Tag Archives: featured

Tesla Model S EV Annex Carbon Fiber Upgrade

Originally posted on CleanTechnica

The good folks over at EV Annex have the shelves stocked deep with custom designed and built Tesla accessories like the Center Console Insert and the Cubby Compartment that really fill in some the functionality gaps. They also have a wide variety of custom designed and built accessories that offer a different take on the design aesthetic of the Model S and X.


Carbon Fiber Blade Spoiler

They sent a few of their carbon fiber accent items over to spruce up the exterior of my Model S. Unfortunately, I’m no professional installer but thankfully, all of the interior products I have tested out to date have been easy and straightforward to install. This time around, I was happy to find that their exterior products follow suit, while adding nice touches of class to the exterior of the Model S — a challenging feat considering how great it looks already.

For starters, adding the EV Annex Blade Spoiler adds an amazing pop of class to the car and does so at a much more approachable price point of just $589 compared to the Tesla version which will set you back a staggering $1500. Granted, the Tesla version includes installation, but even if professionally installed, the EV Annex version comes in at a much lower price point and with quality that is nearly indistinguishable from OEM.

The addition of a carbon fiber spoiler to the Model S stands out in contrast with the smooth lines and uniform color of the car, with a flash of glossy carbon fiber. It takes the rear of the car from smooth to standout with a bold new line that cuts away from the car, often inciting a double take to catch the extra pop of flair.


Carbon Fiber Nose Cone Applique

Up at the front of the Model S, the EV Annex guys created a carbon fiber nose cone applique that cuts around the Tesla emblem with such precision, it looks almost as if the carbon fiber were poured in around it as a liquid (it wasn’t).

While the carbon fiber that the spoiler is made from is rigid, the applique for the nose cone, while also made with real carbon fiber, is comprised of a flexible layer of carbon fiber covered with a protective rubberized coating that serves a very similar function to the clear protective paint coatings many high end cars come with (like opticoat). The front of the car is extremely prone to chips in paint — or in this case, a carbon fiber applique — so I was happy to see that it came with its own protection.

Speaking of protective coatings, I chose to remove my protective paint coating prior to installing to ensure the best bond with the car. After all, this new beauty would both improve the aesthetics as well as protect the car. so it was a win-win. To remove the coating, I worked my way to the edge of the upper nosecone section to where the coating ended and just started pulling it back, like a large vinyl sticker. After a few minutes, it was off.


I gave the nosecone a quick cleaning with window cleaner, then some alcohol, to ensure a tight bond with the new piece, and was ready to apply it. I read the instructions once more (read twice, apply once :)) and was ready to go. I removed the backing on the rear side to expose the adhesive, and from there it was a simple matter of taking my time to fit the piece onto the car. It went surprisingly quickly and fit like a glove.


I stepped back to admire it and was extremely pleased at just how quickly and easily it upgraded the look of the front of the Tesla. The carbon fiber nosecone applique adds a nice pop of class to the front of the car, which is especially nice for Teslas with the old nosecone.

Check out the gallery below for a full array of shots of these beautiful pieces on my “No Gasmobile” and head on over to EV Annex to check out the Carbon Fiber Blade Spoiler and the Carbon Fiber Nosecone Applique for the Model S.

If you are looking to purchase a new Tesla, feel free to use my referral link (here) which will save you $1,000 on the purchase while also helping me to write better content for the site. 

All Images Credit: Kyle Field 

My Epic Tesla Road Trip

Originally published on CleanTechnica


Upon rolling out of the Tesla Dealership… er… Service Center in Columbus, Ohio, a few things hit me right off the bat: The new-car feeling, realizing that this was my car. The realization that now I really was pretty much on the other side of the country and actually had to drive back across the ~3,700 kilometers at around 33 hours of driving. The fact that I only had one room booked between Ohio and Vegas … and what the heck, I just bought a Tesla!?!

I wanted to take off like a bat of hell and drive 120 miles an hour down the road, tearing up the asphalt… but I’ve been there and done that and tickets (and accidents!) are expensive no matter what state you’re in. So I calmed myself down, took a sip of the coffee CJ had so generously hooked me up with, set the cruise control for 65, and pointed the wheels to the west.

The next day, after a few hours of rest, several stops at Superchargers, hundreds of miles, and too many cups of coffee, I had a good feel for the car and how it worked on long road trips. While the car generally met my expectations, a few things stuck out to me about the car that I hadn’t expected.


Supercharging in Columbia, MO

Automagic Unlocking

Locking the car, for one. The Model S automagically locks (it’s an optional setting) when the driver walks away with the key fob. At first, I would nervously look out at the car from the gas station, coffee shop, or lunch stop to confirm that the handles were in, lights were off, and all that. After several stops, I realized that it just works. Put it in park, get out, walk away, and you’re good. It’s awesome. No parking brake, no locking or unlocking the car… easy.

Power at Your Fingertips

The power of the car is also amazing. With a single-motor, non-performance version of the Model S, I was not expecting amazing performance, but it blows me away. I used to have a ’97 Pontiac Trans Am, which I had done some work on, so I’m familiar with performance cars, but the smooth, torquey power of the Model S is a different beast altogether, and a lot more fun in my opinion.

Going 30 but want to go 65? Done. Going 65 and want to pass the smoggy diesel pickup in front of you? No problem. It’s something I’m still working on dampening, as it just begs to go faster than most laws allow. My favorite is pounding the pedal while cruising at around 20–30 miles per hour. It jumps like nothing else… okay, except may be a P90D with Ludicrous Mode :D.


Supercharging in Colorado


I will go into more detail about Supercharging in a separate article, but suffice it to say that it blows the competition away. Triple the speed of the next fastest charger, predictable, built into the navigation, and easy to use. It’s great. I loved being able to punch in whatever destination I wanted, however far away, with the confidence that the car would navigate to the nearest charger automatically.

Most of the Superchargers were located at hotels, gas stations (of all places!), shopping plazas, and otherwise near facilities that could occupy 30 minutes of a day, which was nice. A few stops required a bit more creativity to answer the calls of nature or get a bite of food. I found the ability of the car to keep the heating on while charging to be a great feature that I took advantage of extensively on my journey.


My favorite Supercharger — at a BP gas station in Effington, IL

Indecisive Navigation

One glitch that I noticed in the navigation is that, after topping up at a Supercharger then heading down the highway, the navigation would occasionally try to route me back to the charger I had just left (after charging for the amount of time it told me to charge for).

This even happened a few times after I was 20 minutes down the road like it suddenly realized I needed more capacity to make the next charger. It did not make sense to me, as I typically had 50–80 miles of “spare” range above and beyond what was required to get to the next charger. It was not a deal breaker and I was able to manually navigate through it by turning off charging stop recommendations, but it seems like a bug in the logic that could be corrected.

Navigation Range Estimation

Along similar lines, the navigation is conservative, but with caveats. First — it is conservative as it tries to ensure that you have WAY more charge than needed to get to the next destination. If I’m going 65 miles to the next charger, it wants me to have at least 110 miles of range to move on.supercharging

The caveat to the estimated range is that external factors like elevation gains, climate controls (heating/cooling), driving speeds, and outside weather can (and did!) have large impacts on range. It was not clear if the navigation was actively taking those factors into account — or at least for the static, predictable factors — but it seems like it could more accurately describe why it wants more charge at certain times.

On my trip, I drove over the Rocky Mountains (very steep, cold mountains in the Western United States), drove in sub-zero temperatures, and as a result, used the cabin heating frequently. I was aware of the impacts these would have, but an unfamiliar driver, not realizing the interrelationships between these factors could easily end up stranded in their Tesla. These factors are also present in gasmobiles, but with gas stations on every corner and most freeway exits, it is less of an issue. Growing pains…

The video below details some of my jumbled learnings from the road. I was happy to find that the speedometer display was the right angle to capture this specific angle with my phone, making it easy to record videos and video chat with my kids while out on the road. Technology is amazing.

All images and videos by Kyle Field

EVs & PVs — You Can Drive on Sunshine!

Originally published on CleanTechnica

This is an overview for how to assess a solar installation for a residential property and pair the system with an EV or two to generate your own power and drive on sunshine. This is not an attempt to document every scenario, but rather to share the overall direction and flow from which you can, with your newfound knowledge, move forward with an installation of your own. Let’s get started!

When we first put solar panels on the roof of our 2-story home here in sunny Southern California, I understood the concept but had some questions about how it all actually worked. It was quite the learning process, and since then, I have continued to add panels to the roof to offset our base usage while also adding more load to our system with the addition of 2 EVs in the last 12 months. With all this, we are now living the dream and effectively “driving on sunshine.” As there were so many learnings with both systems, this article will help frame both pieces of the puzzle in order to help others understand some of the nuances and how they work together.

The Roof today with our 17 solar panels

The first step towards getting solar panels up on your roof is sizing the system. This is one of the first steps a solar installer will typically do for your site, but you can also go through it yourself to understand the details or for a DIY installation. Many factors dictate system size but the two big ones are the usage you want to offset with new solar generation and the solar potential of the installation location.

Calculating your estimated usage is very straightforward, as your utility has a vested interest in tracking usage accurately so it can bill you for it. Look up the last 12 months of bills and capture the monthly usage in kWhs for each month. The resulting total is your starting point for annual usage. Next, take into account any big project that could impact your usage in the next few years — adding an EV (I’ll review estimating EV usage below), removing a hot tub, installing LED lighting, etc., and either add or subtract those from the annual usage total. Finally, determine what % of that usage you would like to offset. Most installers will use 90% of the production, as any excess is typically not a good investment for the homeowner. My personal goal is to continually generate at least 105% of my total usage.

To understand the solar potential of your location, use an online solar production potential calculator like PVWatts. You enter the key details of your system — some which take more work than others, like installation address, system size (from your work in the previous step), tilt, module type, etc., and the system spits out a nice annual chart of estimated production by month, including the value of the energy produced.

PVWatts Estimated Production

One of the first question folks normally ask about residential solar is “but, what about the batteries?” In most residential installations, the PV solar system will be connected to the grid, meaning that any excess energy produced will be sent to the grid. In a net metering arrangement, the utility will track how much the PV generation sends to the grid and keep a tally sheet, “netting out” usage vs generation at the end of the year. Why annually? This allows systems that generate more in the summer and less in the winter to level out over the year instead of the utility paying the customer in the summer and vice versa in the winter. This could be a whole separate article but I’ll leave it at that for now.

Now that we have our system sized up, let’s go get some bids from installers! I went with SunRun (previously REC Solar and recommend Evergreen Solar as a great unbiased solar installer finder) I’m not going to go into full detail on how systems are priced out, but there are primarily 3 options:

  • Buy this system outright with cash. The system is yours and all generation is “free” after the initial purchase.
  • Sign up for a Power Purchase Agreement (PPA). The installer will front the money for the system and you agree to buy power from them for a predefined term of 20, 25, or 30 years. Terms such as annual % price increases, duration, upfront cost, and savings vary. Do yourself a favor and read the fine print… that’s a long period of time to be locked into bad terms. 🙂
  • Financing. Finance the system through the installer. These contracts are getting sticky so definitely another one to watch out for. It may be better to finance through an unrelated bank to pay for the system vs finance through an installer. A great article on Solar Love flagged some key details on a new SolarCity financing scheme that seemed less than consumer friendly.

My Solar System's Production Summary

Before you lock in and sign papers, dig into the return on investment that the solar salespeople (yes, they are trying to sell you the system, even if it’s a zero-down deal) pitch to you. A few tips — look for price increases in the retail electricity they are comparing to. For instance, in my area, Tier 1 rates were $0.12/kWh when I signed up and they projected 5% increases every year. To validate that, I went in and flattened the price of electricity for a “worst case scenario” payback. Since 2011, however, we did offset the small amount of Tier 2 power we had been paying for ($0.19/kWh) and our Tier 1 pricing has gone up quite a bit and is now $0.15/kWh which is inline with the solar company’s projections.

I have also built an Excel sheet (as I’m prone to doing) to track our solar production, home usage, efficiency savings (improvements in total usage vs base), payback, etc. There’s a notable blip in Jul ’13 when we went from 5 to 12 panels, with each calendar year change as we “net out” and either add or subtract the annual bill or credit into the equation and add in any pricing changes in the “SCE $/kWh” column. I dropped a copy into my Dropbox public folder if anyone wants to find all my errors/reapply/make it your own (link).


What a whirlwind of data. Now that your head is spinning with numbers, take a break, grab some coffee, and come back in 5.

We’ve determined what your usage is for the year, adjusted for all the great efficiency improvements you’re going to make with your tax returns (right?), sized the system based on your specific location, and worked through the financial side of the system. What now? Let’s throw an EV into the mix! Put some miles on those solar panels! But seriously, how do you figure out how much power you’ll need to get back and forth to work? Come with me, friend…

When buying an EV, you enter a new world of numbers and metrics. Nobody will tell you the most important factor in calculating your energy usage, but it’s simple — miles per kwh. Basically, how far you can drive on one unit of electricity. Boiling it down to the basics, your EV has a certain battery size — say 24 kWh — and gets a certain range — like 84 miles. Roll those two together and you get the manufacturer’s estimated miles/kWh rating. In this case, that’s 84/24 or 3.5 mi/kWh for my 2014 Nissan Leaf. I must have a light foot because I have averaged 4.1–4.3 mi/kWh since we’ve had it… which also means I get more miles out of a charge, which is nice.

Now that we know how efficient your EV (or EV-to-be) is, just roll that into the number of miles you drive per year or plan to drive in the years ahead to get your EV’s annual kWh usage. You can run this through the same usage-to-system-size calculation to determine what size PV system you need to power your car. In my case, I used the actual production averages from my panels to calculate this at a “high” miles per year number (12,000) and a “low” miles per year number (8,000) to understand what those thresholds looked like, then sized accordingly.

Our Leaf Charging in a Santa Monica, CA Parking Structure FREE!

Tracking solar generation allows us to understand our system payback vs retail pricing, aka “what you would have paid for the power” — or the cost of the solar system per month. Keeping a running total of the savings allows you to estimate payback time for the system, at which point the system is effectively producing free power. Tossing an EV into the mix, I track EV savings as :

[miles driven / mpg of the car we replaced * price of gas for the month (actuals)]


[miles driven / (mi/kwh of the car) * retail cost of electricity/kWh]

Or… in simple terms, the amount of money we would have spent on gas minus the money we would have spent on electricity = savings from the EV vs a gasmobile.

Solar-powered charging at home is the most cost-effective, environmentally friendly form of vehicle-based transport that fits our lives (today). After we added the first EV in late 2014, we decided to go all-in and added a second EV just a few months ago. We are currently saving money on our electricity bill with the 17 solar panels we have up on the roof, with another 10 panels that we’ve already purchased that are currently waiting for a home electrical panel before we can add those to get back to a state where we are producing more power than we use. The second EV put us back “into the red” but also gets us off gas, which is a bigger win in my book. :)