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Wait, the VW eGolf and BMW i3 are not available for the mass-market in the EU? I guess holding down the number 1 and number 3 spots, respectively in sales in the EU in early 2018 don't count?

Oh really? If others didn't call it Assist you might have a point. Pretty much EVERYONE else calls it Driver Assist; only Tesla is brash (and stupid) enough to call it "Autopilot".

Looks pretty cool to me.

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

one we promise will go away Real Soon Now.

News flash to Americans: there exists a world outside America.

Meanwhile, let's compare the Tesla Model 3, without any subsidies, to the similarly sized BMW 3-series. First off, which models to compare?

Model 3 SR: 0-60=5,5s; BMW 330i: 0-60=5,4s
Model 3 LR: 0-60=4,8s (Motor Trend)-5,1s(official); BMW 340i: 0-60 various measured at 4,8 and 5,1s.

So now we have our comparison points; let's do the comparisons. Note for the below that the 3-series all have a 15,8gal tank, and the Model 3 LR has an EPA-calculated range of 347/334/318mi in city/combined/highway driving, respectively. SR's battery is the same as LR's except 31 cells per brick rather than 46, so its range figures should be 31/46 times as much, plus a bonus for the reduced weight (estimated at 4%/3,2%/2,5% in city/combined/highway, respectively).

Base price (before options):
SR/330i: $35k vs. $40,3k
LR/340i: $44k vs $49k

Curb weight:
SR/330i: 3549 lbs vs. 3501lbs (manual) - 3541lbs (auto)
LR/340i: 3814 lbs vs 3675lbs (manual) - 3704lbs (auto)

Energy consumption, City/Combined/Highway (Wh/mi or mpg):
SR/330i: 248/260/274 vs 21/25/32(manual), 23/27/34(auto)
LR/340i: 258/267/281 vs 19/23/29(manual), 21/25/32(auto)

Annual energy cost, based on US average gasoline $2,561/gal, US average residential electricity $0,1319/kWh, and an average US driving distance of 13476/yr. The difference between the gas and electricity prices is roughly doubled in the EU averages.
SR/330i: $441/$461/$487 vs $1648/$1384/$1081 (manual), $1505/$1282/$1018 (auto)
LR/340i: $459/$476/$499 vs $1821/$1505/$1193 (manual), $1648/$1384/$1081 (auto)

Model 3 annual energy cost savings ("combined" is representative of most drivers); again, differences are roughly doubled in the EU:
SR/330i: $1207/$923/$594 (manual), $1064/$820/$531 (auto)
LR/340i: $1363/$908/$582 (manual), $1189/$908/$582 (auto)

Vehicle range (mi):
SR/330i: 243/232/220 vs 332/395/506 (manual), 363/427/537 (auto)
LR/340i: 347/334/318 vs 300/363/458 (manual), 332/395/506 (auto)

Time stopped for filling on a 100% highway-driving trip (anything less than 100% highway = more EV friendly comparison). Assumed EV driving down to 10% capacity, charging to 60% (unless a small amount more will mean one less stop), with average 7,5mi/min for LR and 6mi/min for SR. 4 min overhead assumed per stop (based on my timing of vehicle stop lengths), minimum 30mi remaining at arrival, gas vehicles filled to full at each stop, 1 minute tank fill time. Assumed half tank starting point for gasoline. Format: "trip length (drive time@70mph): SR LR / 330i-manual

I thought BMW had a few electric models too. Do I have that wrong?

BMW has the i3 and i8. But just having a few token over priced electric cars isn't enough. Car companies have to invest in R&D to make electric cars convenient enough, and cheap enough, that normal people will buy them. Progress is being made, but the crossover point, where electric cars actually make economic sense, is still 5 to 10 years away.

Disclaimer: I have an electric car, but it is not a BMW.

So long as there's rhyme and reason to the numbering scheme, I have no problem with it.

BMW does this, and it's awesome. The first digit is the body style (3 is small, 5 is mid, 7 is large), and the next 2 digits are the engine displacement.

Except when they aren't; these days, the next 2 digits may, or may not, have any connection to the engine size. For example, both the BMW UK page giving technical data for the 3 series and the BMW USA page for building your own car, after selecting the 3 series sedan indicate that both the 320i and the 330i have a 2-litre turbo 4, with the 330i just having a more powerful version.

I will try to go in order.

I would anticipate a large increase - especially at certain times of the year like traditional holidays and traditionally travel holidays, where the number would be quite large. I also expect the overall number to be much larger than it currently is simply because people are going much further than the ~250 mile limitation.

As for using it as an external generator? I think that would make an excellent scenario and would be an added bonus. Even greater would be the use of that to help keep humans alive when disasters take out the power grid for an extended period of time. Load up a bunch on a truck and then use smaller vehicles to transport them out to the various sites. If they were built at different sizes, perhaps for a size for an EV freight-hauling vehicle, then those would likely be larger generators and maybe could handle powering a small store, a nursing home, etc... That might be a good bonus.

Ah - I was thinking of the adaptive steering that I can get (and did order this time but have not used it as it was not an option on the test-drive vehicle) on my BMWs. Those allow, at speeds less than 30 mph, the rear tires to turn in conjunction with the front's turning. I did not think of putting them on the trailer and that does seem like it could mostly resolve most every "in reverse" situation that I can think of assuming a computer controls it. I expect it to be expensive (even if artificially and no I do not suspect the market to correct it with any great speed) and something that is not included on lower-end models.

As a trivial aside, I did consider the hybrid i8 (a beautiful car - you should check it out, hell, I dug out a link for you: http://www.bmwusa.com/bmw/bmwi... -- that may be fun to spend a minute or two looking at) but I just could not justify it as it did not suit the needs I had set for myself. It is a hybrid currently but there are plans to turn it into an all-EV as I understand.

Again, yes, I think it will be a vast increase. Many cars on the highway are from out of the state. These people are traveling for a variety of reasons and I do not think that they will want to stop that practice. I do not think they are going to want to wait every few hours to recharge.

Also, these are people traveling. They are not just people moving. Comparing them to a rental such as U-Haul is intellectually deceiving if not intellectually dishonest. With a 200 mile range I could, barely, make it to the nearest real town (one with actual hotels that are not just tourist traps, stores beyond a small grocery store or the *singular* general store, and other amenities like a movie theater. This is actually a common drive for many in my situation. I am using the various reports I have read and reviews as it is more like a 160 mile trip (both directions and yes, if I could find some spot and stayed in that one spot while in town I could charge the vehicle).

My trip requires things like heat and sometimes actually should include AC. There are many very large mountains that I must trek over as I work my way down into the foothills of Western Maine. To go any further than that, again a fairly common thing, would need extra capacity that is not yet available. The up-thread stated 200 mile range is not adequate. Make it 400 to 500 (800 would be wonderful) and I will be in line to buy three. One utility, one sedan, and one sport.

You are correct, I was picturing a low-slung and wide trailer. I figured the lower center of gravity and the lower profile would be good. The first for the stability and the second for decreased wind-resistance. I was not picturing someone traipsing around with a covered stand-up Honda generator but that could work. Again, a wider and larger trailer would be ideal for control but the adaptive steering you mention could be the solution. It should not even require a lot of work (or space) beyond the computer and steering mechanisms. One might wonder if we want the extra complexity as i

4600 pounds for a Model S.
However, consider that a competitor, a BMW 7 series runs 4350 pounds.

A couple passengers worth of weight isn't that big of a difference.

You're backpedaling and showing your ignorance.

Isn't it interesting that after all of those calculations, over half of all lease customers end up with a payment of $X99 / month. That's sure odd, isn't it.

Where is your source for this? Sure, the commercials quote -99/mo payments because it's good marketing. Altering the selling price and the cap cost reduction can make the numbers where you want them to be. But where do you get the idea that customers' payments end up being such? In fact, look at BMW's fine print for their 328i lease. The fine print even suggests that a "dealer contribution may affect terms," that is, the ad is already presuming a discount off the MSRP.

So where did you get your "over half" figure?

No, they start with the "value" of the car being full MSRP plus $800 for dealer rust spray and $400 floor mats.

So now you go from claiming the financial institution is ripping you off (which is false) to claiming the dealer is ripping you off - which you have the facts directly in front of you when you sign off on them. You're free to reject the rust spray and floor mats. So who's to blame for your mythical "lease ripoff?"

Could it be that the average American doesn't know what a good money factor is?

Most money factors are what they are, they aren't negotiable, and the institutions that let dealers mark up money factors have a cap to prevent fair lending lawsuits - typically 1 or 2 percent.

Maybe someone, somewhere, doesn't know how to compare a given mileage penalty to a straight purchase?

What does this even mean? Consumers don't know that they will have to pay more if they go over miles? The bank agreed to a purchase of a car in 3 years with X number of miles. If you return it with X+30,000 miles, you think they should have to honor the price?

Ever wondered why leasing companies, and only leasing companies, use ALG values, not NADA, KBB or anything else any US consumer would recognize?

NADA and KBB don't even offer residual percentages! They offer used vehicle values! Where do you get your information? And, by the way, KBB is balanced towards the dealer anyway. Ever wonder why most dealers can afford to sell their used cars at "BELOW KBB" prices?

ALG is the industry standard for lease rates. You're welcome to do the math on a 3 year old model's worth compared to what their current residuals are - many, MANY times you'll find that the captive banks (banks beholden to a manufacturer like Ford Motor Credit, BMW Financial Services, etc) inflate the residual in order to make leasing a better deal.

There is a reason most everyone in the auto industry leases their cars - they know the ins and outs of leasing, and they know it's a good deal. It's the misinformed "leasing is fleecing!" consumers that end up paying more in the long run, provided they have the buying habits of the majority of Americans - replacing their vehicle every 4-6 years.

Forcing someone to use a middle man by law is pants-on-head retarded. If your model can't compete you're going to lose. This sounds an awful lot like RIAA/MPAA crap.

...This is just ridiculous. I hate people that bitch about "the corporations" at every possible chance, but this is almost certainly a result of our corporate overlords.
So these dealers are entitled BY LAW to make money off someone's product?...

One company comes to mind that breaks away from that paradigm, BMW. Yes, they are still expensive, but all dealerships are part of the BMW corporate umbrella. So yes, they follow by the letter of the law that the consumer must purchase from a dealership (as utterly petarded as that sounds). Technically though, all consumers are still working with the same company, not some franchised entity who only serves as the middleman to inflate prices. If the dealers still cry fowl, Tesla can hire a single body, sit them in a rent-a-office (or they can work from home) and let local consumers work that way. Hell, that person can just be a hired face, the office could have a dumb terminal to their website. They'd still have to do whatever local business registration and whatnot, but they certainly don't have to buy a couple acres, put up some big fancy building, etc...

http://www.bmwusa.com/Standard/Content/Innovations/onething.aspx
"The Ultimate Driving Machine"

Was there not a time when Slashdot used to recognize and auto-link URL's? Gahhhh! Annoying. Anyway, here's the links;

Motorola Atrix
Motorola Atrix Lapdockx
Webtop2SD
Ubuntu on Webtop
Atrix Multimedia Dock
BMW Performance Center Delivery

As an aside; Moto is just about to release the Atrix 2 which does apparently make it faster with more memory, thus fixing the couple of issues I do have with the Atrix. However, I don't know how long it'll be before all these hacks are available... I figure not long given XDA-Developers turnaround time on this stuff :)

Lies. I offer you the BMW 335d sedan producing 265 HP, 425 lb-ft torque, and gets 36 mpg. Granted it doesn't come with a manual but it is a 6 speed auto and you can probably put it into sport mode for tire boiling fun like with my 540i with the sport package. I would suggest waiting a few years, used BMWs are really cheap because no one wants a used one but every one I have bought has been really good (the previous 2 were taken out in accidents that were the fault of the other drive). I would hardly call a VW Jetta a sports sedan my wife has a Jetta and I think it sucks hard. It is on its 3rd alternator, 2nd starter, 4th water pump, second radiator, 3 set of brakes, 3rd valve cover gasket but only has 95,000 miles on it. Part of this is because my wife beats on it, stomps the brakes, and only drives short distances. Still compared to my 540i which is on its 3rd set of brakes and second water pump (everything else is original) but has 227,000 on it it does suck.

I was under the impression that uncle Sam bought quite a bit of controll over GM with the nasty bailout. Is onstar part of GM? This article made me dash to the BMW Assist ToS but it appears to be way more benign. http://cache.bmwusa.com/Pdf_9c359b2b-178f-49bb-8024-a762e5775f7f.arox?v=4feda137-db10-4714-b585-6a19c23f5f64

A lot of U.S. cities lack good bus transit, and apart from Volkswagen's TDI vehicles, few automakers want to try marketing diesel cars in the United States, even after the nationwide switch to ultra-low-sulfur diesel a few years ago.

Take a look at BMW starting to push diesel also.

http://www.bmwusa.com/Standard/Content/Uniquely/BMWEfficientDynamics/ExploreAdvancedDiesel.aspx#intro/landing

I used to drive (till CompUSA closed) 50,000 miles a year...

Whoof... 30 hours a week just on the commute? That's a second job! I do almost the same distance round trip, and I'm 90% highway speeds(65-70mph), and I think that's a tad long. Anyways, if I had to characterize your driving, you come closest to 'inner city cab driver'. Which is actually one of the driving patterns that can make an EV or hybrid make sense quicker than for normal drivers.

Here, do the math for me for this... and throw in an EV (let's say the Model S or the forthcoming BlueStar) at pennies a mile.

Okay, as it's not a production car I don't have access to some of the figures I'd need. Links would be appropriate in the future; along with a car you want it compared to.
Found my spreadsheet -
What do you pay per kwh? (Default: $.10)
What figure do you want to use for Gasoline? ($3)
Cost of capital/loan: 5%
Any particular car to compare it to?

Wikipedia says it's being designed to compete with the BMW 5 Series. MSRP is estimated at $57,400.
Tesla S - Model S, $57,400-42kwh battery - 160 mile range(3.8miles/kwh); $65k - 85kwh-300 miles(3.5m/kwh, drop likely due to extra weight).
BMW 5 Series - 528i Sedan, $44,550 MSRP. - Oh my - it has hybrid tech - it's got a ~1kwh battery it charges by braking! mpg unlisted. 2010 - 17/27. Given your description, we'll go with 17 mpg.

Given your driving habits, I doubt a car will make it to 10 years; I'll say 5.

Anyways, on to the figures:
Car cost: BMW is $841/month, EV is $1,083
Fuel: Gasoline is $735/month, Electricity $110

Given your usage, you'd SAVE $383/month going with the EV. Assuming it's battery could hold up to the strain. You are looking at near 2k full discharges, and lithium is normally rated for under 1k at this time. Tesla rates the Roadster battery at 100k miles, $36k for replacement(dropping to $12k). That's 12 cents a mile on it's own, and would be a deal breaker as it'd add $500/month to the expense. You save $500/year on oil changes, end up spending $12k every two to replace the battery.

You can't buy a NEW diesel car in California.

Yes you can. VW, BMW and Mercedes all make and sell diesels that pass California emissions requirements.

For example:
VW Jetta TDI: http://www.vw.com/jetta/en/us/
BMW 335d: http://www.bmwusa.com/Standard/Content/Vehicles/2011/3/335dSedan/Default.aspx
Mercedes R350 Bluetec: http://www.mbusa.com/mercedes/vehicles/explore/overview/class-R/model-R350BTC

Yes you missed something. Comparable cars to the Model S would be BMW's, Audi's, etc. Base model Audi's start at $32,000, base model BMW's start at $30,000. The original Roadster was $110,000 and the sport model is toping $140,000. So yeah the model S is more affordable, especially considering it will save you over $4,000 a year in oil and gas charges. And I'm basing that $4,000 a year off my 35 MPG Corolla, compared to maintenance on a comparable car I'm sure it would be more.

I've started saving for my model S. The Corolla is just to hold me over. I hope to have a Model S within 5 years.

Right now only Volkswagen and Mercedes offer diesel engine cars in the US

... and BMW with the 335d and the X5 xDrive35D

Right now only Volkswagen and Mercedes offer diesel engine cars in the US

... and BMW with the 335d and the X5 xDrive35D

Mmmmm...M3.

Of course they can, even content-less commercials are copyrighted.

However, if this model becomes popular, you can just side-step the networks and distribute direct.

A few years back there was a BMW series of movie shorts that were unabashedly product placement pieces, but they were quite enjoyable.

In fact, I just found them again

Of course, fast cars are inherently entertaining to many folks. I can hardly wait for the next episode of Kleenex Man!

You're not alone. That's always especially amusing when it's on a site hawking luxury goods. How many people who can afford a BMW are using 15" screens?

BMW's ultimate service means zero maintenance costs for 50,000 miles:

http://www.bmwusa.com/Owners/BMWUltimateService/default

You are right about the fuel costs - but her commuting costs were about 6 times the fuel cost in your example.

-ted

A stock (gasoline-only) BMW 7-series easily starts at over $75,000 USD. The top-end ones with V12 gasoline engines start at $120k, and people still buy them. Granted, it's a niche market, but these things still sell. I understand your point, though; The ones modded to run on rocket fuel will cost a lot more, possibly out of the price range of everyone except collectors.

Yup. BMW has had this in the USA since the 2003 7 series. The technology is called Valvetronic http://www.bmwworld.com/technology/valvetronic.htm & http://www.bmwusa.com/Vehicles/X5/48is/HighlightDe tail.htm

The author complains about BMW's idrive control (more info here), but I think it is a good solution to this problem. It's a universal control that gives you a tactile interface without tons of buttons and knobs. Once you get used to it, it's actually pretty easy to use.

The problem with analog controls is that you can't add/remove them easily once a device is made. BMW, for example, updates the software in their vehicles periodically, adding and removing features. Without some sort of universal control system this is much more difficult to do.

This is a great idea. Now if only they made toys for adults like that...

BMW offers this in their 7 series sedans:

http://www.bmwusa.com/vehicles/7/750iSedan/Highlig htDetail.htm

It's called Active Cruise Control

It is far moire likely that designers have studied and understand interface design than for a programmer to have done so given that it is the very thing we do, we do not just "draw pretty pictures". Design is a commercial art for which I make no apologies. We utilize type and image to interact with people in a myriad of ways. If it's print, then the use of paper, folds, and design all come into play to guide the audience through the piece. If it's broadcast design then understanding how to fit a huge amount of information in as tight a space such as tickers or lower thirds requires a bit more knowledge than how to draw pretty pictures. Same goes for the web. I'm sure you coudl find examples of designers who used pretty pictures on the web simply to use pretty pictures. However, I point to sites like http://www.geoterra.com/, or http://www.bmwusa.com/allnew3 for examples of excellent design with human interaction in mind (both won top honors in Communication Arts - you can view more great sites by following this link). If you want to see a coupe excellent examples of design studios who do web sites very well hop on over to http://www.secondstory.com/, http://www.terraincognito.com/,

I listen to internet radio for a reason, and I find it very useful. I am an American currently located in England, and without internet radio, I would not be able to listen to some radio stations I preffer listening to for the majority of every year.

I normally use my HP iPAQ PDA over the wireless network in the British home with a program that supports mp3 pro (*.m3u) or Windows Media Player, depending on which radio station I am listening to.

BBC Radio 4 the vast majority of the time does not provide any good discussion, and Capital FM does not suit my style. I listen to KALW and KOIT, normally. People are amazed when they see what I am doing.

The built-in speakers on the iPAQ are very poor, so I use headphones (purchased at Frys), which offer much better quality.

This is one of the possible, and very useful, uses of internet radio. However, I suspect that this audience that I am in is very small.

It would be great if automobile companies like BMW, seeing as they have got iPod intergration into the vehicles, and Lincoln, would also offer the ability to listen to some internet radio stations, so I can listen to them while driving.

However, intenet radio will no longer be necessary in around five/six years once I return full-time to California to spend the third decade of my life onwards. I will then use a portable radio to listen to the radio while I am moving around the house and be able to listen to it in my car, in HD. The BMW 7 series supports HD FM radio stations, such as KOIT. I do not know whether this is also the case on the internet streaming version. (Link: http://www.bmwusa.com/Vehicles/7/750liSedan/Featur es.htm - under "Audio/visual" heading)

It is also a big annoyance to have to use the program on the PDA to access the radio station, compared to pressing physical buttons, such as on the steering wheel/knob to to this. Also, the reliability of the wireless connection to the PDA seems to be getting constantly worse, while not to other wireless devices.

--------------

anonymousHuman

Since the dawn of the Automobile Revolution, automobile marques have been proactive in their approach to appeal to certain segments of society. By targeting these groups, automakers would find a much higher loyalty rate in an increasingly unloyal industry. Even today this tradition continues, with companies such as Toyota appealing to the youth market with its Scion brand, BMW and Mercedes appealing to the affluent market, Buick appealing to the understated senior market, and Subaru and Volvo appealing to the aging hippy market. One demographic spoken for by a large multinational automaker that often raises a bit of controversy, however, is the gay and lesbian market. It is within these confines that Honda finds its must staunch loyalists.

The connection stems much further than their not-so-subtle "H" logo. Since the inception of Honda by founder Kilimanjaro Honda in Tokyo, Japan in 1948, Honda has had a long line of successful industry firsts. Honda's first products imported to the United States were motorcycles capable of producing almost twice as much horsepower as their American brethren. Sold out of a small shop in San Francisco, their demographic was clear. From day one, Honda coined the term "Crotch Rocket" to target the gay and lesbian community. It wasn't long before Honda had made its first inroads in gaining market share in the vital west coast community.

While commercially successful, Honda didn't wish to fight a one-front war against Christians. In 1962, Honda started producing the HX100, their first entry into the area of gas powered lawn mowers. This allowed residents to show off their sexual preference to neighbors when not commuting. The new market, however, was something Honda was not experienced in, and proved to be initially unsuccessful. Honda faced several lawsuits alleging their lawnmowers oxidized almost instantly when mowing over damp grass.

It wasn't before long that founder Honda realized that the next battle would have to be fought in the ever-expanding industry of automobiles. In 1972, Honda began offering the United States its first car, the Honda Civic. While industry brass wanted to call it the "Civic Lesson," for the lesson it was trying to teach regarding the homosexual agenda, "Lesson" was eventually dropped from the title before release. Honda's experience in the lawn equipment market proved beneficial in their foray into automobiles, as the first generation of Civic Lessons were powered by their 49cc lawnmower engines producing a then-respectable 20 horsepower.

The response from the homosexual community was very positive, and sales of Civic Lessons matched other popular rivals in the west coast market from Toyota and AMC. Initial figures had pinned sales at achieving a 53% homosexual rate of buyers of Civic Lessons, a figure that has yet to be beat. The Civic Lesson proved to be a remarkable car for the homosexual market, as these families did not have any children and thus did not need room for a back seat. Honda foresaw new potential, however, with gay and lesbian

Volkswagen, literally "people's car," has been producing vehicles in Germany since its original founder, Adolf Hitler, brainstormed their first concept. Their niche was once to build a car that the everyday Aryan could afford, and to bring strength by empowering their people to commute cheaply and effectively where they needed to go. Today, Volkswagen is much more, representing an entry-level German nameplate for automobile owners to get the trademarks set by every German automobile: great styling, great handling, and prohibitively expensive repairs.

Their product repertoire includes several historical namesakes from previous generations, as well as modern day contenders in the 21st century automobile market. The New Beetle and the Jetta are Volkswagen's entry level vehicles for German beginners. Moving up the chain brings you the Passat and the Golf, for European luxury in midsize prices. At the top of the chain brings the near-luxury Touareg (German for "SUV") and Phaeton (German for "German Luxury"). What Volkswagen wants you to forget, however, is their rich lineage which spawned today's vehicles.

Founded in 1932 by the famed Nazi leader, his first project was to design a vehicle which would aid in building the strength of the fascist state. The car would be built to mimic the symbolic ideals of the cult-like ruling Nazi party. The Beetle, it was to be called, would be Volkswagen's first foray into enabling the Nazi leaders to commute to battle meetings to coordinate the death of the Allies. Throughout the War of Europe and subsequently World War II, Volkswagen earned the Nazi regime heavy profits due to its rapid expansion and slave labor. This, in turn, allowed Volkswagen to expand plants to newly-acquired German territory in Russia, as well as Czechoslovakia.

After the crumbling of the Nazi party, and effectively the entire German social structure in 1945, Volkswagen was left without its founder and entire management structure. Influenced by the opportunity of quick expansion, wealthy British entrepreneur Richard Branson, Sr. invested hundreds of millions of dollars into the plants to retool them for postwar production throughout Europe. Volkswagen was then reborn to make models that would carry its rich heritage to nations left unaffected by its founder.

Throughout the 1950's, 60's and 70's, the world went through major changes as a global economy started trickling into every nation.

I can't see why the M3 is excluded - it is a regular 3 series, more or less just with a 100 odd extra horsepower. I tried looking for exclusions, but didn't see any, so my hunch is that it's an oversight. For reference, bmwusa.com, the CD changer is an option on the M3, leading me to believe it should work.

If you're interested in Intel's future processors and how they'll be numbered, please look at the handy chart available here.

It's on that site. Just click on the 545 sedan link on the left.

It's listed as "heads up display" near the bottom of the feature list.

Unlike previous attemps at putting a HUD in a car, the BMW one uses special glass that prevents the display from looking doubled on the windscreen.

Got a link? I couldn't find reference to anything like that on the 5-series section of BMW's site..

BMW offers European Delivery, also Volvo, Saab, Porsche, Mercedes Benz, and maybe a few more I'm too lazy to look up, offer similar programs.

oops, screwed up that link.

www.bmwusa.com

Not that you couldn't figure it out anyway :-)

No, Mac OS X is a new BMW 745i: A technological tour-de-force, but with style changes for the sake of change that have most people scratching their head and wondering "What were they thinking?"

BeOS is a DeLorean*: A product with plenty of promise, undone by the temptations of the man in charge.

*: With apologies to Neal Stephenson. It's not the Batmobile anymore, unless you mean the one Adam West drove. :-)