jake

Nope. They would have still gone with script and used the slowest charging available just to make it sound as slow as possible. Remember, they knew Tesla had a high power charger that can charge full in 3-4 hours (at 16.8kW still the highest power Level-2 charger in any production EV today), but they still followed the script and focused on the slowest charging.

Agree with them too. If something like the Roadster with industry leading (and still industry leading after 3 years!) range/capacity/performance/level-2 charging speed "doesn't work," it's not going to bode well for the image of other EVs.

@Sean
I'm stumped by this statement too. The Model S is a $57+k sedan and from the current information will be leather appointed, has a huge 17 inch screen, and was developed with the top luxury makes as targets. I don't know how anyone can reach the conclusion it isn't a luxury sedan.

@Nixon
Mainly discharge only. This figure is relevant since sometimes the power bottleneck is at the battery (esp. true in a lot of plug-in hybrids with smaller batteries).

A lot of performance PHEVs like to point out the kW of the motors (which is usually huge), but neglect to mention the battery can't actually supply that amount of power (which means power has to be supplemented by the ICE/generator).

Anyone know where to find a chart of the EPA74 cycle or know its real name in this list:
http://www.epa.gov/nvfel/testing/dynamometer.htm

I tried googling it and it refers back to this article. I know there is EPA75, but couldn't find EPA74 in any detail, specifically the chart.

Anyways, the Leaf and Volt was tested under standard EPA procedures (pre-2008) and then corrected by 30% (multiply result by 0.7). For unadjusted, the Leaf got 151.5 City, 131.3 Hwy, 141.69 combined (MPGe).
http://www.smidgeindustriesltd.com/leaf/EPA/

Sometimes kW can refer to the power output of a battery pack too. However, kWh is definitely not used when referring to motors.

Fisker certainly has first mover advantage. The Model S isn't in production yet, so you would have to wait for it. They won't really be truly competing until the Model S is out.

@bugdomguy
Looks are very subjective, but I've seen the Model S compared to designs like the Maserati, Aston, and even Jaguar XF.

@why not the LS2LS7?
Certainly, I agree with your side more, that it makes more sense to have the more expensive charger off-board (this is more related to J1772 + CHAdeMO vs having Mennekes handle up to 43.5kW than with three phase specifically).

However, having the connector support 3-phase also (the car doesn't necessarily support it), seems to make it a superior connector (or at least more flexible).

@rcappo
The biggest problem about J1772 is that it doesn't support 3-phase, which is an issue in Europe since 3-phase is widely available. The Mennekes connector is actually compatible with J1772. You just need an adapter. It's actually a more superior connector. If the Europeans didn't have nationalistic bickering, they might have decided on this standard first and successfully convinced the US to use it.

http://blog.caranddriver.com/wp-content/uploads/2010/12/2011-Chevrolet-Volt-EPA-sticker.jpg

It's on the EPA sticker. 35 city / 40 highway / 37 combined.

A lot of companies advertise highway only (not even the combined figure). That's just how it is. Not that hard to dig up the EPA sticker though with Google images if you really car.