<http://schema.org/articleBody>
"           San Carlos, California \u2014 This pleasant city a short drive south of San Francisco is home to Tesla Motors&amp;#039; design and development headquarters. Before us are two prototypes of the production Tesla Roadster, the first fully-electric sports car that is to be produced and sold to the public beginning in early 2008. As Road &amp;amp;amp; Track Deputy Editor Matt DeLorenzo and I board our designated prototypes, it&amp;#039;s comforting to know that our Tesla hosts are 1) completely confident to let us wring these things out in the nearby twisties, and 2) going to let us do it even though it&amp;#039;s pouring down rain!   Due to the partial sharing of DNA, it doesn&amp;#039;t surprise us that the cockpit evokes d\u00E9j vu. But because its chassis&amp;#039; needs differ from the Elise (the Tesla is larger in every dimension save for the rear track), engineers saw this as an opportunity to improve certain areas including the interior ergonomics.   Ingress/egress is much less of a circus act, thanks to a lower step-over as you make your way into a substantially more padded seat. The console that separates driver and passenger has been made narrower because there is no need for a mechanical linkage pass-through for the electronic gear selector, which lends additional thigh space for both occupants. The dash layout and steering wheel \u2014 with horn buttons often inadvertently pressed while working the wheel \u2014 look identical to the Lotus&amp;#039;s.   Comfortably belted into the VP10 car (Validation Prototype 10), I turn a conventional column-mounted key. But instead of starter clamor closely followed by reverberations of combusting air-fuel mixture, the car responds with R2D2-like beeps and sounds, informing us that all systems are go. The VDS, or Vehicle Display System, which is a small touchscreen to the left of the steering wheel, relays a multitude of pertinent information to the driver including cruise range and tire pressures, and allows you to select different drive settings for maximum performance or efficiency. It also comes with a handy valet mode that can limit torque to 50 percent, top speed to 70 mph (for highway safety), and log total distance traveled.   Neither transmission in these two prototypes is the final deal, and as of this story&amp;#039;s publication, Tesla engineers were still weighing their options. We do know, however, that they are favoring a 2-speed gearbox, which gives optimal acceleration from 0\u201360 mph (claimed to occur in less than 4 seconds) in 1st gear and tops out at 125 mph in 2nd. Reverse is handled not with an additional countershaft gear, but by running the motor in reverse. The motor and transmission together are almost small enough to wrap your arms around and, according to Tesla, weigh in well under 150 lb. Despite its size, this tidy combo puts out a healthy 248 bhp at 8000 rpm and 211 lb.-ft. of torque.   Like the one Engineering Editor Dennis Simanaitis drove and reported on in Ampersand, January 2007, the VP10 prototype is set up primarily for 2nd-gear travel. Nonetheless, power off-line is ample since peak torque is realized from 0 rpm all the way to 6000 rpm, only then falling off gradually to the motor&amp;#039;s redline at 13,000 rpm. We soon hit a good section of road known as Skyline Drive (CA-35) where we are able to exploit some of the chassis&amp;#039; capabilities on a rain-soaked surface. The car rides on Yokohama ADVAN Neova tires, identical in size and type to the Elise&amp;#039;s, which have a good amount of wet grip and transmit information well through the steering wheel.   The feels composed and competent at speed with great turn-in and transitioning response, picking up a gentle understeer when pushed through a corner a little too hard. The suspension achieves a good balance of sportiness and compliance, without jarring over average road undulations. The accelerator (not to be confused with a throttle) offers extremely precise control and power modulation, thanks to the instantaneous power and torque characteristics of an electric powertrain. Another advantage of such a setup is extremely quick-reacting traction control (which doesn&amp;#039;t require brake intervention) because of the motor&amp;#039;s ability to react instantly.   The source of such power and freedom also poses the greatest disadvantage to the Tesla \u2014 1000 lb. of sheer battery weight. The battery pack, comprising 6831 separate lithium-ion cells, is configured and packaged in a way that utilizes the space between the cockpit and motor/transmission compartment well, while adding structural rigidity to the chassis. You can definitely feel the penalty of said weight, but its distribution feels low and centralized so as to minimize any effect on performance.   A lightweight aluminum frame and beautifully fabricated carbon-fiber body panels do all they can to offset the battery burden, and as a result the Tesla weighs in at a modest 2690 lb. This eclipses the Elise by about 730 lb. and makes the lack of power-assisted steering more apparent in parking-lot situations and slow-speed maneuvers \u2014 we&amp;#039;d urge you to reconsider buying the Tesla as a primary grocery-getter.   Before our day was done, Zak Edson, senior manager of member services, made sure I got a taste of 1st gear in EP9 (Early Prototype 9) to self-validate their acceleration claims. Flooring the accelerator from a standstill provides a sensation similar to that of a turbodiesel engine with an impossibly wide powerband, or a rollercoaster equipped with electromagnetic propulsion \u2014 we&amp;#039;ll wager that they&amp;#039;re right on this one. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a13991/2008-tesla-roadster/>