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User customization - how cool! Can you point me at instructions for doing this?

Best I found at the time was on the German Alpine site:

http://www.alpine.de/fileadmin/user_upload/germany/images/MainNavigation/Support/FAQ/Anleitung%20POI%20Import%20NVE-M300P.pdf

But that seemed to require a custom program, and my German is lousy ;-(

So, in the end I worked out a way myself:

  1. Use the Alpine Settings / User Data Management to backup your User Data to USB stick.
  2. Create an account on poieditor.com and upload your .apoi file there.
  3. Get your charge points in kml format.
  4. Upload the charge points to poieditor.com.
  5. Download your POIs in .apoi format from poieditor.com
  6. Use the Alpine Settings / User Data Management to restore your User Data from USB stock.

Some hints:
  • Create a single POI with an icon you like, prior to backup. You can use this as your master record to see the format you would like the charge points to appear in.
  • The poieditor.com site has a mass-tag feature, that allow you to apply a change to all selected POIs. A real time-saver.

The .apoi format that Alpine is not complex. I don't think it would be hard to script-up an export of charge points to that format.
 
If you could tell Tesla Motors anything, what input would you give?

Hi,

At the risk of stating the obvious, the first thing I would tell Tesla management is to keep their eye on the ball. It is absolutely essential that they deliver on their promises regarding the pricing, features release date, etc., of the Model S. Since Tesla's strategy is to wind down Roadster production and put almost all of its eggs in the Model S basket, if they miss delivering on the Model S it’s all over. In other words, any other great ideas we have for Tesla will be totally irrelevant if that fundamental objective is materially missed.

Assuming that the Model S is nearing completion as promised, then I would advise Tesla to incrementally ramp up communications with the buying public in sync with Model S progress. Most of those communications need not resemble conventional advertising. While part of the intent of the communications would be to accelerate the placement of new orders, the main purpose would be to debunk electric vehicle myths, raise public awareness of Tesla, create positive expectations and improve shareholder value. In fact, with production limited to 20,000 cars per year it might be counterproductive to build up too large a backlog of orders, too soon.

Like a political campaign the communications effort should start with the loyal base. So the Fremont event is a good start, but after that it would be wise if Tesla enhanced its connection with current and future owners. The logical place to start would be at their corporate website. The official Tesla forums are frankly an embarrassment. In addition to installing a more user-friendly forum, they need to devote resources not only to moderate conversations, get rid of the pornographic links and inappropriate postings, but to provide more active and meaningful Tesla participation in discussions.


Then Tesla should more tangibly encourage the formation of local Tesla Clubs. Buried in the bowels of their unwieldy forum structure is a thread in which Tesla is helping forum members to locate one another (without violating privacy considerations). This effort needs to be streamlined and made more visible to other Tesla enthusiasts and new owners. They should also work with these local clubs prior to completing plans to expand the store and service station network.

Tesla should start to work with Tesla owners willing to make donations aimed at placing suitable chargers at strategic locations off of major highways. The unveiling of these charging stations should be prominently advertised by Tesla in local newspapers and the locations and pertinent information provided to public charger data bases.

I am convinced that once the Model S is in the hands of Tesla enthusiasts the car will practically sell itself. At every local rally the Tesla clubs would in essence be rolling Teslamonials.

Larry
 
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Excellent post Larry. I agree. Especially regarding the official forums and the formation of local clubs. I'm sure a few Tesla owners wouldn't mind helping to fund semi-fast chargers (at least 70A level 2 chargers) right off of major highways as long as Tesla was in charge or installing and maintaing them. They could even be restricted to Tesla owners (at least to start) for the first year or two since Tesla and it's customers would be paying for them. Then they could be opened up to the public.
 
Excellent post Larry. I agree. Especially regarding the official forums and the formation of local clubs. I'm sure a few Tesla owners wouldn't mind helping to fund semi-fast chargers (at least 70A level 2 chargers) right off of major highways as long as Tesla was in charge or installing and maintaing them. They could even be restricted to Tesla owners (at least to start) for the first year or two since Tesla and it's customers would be paying for them. Then they could be opened up to the public.

Hi,

Thanks.

I got the idea about funding chargers from Bonnie.

I really doubt it would be necessary to restrict use to the Tesla owners.

Larry
 
Restricting it to Tesla owners makes some sense (I guess you could think of it like the restricted mobile networks in the US). No reason to tie up a 75A charger with a Nissan Leaf when a 30A charger would serve the Leaf just as well. An open solution (chargers open to all) would be nicer for everyone and help push EV adoption so probably the better way to do it.
 
Again, discussion arrives at the charging infrastructure for road trips. As pointed out earlier in many EV forums, EV range is more severely limited by charging speed than by battery size. Best advice to Tesla (besides making sure Model S stays on schedule) seems, figure out a way how an open L3 charging infrastructure along the highways can be implemented. I emphasize open as opposed to the better place solution.
As there seems to be no business case in selling amps, this implementation must raise funding from other sources. Perhaps make BP fund one EVSE for every oil rig they blow up?
 
Again, discussion arrives at the charging infrastructure for road trips. As pointed out earlier in many EV forums, EV range is more severely limited by charging speed than by battery size. Best advice to Tesla (besides making sure Model S stays on schedule) seems, figure out a way how an open L3 charging infrastructure along the highways can be implemented. I emphasize open as opposed to the better place solution.
As there seems to be no business case in selling amps, this implementation must raise funding from other sources. Perhaps make BP fund one EVSE for every oil rig they blow up?

Hi,

Apparently from reading other poster's experiences, Tesla has only been slightly involved in occasionally offering discounts for the installation of public Tesla chargers with Tesla owners and charger hosts funding the majority of the charger and installation costs. So it looks like Tesla will need to improve their contributions even for Level 2 infrastructure.

As you point out the area where Tesla really needs to take the lead is in promoting the implementation of L3 charging infrastructure. Unfortunately in some factions in America the word "infrastructure improvement" has almost become a dirty word, but nevertheless this is where Tesla needs to work with federal and local governments and other stakeholders, to invest in this infrastructure. If tax incentives don't already exist to encourage corporate and private investments and donations in this sort of infrastructure expansion, then Tesla needs to devote resources to lobby for enabling legislation.

Larry
 
Larry, did you see this article today in the Sarasota press?

Battle cry against emissions: 'Charge!'

Kinda funny that it features the Leaf charge points at the Nissan dealer, when you still can't get a Leaf here.

Hi Nigel,

Yes, its encouraging that some of our local governments are so proactive. However, I guess my "proactive" is all in the eye of the beholder. The reporter had a different slant. "But in a classic cart-before-the-horse move, many government officials, car dealers and "green technology" backers say the installation of charging pods is way to speed up the arrival of the electric car phenomenon."

I'm wondering in which direction the front-page article might nudge the undecided Lakewood Ranch and Manatee County.

It's interesting that the article states, "Fewer than a dozen local people are known to drive electric cars as their personal vehicle." So let me see... there's of course Stephen King, Robert Fox (owner of Boar's Head products) both have Volts and you, who actually has a real electric car. I guess it remains to be seen how many other locals have real EVs. :wink:


While its nice that there is local interest in Sarasota in installing Level 2 chargers even before there is a demand for them, but I seriously doubt that local Tesla owners would ever use them. We're more likely to use one of the 150 chargers ear-marked for Tampa. Even with these encouraging developments, aAs VolkerP states, we still need Tesla to work toward expanding Level 3 infrastructure on major highways.

Larry
 
Just a reminder - If the J1772 is above 70amp, the J1772/Tesla adapter will not recognize and will give a charging error message.

I checked after the last firmware update and this problem was not yet corrected. I went over to the Clipper Creek offices in Auburn to test. Their charger had been dialed down to 70 amp. My car charged without a problem. We raised it to 75 amp & received the charging error. We dialed it back down to 70, charged without a problem, and then tried again at 75amp with no better results.

Recent communication with Tesla indicates they still plan on fixing this, but as of now, I wouldn't expect to be able to charge at a 75amp J1772.
 
Just a reminder - If the J1772 is above 70amp, the J1772/Tesla adapter will not recognize and will give a charging error message.

I checked after the last firmware update and this problem was not yet corrected. I went over to the Clipper Creek offices in Auburn to test. Their charger had been dialed down to 70 amp. My car charged without a problem. We raised it to 75 amp & received the charging error. We dialed it back down to 70, charged without a problem, and then tried again at 75amp with no better results.

Recent communication with Tesla indicates they still plan on fixing this, but as of now, I wouldn't expect to be able to charge at a 75amp J1772.

Thanks. I e-mailed the people installing the charger in Austin to limit it to 70A until Tesla figures this out.
 
What car is currently able to charge at 75A on J1772?
I don't think any car can. Could the Tesla Roadster support it if the adapter/firmware issue was resolved?

edit:
Actually, looks like the adapter now says limit 70A. I thought it said 75A before.
J1772 Mobile Connector - *Temporarily Backordered Tesla Motors
Technical Specifications:
One end features a J1772 connector for plugging into the charging station cord. The other end plugs into the Roadster charge port.

- Maximum Current: 70A
- Voltage: 110-240V
- Maximum Power: 16.8 kW
- Cord Length: 4 feet
 
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