchise system,” Bloomberg reports.
Tesla CEO Elon Musk addressed the legal victory by Tesla in a statement: “We are delighted by the outright dismissal of this case, and the validation that we are operating our business in compliance with the laws and expectations of the Commonwealth of Massachusetts.”
But the dealer association hasn’t given up its fight against Tesla entirely, saying it is considering an appeal. “It’s just another bump in the road we have to address,” Robert O’Koniewski, executive vice president of the state dealer association said.