Did the NYT fake a breakdown of an electric car?

Incongruities revealed in the logs.

Last week, the New York Times' John Broder took a Tesla Model S — the luxury electric car which its manufacturers hope will change the image of green driving forever — for a test drive.

The drive was supposed to test the new network of "Superchargers" which the company has installed along the east coast of the US. These docking stations use high-voltage DC current to charge the battery of the car in a fraction of the time it would take through mains power, and the idea is that they allow drivers to take long-distance trips which would normally be unthinkable with an electric car.

Broder planned a trip between Washington DC and Newark, Connecticut, taking in two charging stations on the way. But, he wrote, the cold weather dramatically shortened his loan-car's battery life, leading to a litany of problems and an eventual tow-truck call-out due to a flat battery:

Tesla’s chief technology officer, J B Straubel, acknowledged that the two East Coast charging stations were at the mileage limit of the Model S’s real-world range. Making matters worse, cold weather inflicts about a 10 percent range penalty, he said, and running the heater draws yet more energy. He added that some range-related software problems still needed to be sorted out.

The company initially responded to the story with regret, which Straubel telling Broder that "it’s disappointing to me when things don’t work smoothly". But Tesla also had some doubts.

As the company's chair, Elon Musk, writes:

Our highest per capita sales are in Norway, where customers drive our cars during Arctic winters in permanent midnight, and in Switzerland, high among the snowy Alps. About half of all Tesla Roadster and Model S customers drive in temperatures well below freezing in winter.

The company has had bad experiences with reviews before. Notoriously, an episode of Top Gear gave the car a favourable test drive calling it "an astonishing technical achievement", but ended with Jeremy Clarkson saying "it's just a shame that in the real world, it just doesn't seem to work" over footage of the Top Gear crew pushing the car back into the garage. When Tesla got the car back and ran diagnostic programs on it, though, they found that at no point did either of that cars used drop below 20 per cent charge. Clarkson had presented the story he wanted to tell, and the actual facts of the matter were not allowed to get in the way.

Since then, Tesla has installed tracking software on all cars loaned out to journalists, and when it checked the car used by Broder, it found discrepancies in his story.

While some were relatively minor — Broder says he set cruise control at 54mph, while the logs show the car travelled at closer to 60mph for the same period; he says he turned the heater down, the logs show he turned it up — even they are the sort of errors an experienced reporter ought not to make. But others raise questions over whether he, like Top Gear, had a story he wanted to tell regardless.

The last two incongruities Musk highlights are the most concerning:

For [Broder's] first recharge, he charged the car to 90%. During the second Supercharge, despite almost running out of energy on the prior leg, he deliberately stopped charging at 72%. On the third leg, where he claimed the car ran out of energy, he stopped charging at 28%. Despite narrowly making each leg, he charged less and less each time. Why would anyone do that?
The above helps explain a unique peculiarity at the end of the second leg of Broder’s trip. When he first reached our Milford, Connecticut Supercharger, having driven the car hard and after taking an unplanned detour through downtown Manhattan to give his brother a ride, the display said "0 miles remaining." Instead of plugging in the car, he drove in circles for over half a mile in a tiny, 100-space parking lot. When the Model S valiantly refused to die, he eventually plugged it in. On the later legs, it is clear Broder was determined not to be foiled again.

If Tesla's logs are correct, Broder didn't drive the route he said he did, didn't set the temperature to the level he said he did, and didn't drive the speed he said he did.

On the third charge, at least, Broder has a reason for only charging the battery to 28 per cent. He writes:

The Tesla people found an E.V. charging facility that Norwich Public Utilities had recently installed. Norwich, an old mill town on the Thames River, was only 11 miles away, though in the opposite direction from Milford.
After making arrangements to recharge at the Norwich station, I located the proper adapter in the trunk, plugged in and walked to the only warm place nearby, Butch’s Luncheonette and Breakfast Club, an establishment (smoking allowed) where only members can buy a cup of coffee or a plate of eggs. But the owners let me wait there while the Model S drank its juice.

Clearly sitting in a members-only establishment waiting for your car to charge is unpleasant; but even Broder admits that when he set off from Norwich, the displayed range wasn't as far as the distance he actually intended to travel. He never explains why he thought breaking down on the highway was preferable to spending a further hour in Butch's.

Before Musk published the logs, Broder gave his own pre-buttal, attempting to address what he thought the complaints might be, including the detour into Manhattan and the reason why the first charge was only to 90 per cent capacity. He did not address the reasons why the second charge was only to 72 per cent capacity, nor why he knowingly left Norwich without enough power to make it to the next charging station.

Jalopnik, looking at the story, also finds a plausible reason for why Broder may have "driven in circles" in the Milford garage, noting that:

The Milford station is on an off-ramp and it isn't at all small. A single loop around the station is nearly a 1/3rd of a mile, and if you make a wrong turn (or even hunt for the charger) and make one turn around you're at 1/2 mile.

Doubtless, we will hear something from the New York Times or Broder himself eventually. Until then, it behooves all reporters to bear in mind that sometimes, what you report on can talk back.

Photograph: Getty Images

Alex Hern is a technology reporter for the Guardian. He was formerly staff writer at the New Statesman. You should follow Alex on Twitter.

Photo: Getty Images
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There are risks as well as opportunities ahead for George Osborne

The Chancellor is in a tight spot, but expect his political wiles to be on full display, says Spencer Thompson.

The most significant fiscal event of this parliament will take place in late November, when the Chancellor presents the spending review setting out his plans for funding government departments over the next four years. This week, across Whitehall and up and down the country, ministers, lobbyists, advocacy groups and town halls are busily finalising their pitches ahead of Friday’s deadline for submissions to the review

It is difficult to overstate the challenge faced by the Chancellor. Under his current spending forecast and planned protections for the NHS, schools, defence and international aid spending, other areas of government will need to be cut by 16.4 per cent in real terms between 2015/16 and 2019/20. Focusing on services spending outside of protected areas, the cumulative cut will reach 26.5 per cent. Despite this, the Chancellor nonetheless has significant room for manoeuvre.

Firstly, under plans unveiled at the budget, the government intends to expand capital investment significantly in both 2018-19 and 2019-20. Over the last parliament capital spending was cut by around a quarter, but between now and 2019-20 it will grow by almost 20 per cent. How this growth in spending should be distributed across departments and between investment projects should be at the heart of the spending review.

In a paper published on Monday, we highlighted three urgent priorities for any additional capital spending: re-balancing transport investment away from London and the greater South East towards the North of England, a £2bn per year boost in public spending on housebuilding, and £1bn of extra investment per year in energy efficiency improvements for fuel-poor households.

Secondly, despite the tough fiscal environment, the Chancellor has the scope to fund a range of areas of policy in dire need of extra resources. These include social care, where rising costs at a time of falling resources are set to generate a severe funding squeeze for local government, 16-19 education, where many 6th-form and FE colleges are at risk of great financial difficulty, and funding a guaranteed paid job for young people in long-term unemployment. Our paper suggests a range of options for how to put these and other areas of policy on a sustainable funding footing.

There is a political angle to this as well. The Conservatives are keen to be seen as a party representing all working people, as shown by the "blue-collar Conservatism" agenda. In addition, the spending review offers the Conservative party the opportunity to return to ‘Compassionate Conservatism’ as a going concern.  If they are truly serious about being seen in this light, this should be reflected in a social investment agenda pursued through the spending review that promotes employment and secures a future for public services outside the NHS and schools.

This will come at a cost, however. In our paper, we show how the Chancellor could fund our package of proposed policies without increasing the pain on other areas of government, while remaining consistent with the government’s fiscal rules that require him to reach a surplus on overall government borrowing by 2019-20. We do not agree that the Government needs to reach a surplus in that year. But given this target wont be scrapped ahead of the spending review, we suggest that he should target a slightly lower surplus in 2019/20 of £7bn, with the deficit the year before being £2bn higher. In addition, we propose several revenue-raising measures in line with recent government tax policy that together would unlock an additional £5bn of resource for government departments.

Make no mistake, this will be a tough settlement for government departments and for public services. But the Chancellor does have a range of options open as he plans the upcoming spending review. Expect his reputation as a highly political Chancellor to be on full display.

Spencer Thompson is economic analyst at IPPR