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True, but at the $30k+ entry level price point, there's no comparison between Bolt and Model 3. Virtually everyone on the west coast would get the Tesla even though the Bolt would be more nicely equipped for a given price point. Case in point, the old big three cars don't sell well here. Folks buy imports. Trucks/SUVs are a different story - more balanced market share.
True, but at the $30k+ entry level price point, there's no comparison between Bolt and Model 3. Virtually everyone on the west coast would get the Tesla even though the Bolt would be more nicely equipped for a given price point. Case in point, the old big three cars don't sell well here. Folks buy imports. Trucks/SUVs are a different story - more balanced market share.
Yep. The Big 3 only has themselves to blame for establishing a reputation of poor reliability and quality during the 90s. It wasn't until the very late 2000s that they woke up and started focusing a lot more on quality and reliability (for Chevy the 2008+ Malibu and Cruze were the first turning point), but by that time their bad reputation was strongly ingrained and the financial crisis was the last straw. Now they have to work very hard to turn around that reputation (although recent massive recalls didn't help, although the Japanese makes had recalls of their own).Consumer Reports confirms that Japanese cars are of higher quality than the Detroit cars even though the gap has shrunk considerably and a typical GM or Ford car is of higher quality than a 1990 Camry or Accord which solidified the Japanese reputations.
We need to come up with a prize for the first Chevy dealer to offer free oil changes with the purchase of a Bolt.
Now all they need is a nut to buy it. Nuts and bolts / high tech.
I've often wondered if tesla should have used a separate brand for the super chargers. It likely would have made it easier for other manufacturers to sign-on to supporting the network. If I'm GM, having my customers pull up to a tesla branded facility is a tough sell. It will be a constant reminder that their car is a second class citizen.
This is not surprising, but I think GM (and Tesla) needs to be careful about counting the rebate in the price of their mid-range vehicles. There are going to be a fair number of customers for these vehicles who won't have enough tax liability to qualify for the full rebate.
Supercharger-style (fast level 3) networks aren't difficult to build. I don't see this as an impediment for GM.
True, but they're not easy either. And they take time. And they're not analogous to gas stations where different companies sell the same thing dispensed out of the same nozzles. I think fast charging networks are basically the vhs-beta battle of the near future.
Almost worse than a car maker underestimating the need for fast charge network compatibility altogether is to bet the dont come against Tesla. Short of a major undertaking by a consortium of car makers (and an underground industry in the valley), its hard to fathom any network overtaking Tesla's.
honestly, physically deploying a fast DC network like Tesla's supercharger network can be done very quickly.
... for mfgs that are really serious about entering the long-range BEV space.
1. Gigafactory - If the Gigafactory's supply capacity grows faster than the Model 3's demand, I can see Tesla looking for other places to sell batteries. Solar City has already been mentioned, but I haven't seen any real studies of the demand for in-home storage. As long as we have net metering and TOU rates, I'm not sure most people would see the value in a big battery pack at home.
I am having difficulty reading the size of the car from the photo's and video. Is it closer to the Sonic than the Trax or vv.