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    Re: Tesla

    I suggest you guys stay away from Tesla and keep buying those cars which are not so flawed and have never had (or will have) these problems.  
    On a totally different topic. I have not seen as much irrational hate since Trump. The other day I was out to dinner in a very nice part of town when my phone alerted me to check my car.  I could clearly see someone at the right front wheel bent over briefly and then walking away.  Went out to the parking lot and discovered two of my lug nuts had been removed from the right front wheel. Sentry mode sent me the alert, flashed the lights and chased him off. Next level would have honked the horn and displayed a warning on the screen.  Nice feature which could save a life. Still have no idea about the rectal cranial inversion some suffer when seeing a Tesla but now that the Trump haters have found Elon as a substitute it is not the peaceful crowd who objects to violent displays.  Free speech certainly has a price - people love to make you pay for it. Personally I find getting only one side of the story much more expensive especially if it turns out to be the wrong side. 
    Cheers all - it’s a beautiful day!  


    Re: Tesla

    If you could see how paranoid and radicalized you sound yes


    Re: Tesla

    Most Tesla owners are like that, very very defensive about their choice 🤷🏻‍♂️


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    Re: Tesla

    Someone sounds trigger once again.  The rational disconnect is staggering with the Tesla diehard base. 


    Re: Tesla

    Someone stole your lug nuts and you start about free speech, Trump and Musk. Sounds rational.


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    997.2 4S / BMW 745e / Donkervoort GT 


    Re: Tesla

    Leawood911:

    I suggest you guys stay away from Tesla and keep buying those cars which are not so flawed and have never had (or will have) these problems.  
    On a totally different topic. I have not seen as much irrational hate since Trump. The other day I was out to dinner in a very nice part of town when my phone alerted me to check my car.  I could clearly see someone at the right front wheel bent over briefly and then walking away.  Went out to the parking lot and discovered two of my lug nuts had been removed from the right front wheel. Sentry mode sent me the alert, flashed the lights and chased him off. Next level would have honked the horn and displayed a warning on the screen.  Nice feature which could save a life. Still have no idea about the rectal cranial inversion some suffer when seeing a Tesla but now that the Trump haters have found Elon as a substitute it is not the peaceful crowd who objects to violent displays.  Free speech certainly has a price - people love to make you pay for it. Personally I find getting only one side of the story much more expensive especially if it turns out to be the wrong side. 
    Cheers all - it’s a beautiful day!  

    WOWangel Mike, do you know why someone would do that? Smiley


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    The purpose of life is to enjoy the moment.


    Re: Tesla

    I think I am done here. Thanks friends. 



    Re: Tesla

    This is what I've been saying for a very long time. 


    Re: Tesla

    They have also been selling "FULL self driving" for years using a fake fabricated video of a Tesla supposedly using FSD for the sell and 7 years later it's still a level 2 no where near self driving but that hasn't stopped them from continuing the scam.


    Re: Tesla

    Fun fact I just came across.

    Tesla US market share 4Q 2021, 78%. Tesla US market share 4Q 2022, 58%. 20% evaporated in just one year. But it had been on a downward trend since the days of them having a quasi-monopoly on EVs. Will they break 50% or go even lower at Q4 2023?

    1Q 2023 number will be out soon, will be interesting to see if they can salvage back any gains with their deep price cut recently and the one from January. 

     


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    Re: Tesla

    Not trying to pile it on, but didn't Elon promised 'bi-directional' charging function? Years gone already and it's still vapour ware. Just like everything else Elon 'promised'. 

    My Ford Lightning comes with that and will be getting that installed in the coming days, not that I needed it as I already have a gas generator covering the whole house. 


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    Re: Tesla

    Whoopsy:

    Not trying to pile it on, but didn't Elon promised 'bi-directional' charging function? Years gone already and it's still vapour ware. Just like everything else Elon 'promised'. 

    My Ford Lightning comes with that and will be getting that installed in the coming days, not that I needed it as I already have a gas generator covering the whole house. 

    Problem is "Elon" promised... that should of given it away right there... He also promised a rocket thrusters option for the Roadster, a vaporware car he introduced years ago to collect large preorder payments... 6 years later there is still no news of a Roadster in sight.


    Re: Tesla

    From The Autopian and why Tesla is in trouble:

    The Volkswagen ID.2all Concept Is A First Look At VW’s Dirt-Cheap, $26,500 Electric Car

    Volkswagen Id.2all Topshot

    It may only be March, but what you’re seeing here might be the most important concept vehicle of 2023. Even if you couldn’t be bothered by most electric cars, you’ll want to pay attention now. This is the Volkswagen ID.2all and it’s an electric concept car that’s actually worth giving a shit about. The headline figures are incredible: A price tag under €25,000 (~$26,500); a perfectly usable 280 miles of maximum range on the optimistic WLTP cycle; the interior space of a Golf in a properly city-sized footprint. This is the sort of electric car we’ve all been waiting for, one that’s stylish and sensible and attainable for a lot of people.

    Volkswagen ID.2all

    At a time when many EVs are screaming their differences from ICE cars with bulbous visual language, the ID.2all looks refreshingly sharp. It’s visually a bit of Golf crossed with a bit of Up!, which explains why it evens out to be roughly the size of a Polo. At 4,050 mm (159.5 in.) long, 1,812 mm (71.3 in.) wide, and 1,530 mm (60.2 in.) tall, this concept is exactly the size a small hatchback should be. Excellent.

    ID.2all Interior 1

    News gets even better on the inside, where many of Volkswagen’s current transgressions against common sense have been addressed. The driver’s door panel features four proper window switches, the temperature controls are rocker switches, the volume control is a roller, and the steering wheel controls are physical. There’s even a proper knob in the center console for some manner of auxiliary functions. Everything in this cabin makes perfect sense, as it ought to.

    Db2023au00171 Large

    So what about the fun factor? Well, small cars are generally more fun than large cars because of their small footprints. Even though the ID.2all’s wheelbase is fairly long for a car so small, 102.4 inches is less than an inch longer than the wheelbase on a Mk5 GTI, a car generally regarded for being sweet in the bends. What’s more, with 223 horsepower on tap, front-wheel-drive, and a zero-to-62 mph time under seven seconds, the ID.2all has some specs like a hot hatch thanks to its new MEB entry platform. Granted, what appears to be a torsion beam rear suspension is less sophisticated than a multi-link arrangement, but look at what that does for trunk space.

    Volkswagen ID.2all cargo space

    In addition, the ID.2all looks very production-like. Concept cars don’t normally bother with rear bumper reflectors, mirrors that aren’t cameras, manually-adjustable steering columns, and rear wipers. I suspect that the production car we’ll see in a few years will look a lot like this concept, which means it should be lovely.

    Db2023au00184 Large

    As car people, most of us are collectively unenthused by the deluge of pricey electric crossovers. It seems as if every other month, some manufacturer pulls the sheets off of some bulbous overgrown machine that weighs as much as a Lincoln Town Car and asks for everyone to feign excitement. While vehicles like the Volkswagen ID.4 and Chevrolet Blazer are fine, very few of us are going to buy one for one of two reasons. Firstly, have you seen the sort of used car and/or gasoline $40,000 can buy?

    You could buy, insure, and fuel a Ram SRT-10 for about two minutes given its appalling fuel economy. More sensibly, you could buy a cheap BMW i3 like David’s and have the better part of $30,000 to spend on a toy. That’s Honda S2000, C6 Chevrolet Corvette, or Maserati Quattroporte GTS money. Secondly, most of us realistically can’t afford to spend that sort of money on a brand new electric car. Between all the expenses of life like housing, groceries, saving for retirement, and paying down student loans, there just isn’t enough left in the well for an expensive new car.

    Db2023au00180 Large

    As such, the Volkswagen ID.2all matters. Electric cars simply won’t catch on unless they’re cheap, and the production version of the ID.2all deserves a chance in America. Even without IRA incentives, it’s reasonably attractive, reasonably functional, and should be reasonably-priced. This little Volkswagen concept is a rare moment of common sense in an automotive landscape seemingly intent on pricing everyone out of the market.

    (Photo credits: Volkswagen)


    Re: Tesla

    It's an updated e-golf!  Should be a really great balance of range, price, usability, and, assuming the battery isn't too large, quick charging.


    Re: Tesla

    It's a small car, battery size will be in the 50-60kW range. That means under 6 hours charging to full at home.

    VW had to go all touch screen route in order to build to that price. All the extra buttons and controls adds us fast when building many cars. It's a sad thing car makers have to resort to using touchscreens to cut cost. 

    At least they didn't go bat shit crazy and put steering gas and brake and windows control and shifter and turn signal all into the touchscreen. 

    It's a great looking car, perfect city run around car also. Too bad it's saddled with a useless touchscreen. 


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    Re: Tesla

    Really interesting concept, I like it!


    Re: Tesla

    ID.2all Interior 1
     

    This makes me puke.


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    If I don't fly, I drive my .:RS :)


    Re: Tesla

    Haha, it looks very generic for sure. Rotate the centre screen 90 degree and it's looks just about the same as my Mach E.


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    Re: Tesla

    It’s form follows fashion and the large center display is there because of the wide-scale adoption of rear view cameras.  Once that space is occupied by a screen for that function it becomes a convenient crutch to display hundreds of functions and options that few users ever explore. If your car doesn’t have flat panel displays, younger adults see that car as technically backward, a goal no modern automaker, besides Morgan, wishes to achieve. 


    Re: Tesla

    And a big screen right in the middle looks dated already, like a Tesla from 2012, over a decade ago. 

    Tesla did that to save money by integrating everything into it. Also they don't care if a touchscreen is dangerous inside a moving car, they had planned on having their cars drive themselves back then so it doesn't matter if the driver is distracted or not.

    A decade later, their cars still can't drive themselves. And touchscreen have become more and more a hazard inside a car. 


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    Re: Tesla

    https://www.roadandtrack.com/reviews/a43331244/2024-hyundai-ioniq-5-n-start-something-new/

     

    And the most advanced EV on the market right now is getting further ahead with the incoming 'hot' version. 

    Hyundai is getting seriously good. 


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    Re: Tesla

    Whoopsy:

    https://www.roadandtrack.com/reviews/a43331244/2024-hyundai-ioniq-5-n-start-something-new/

     

    And the most advanced EV on the market right now is getting further ahead with the incoming 'hot' version. 

    Hyundai is getting seriously good. 

    Indeed. I like how the Ioniq 5 looks and Hyundai offered a glimpse of the "future" with their Ioniq 6 prototype where you can basically hear and feel how the "engine" upshifts and downshifts (the car has only one gear Smiley), you can actually "shift" manually to achieve this effect, which can improve the EV experience a lot. It basically imitates a gearbox, which is really impressive, even if it is fake.


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    RC (Germany) - Rennteam Editor Lamborghini Huracan Performante (2019), BMW Z4 M40i (2022), Jeep Grand Cherokee Trackhawk (2019 EU)


    Re: Tesla

    Pilot:
    ID.2all Interior 1
     

    This makes me puke.

    This is supposed to be an entry level EV for "little" money, the ICE version, the Polo, doesn't really look much better in the interior. Smiley


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    RC (Germany) - Rennteam Editor Lamborghini Huracan Performante (2019), BMW Z4 M40i (2022), Jeep Grand Cherokee Trackhawk (2019 EU)


    Re: Tesla

    "How Elon Musk knocked Tesla’s ‘Full Self-Driving’ off course"  C7BEAB03-A272-4B0C-AF73-D01AEAA5AA36.gif

    Tesla’s campaign to deliver a fully autonomous vehicle has suffered amid mounting safety concerns — and the boss’s Twitter distraction...

    SAN FRANCISCO — Long before he became “Chief Twit” of Twitter, Elon Musk had a different obsession: making Teslas drive themselves. The technology was expensive and, two years ago when the supply chain was falling apart, Musk became determined to bring down the cost.

    He zeroed in on a target: the car radar sensors, which are designed to detect hazards at long ranges and prevent the vehicles from barreling into other cars in traffic. The sleek bodies of the cars already bristled with eight cameras designed to view the road and spot hazards in each direction. That, Musk argued, should be enough.

    Some Tesla engineers were aghast, said former employees with knowledge of his reaction, speaking on the condition of anonymity for fear of retribution. They contacted a trusted former executive for advice on how to talk Musk out of it, in previously unreported pushback. Without radar, Teslas would be susceptible to basic perception errors if the cameras were obscured by raindrops or even bright sunlight, problems that could lead to crashes.

    Musk was unconvinced and overruled his engineers. In May 2021 Tesla announced it was eliminating radar on new cars. Soon after, the company began disabling radar in cars already on the road. The result, according to interviews with nearly a dozen former employees and test drivers, safety officials and other experts, was an uptick in crashes, near misses and other embarrassing mistakes by Tesla vehicles suddenly deprived of a critical sensor.

    Musk has described the Tesla “Full Self-Driving” technology as “the difference between Tesla being worth a lot of money and being worth basically zero,” but his dream of autonomous cars is hitting roadblocks.

    In recent weeks, Tesla has recalled and suspended the rollout of the technology to eligible vehicles amid concerns that its cars could disobey the speed limit and blow through stop signs, according to federal officials. Customer complaints have been piling up, including a lawsuit filed in federal court last month claiming that Musk has overstated the technology’s capabilities. And regulators and government officials are scrutinizing Tesla’s system and its past claims as evidence of safety problems mounts, according to company filings.

    In interviews, former Tesla employees who worked on Tesla’s driver-assistance software attributed the company’s troubles to the rapid pace of development, cost-cutting measures like Musk’s decision to eliminate radar — which strayed from industry practice — and other problems unique to Tesla.

    They said Musk’s erratic leadership style also played a role, forcing them to work at a breakneck pace to develop the technology and to push it out to the public before it was ready. Some said they are worried that, even today, the software is not safe to be used on public roads. Most spoke on the condition of anonymity for fear of retribution.

    “The system was only progressing very slowly internally” but “the public wanted a product in their hands,” said John Bernal, a former Tesla test operator who worked in its Autopilot department. He was fired in February 2022 when the company alleged improper use of the technology after he had posted videos of Full Self-Driving in action.

    “Elon keeps tweeting, ‘Oh we’re almost there, we’re almost there,’” Bernal said. But “internally, we’re nowhere close, so now we have to work harder and harder and harder.” The team has also bled members in recent months, including senior executives.

    Meanwhile, Musk pulled dozens of Tesla engineers to work with code at Twitter, the struggling social media platform Musk purchased with fanfare last fall, according to people familiar with the matter, who spoke on the condition of anonymity for fear of retribution, and documents reviewed by The Washington Post. Earlier this month, after Tesla failed to announce a big new product on investor day, the company’s stock sank 6 percent.

    Musk has defended the company’s actions as long-term bets, with the prospect of unlocking tremendous value, and Tesla has said vehicles in Full Self-Driving crash at a rate at least five times less than vehicles driving normally. Musk and Tesla did not respond to repeated requests for comment.

    But the story of Full Self-Driving offers a vivid example of how the world’s richest person has complicated one of his biggest bets through rash decision-making, a stubborn insistence on doing things differently, and unyielding confidence in a vision that has yet to be proven.

    “No one believed me that working for Elon was the way it was until they saw how he operated Twitter,” Bernal said, calling Twitter “just the tip of the iceberg on how he operates Tesla.”

    The rise of ‘Full Self-Driving’

    In April 2019, at a showcase dubbed “Autonomy Investor Day,” Musk made perhaps his boldest prediction as Tesla’s chief executive. “By the middle of next year, we’ll have over a million Tesla cars on the road with full self-driving hardware,” Musk told a roomful of investors. The software updates automatically over the air, and Full Self-Driving would be so reliable, he said, the driver “could go to sleep.”

    Investors were sold. The following year, Tesla’s stock price soared, making it the most valuable automaker and helping Musk become the world’s richest person. Full Self-Driving followed Autopilot, which was launched in 2014 and went on to allow cars to navigate highways, from steering and changing lanes to adjusting speed. Full Self-Driving aimed to bring those capabilities to city and residential streets, a far more difficult task.

    The cars rely on a combination of hardware and software to do so. Eight cameras capture real-time footage of activity surrounding the car, allowing the car to assess hazards like pedestrians or bicyclists and maneuver accordingly.

    To deliver on his promise, Musk assembled a star team of engineers willing to work long hours and problem solve deep into the night. Musk would test the latest software on his own car, then he and other executives would compile “fix-it” requests for their engineers.

    Those patchwork fixes gave the illusion of relentless progress but masked the lack of a coherent development strategy, former employees said. While competitors such as Alphabet-owned Waymo adopted strict testing protocols that limited where self-driving software could operate, Tesla eventually pushed Full Self-Driving out to 360,000 owners — who paid up to $15,000 to be eligible for the features — and let them activate it at their own discretion.

    Tesla’s philosophy is simple: The more data (in this case driving) the artificial intelligence guiding the car is exposed to, the faster it learns. But that crude model also means there is a lighter safety net. Tesla has chosen to effectively allow the software to learn on its own, developing sensibilities akin to a brain via technology dubbed “neural nets” with fewer rules, the former employees said. While this has the potential to speed the process, it boils down to essentially a trial and error method of training.

    Rivals at Waymo and Apple take a different approach to autonomy, by setting rules and addressing any breaches if those constraints are violated, according to Silicon Valley insiders with knowledge of company practices, who spoke on the condition of anonymity because they were not authorized to speak publicly. Companies developing self-driving also typically use sophisticated lidar and radar systems which help the software map out their surroundings in detail.

    Waymo spokesperson Julia Ilina said there are evident differences between the companies’ approaches, pointing to Waymo’s goal of full autonomy and emphasis on machine learning. Apple declined to comment for this story.

    Tesla’s method has at times proven problematic. Around two years ago, a popular YouTuber captured footage of the software struggling to navigate San Francisco’s famously winding Lombard Street in a video that garnered tens of thousands of views. So Tesla engineers built invisible barriers into the software — akin to bumpers in a bowling alley — to help the cars stay on the road, Bernal said. Subsequent YouTube videos showed them operating smoothly.

    That gave Bernal pause. As an internal tester who drove that stretch of road as part of his job, it was clear that it was far from the typical experience on public streets elsewhere.

    Radar originally played a major role in the design of the Tesla vehicles and software, supplementing the cameras by offering a reality check of what was around, particularly if vision might be obscured. Tesla also used ultrasonic sensors, shorter-range devices that detect obstructions within inches of the car. (The company announced last year it was eliminating those as well.)

    Even with radar, Teslas were less sophisticated than the lidar and radar-equipped cars of competitors.

    “One of the key advantages of lidar is that it will never fail to see a train or truck, even if it doesn’t know what it is,” said Brad Templeton, a longtime self-driving car developer and consultant who worked on Google’s self-driving car. “It knows there is an object in front and the vehicle can stop without knowing more than that.”

    Cameras need to understand what they see to be effective, relying on Tesla workers who label images the vehicles record, including things like stop signs and trains, to help the software understand how to react.

    The most popular and interesting stories of the day to keep you in the know. In your inbox, every day.

    Toward the end of 2020, Autopilot employees turned on their computers to find in-house workplace monitoring software installed, former employees said. It monitored keystrokes and mouse clicks, and kept track of their image labeling. If the mouse did not move for a period of time, a timer started — and employees could be reprimanded, up to being fired, for periods of inactivity, the former employees said.

    After a group pushing to unionize Tesla’s Buffalo factory raised concerns about its workplace monitoring last month, Tesla responded in a blog post. “The reason there is time monitoring for image labeling is to improve the ease of use of our labeling software,” it said, adding “its purpose is to calculate how long it takes to label an image.”

    Musk had championed the “vision-only” approach as simpler, cheaper and more intuitive. “The road system is designed for cameras (eyes) & neural nets (brains),” he tweeted in February 2022.

    Some of the people who spoke with The Post said that approach has introduced risks. “I just knew that putting that software out in the streets would not be safe,” said a former Tesla Autopilot engineer who spoke on the condition of anonymity for fear of retaliation. “You can’t predict what the car’s going to do.”

    A rise in vehicle crashes

    After Tesla announced it was removing radar in May 2021, the problems were almost immediately noticeable, the former employees said. That period coincided with the expansion of the Full Self-Driving testing program from thousands to tens of thousands of drivers. Suddenly, cars were allegedly stopping for imaginary hazards, misinterpreting street signs, and failing to detect obstacles such as emergency vehicles, according to complaints filed with regulators.

    Some of the people who spoke with The Post attributed Tesla’s sudden uptick in “phantom braking” reports — where the cars aggressively slow down from high speeds — to the lack of radar. The Post analyzed data from the National Highway Traffic Safety Administration to show incidences surged last year, prompting a federal regulatory investigation.

    The data showed reports of “phantom braking” rose to 107 complaints over three months, compared to only 34 in the preceding 22 months. After The Post highlighted the problem in a news report, NHTSA received about 250 complaints of the issue in a two-week period. The agency opened an investigation after, it said, it received 354 complaints of the problem spanning a period of nine months.

    Months earlier, NHTSA had opened an investigation into Autopilot over roughly a dozen reports of Teslas crashing into parked emergency vehicles. The latest example came to light this month as the agency confirmed it was investigating a February fatal crash involving a Tesla and a firetruck. Experts say radar has served as a way to double check what the cameras, which are susceptible to being washed out by bright light, are seeing.

    “It’s not the sole reason they’re having [trouble] but it’s big a part of it,” said Missy Cummings, a former senior safety adviser for NHTSA, who has criticized the company’s approach and recused herself on matters related to Tesla. “The radar helped detect objects in the forward field. [For] computer vision which is rife with errors, it serves as a sensor fusion way to check if there is a problem.”

    Musk, as the chief tester, also asked for frequent bug fixes to the software, requiring engineers to go in and adjust code. “Nobody comes up with a good idea while being chased by a tiger,” a former senior executive recalled an engineer on the project telling him.

    Musk’s resistance to suggestions led to a culture of deference, former employees said. Tesla fired employees who pushed back on his approach. The company was also pushing out so many updates to its software that in late 2021, NHTSA publicly admonished Tesla for issuing fixes without a formal recall notice.

    Last year, Musk decided to buy Twitter, something that became a distraction for the Tesla chief executive, former employees of both companies said. After taking the helm in October, he diverted dozens of engineers — including on Autopilot and Full Self-Driving — to work there with him, further setting back Tesla, according to former employees and documents reviewed by The Post. Software updates that were otherwise issued every two weeks were suddenly spaced out over periods of months, as Tesla worked through bugs and chased more ambitious targets.

    Some lament Musk’s involvement at Twitter, saying he needs to refocus on Tesla to finish what he started. Ross Gerber, a Tesla investor who is running for a seat on the company’s board over concerns about its perceived inaction on Musk’s dueling role as head of Twitter, said Full Self-Driving heralds a bright future for Tesla.

    “We love Elon. He’s the innovator of our time,” he said. “All we want to see is him working full time back at Tesla again.”

    An uncertain future

    Tesla engineers have been burning out, quitting and looking for opportunities elsewhere. Andrej Karpathy, Tesla’s director of artificial intelligence, took a months-long sabbatical last year before leaving Tesla and taking a position this year at OpenAI, the company behind language-modelling software ChatGPT.

    “Since Andrej was writing all the code by himself, naturally, things have come to a grinding halt,” Musk said on an earnings call last year, noting he was speaking in jest.

    Ashok Elluswamy, Tesla’s director of Autopilot, has taken on work at Musk’s other company, Twitter, according to employees and documents reviewed by The Post.

    One of the former employees said that he left for Waymo. “They weren’t really wondering if their car’s going to run the stop sign,” the engineer said. “They’re just focusing on making the whole thing achievable in the long term, as opposed to hurrying it up.”

    The Justice Department has requested documents related to Full Self-Driving as part of an ongoing probe, and the Securities and Exchange Commission is looking into Musk’s role in pushing Tesla’s self-driving claims, part of a larger investigation, according to Bloomberg News.

    The lawsuit filed in February alleges that Tesla made “false and misleading” statements, arguing Tesla “significantly overstated” the safety and performance of Autopilot and Full Self-Driving.

    That is in addition to NHTSA’s two probes into Autopilot, one of which is the look at emergency vehicles. That investigation has been upgraded to a more advanced stage: an engineering analysis. The other, into “phantom braking” reports, is ongoing.

    At an investor showcase this month, Musk appeared alongside more than a dozen Tesla employees onstage, touting the company’s broad array of expertise. But the company failed to offer any major developments on Full Self-Driving, despite a segment on the technology.

    And some of Musk’s most loyal customers have given up hope that his initial promise will come true. Charles Cook, a commercial pilot and engineer from Jacksonville, owns a Tesla Model Y that he frequently drives in Full Self-Driving mode.

    While he is amazed at what the technology can do, he is surprised by both the slow pace of progress and the status of Musk’s promises. “Someone might have purchased Full Self-Driving thinking they were going to have a robo-taxi by now and spent their hard earned money on that,” he said.

    “Now his engineers may have laughed at that” but “a customer may have spent $15,000 thinking they’re going to have it next year.” Those customers, he said, lost out.

    “I do not believe you can remove the driver on this hardware suite, ever,” he said.

    Source: The Washington Post


    Re: Tesla

    A lot of people don't know that Musk is not an engineer, he has no training in engineering except that he says he's read books...


    Re: Tesla

    Carlos from Spain:

    A lot of people don't know that Musk is not an engineer, he has no training in engineering except that he says he's read books...

    Elon Musk is highly intelligent and he certainly is a visionary. However, I also think he is phony, he pretends to be something he isn't to make people believe and put their trust in him. 
    The problem is that it is very difficult to discern (in my opinion) where the authentic Elon Musk starts and the phony one ends and vice versa. He puts on a show for people because this is how he pleases and convinces them, he certainly has charisma. The question is: How much of the real Elon Musk do we see in public?!


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    RC (Germany) - Rennteam Editor Lamborghini Huracan Performante (2019), BMW Z4 M40i (2022), Jeep Grand Cherokee Trackhawk (2019 EU)


    Re: Tesla

    Musk as a visionary is really the recycling of ideas from 1950s SciFi books.  Beyond sprouting a few bromides such as first principles Musk demonstrates, time and time again, little fundamental understanding of the engineering processes involved. Listen to him describe how he builds cars and rockets, that lack of depth is apparent to anyone with any level of technical knowledge. I have posted here many times the advantages of Kalman filtering or sensor fusion and how combining disparate pieces of data together increases accuracy of the output signal.  Musk has taken the opposite approach to no discernible value beyond fooling some investors. 


    Re: Tesla

    RC:
     

    ...The question is: How much of the real Elon Musk do we see in public?!

    This much:

    Elon Musk shirtless on holiday: Billionaire spotted in Mykonos | Photos |  news.com.au — Australia's leading news site


    Re: Tesla

    ^ Yet some women like to shag this guy. heart


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    If I don't fly, I drive my .:RS :)


     
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