Tesla has received 146,000 reservations to order the Tesla Cybertruck, pulling in some $14.6 million in deposits just two days after the company’s CEO Elon Musk unveiled the futuristic and angled vehicle.
Reservations require a $100 refundable deposit. How many of those deposits will convert to actual orders for the truck, which is currently priced between $39,900 and $69,900, is impossible to predict. And there will likely be plenty of speculation over the next two years. Production of the tri-motor variant of the cybertruck is expected to begin in late 2022, Tesla said.
Musk tweeted Saturday that 146,000 Cybertruck orders have been made so far. Of those, 41% picked the most expensive tri-motor option and 42% of future customers chose the dual motor version. The remaining 17% picked the cheapest single-motor model.
146k Cybertruck orders so far, with 42% choosing dual, 41% tri & 17% single motor
The Tesla Cybertruck, which Musk unveiled in dramatic fashion at the Tesla Design Center in Hawthorne, Calif., has been polarizing with skeptics heaping on the criticism and supporters pushing back in kind. Even Tesla fans at the Cybertruck event, which TechCrunch attended, seemed torn with some praising it and others wishing Musk had created something a bit more conventional.
The vehicle made of cold-rolled steel and features armored glass that cracked in one demonstration and an adaptive air suspension.
Tesla said it will offer three variants of the cybertruck. The cheapest version, a single motor and rear-wheel drive model, will cost $39,900, have a towing capacity of 7,500 pounds and more than 250 miles of range. The middle version will be a dual-motor all-wheel drive, have a towing capacity of more than 10,000 pounds and be able to travel more than 300 miles on a single charge. The dual motor AWD model is priced at $49,900.
The third version will have three electric motors and all-wheel drive, a towing capacity of 14,000 pounds and battery range of more than 500 miles. This version, known as “tri motor,” is priced at $69,900.
Elon Musk spent about twenty minutes showing off the truck, with demos ranging from a game of tug-of-war against an F-150, to racing a Porsche, to a window strength test that didn’t go quite as planned.
This morning Elon is trickling out other details he didn’t get around to mentioning on stage — like that they’re planning to offer a solar charging option.
While it sounds like Tesla is still working out the exact details, Elon shed some light on the solar option via tweet:
Will be an option to add solar power that generates 15 miles per day, possibly more. Would love this to be self-powered. Adding fold out solar wings would generate 30 to 40 miles per day. Avg miles per day in US is 30.
— Elon Musk (@elonmusk) November 22, 2019
The Cybertruck’s long, angled sides seem like they’d lend themselves well to doubling as solar panels — the whole cover of the “Vault” truck bed is effectively one big flat surface, after all. Even so, don’t go expecting a solar charging Cybertruck to get all of its power from the sun; solar panels just aren’t that efficient. Musk suggests that their current design could generate about 15 miles of charge per day, while conceptual “fold out solar wings” could potentially pull in 30-40 miles per day. Enough to get you around town, but you’ll still probably need to juice up the standard way for long hauls. But hey, that’s 15+ miles pulled from the sun!
(It also totally lends itself to the wildly post-apocalyptic look/feel of the Cybertruck. No grid? No problem. SEEYA LATER, ROBOCOP.)
There are still plenty of things to be worked out — how much the option could cost, what those “solar wings” might look like, whether it’ll be ready at launch, etc. With Cybertruck not expected to go into production until late 2021, though, they’ve got time to figure all that out.
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Elon Musk has unveiled a vehicle that looks like it was ripped straight out of a post-apocalyptic science fiction movie.
The Tesla Cybertruck is made of cold-rolled steel, armored glass (which cracked in one demonstration at yesterday’s event) and adaptive air suspension. The cheapest version — a single-motor and rear-wheel drive model — will cost $39,900.
After countless tales of people having their phone numbers and inbound messages hijacked by way of SIM swapping, it’s clear that SMS just isn’t the right solution for sending people secondary login codes. And yet for many years, it’s been the mandatory go-to on Twitter — you could switch to another option later, but you had to give Twitter a phone number to turn it on in the first place.
Startup accelerator Y Combinator has abandoned plans to establish a branch in China. The company cites a general change in strategy, but the firm’s silence on the complexity and controversy of working with China right now suggests there’s more at play.
Seoul will provide smart infrastructure to communicate with the vehicles, including connected traffic signals, and will also relay traffic and other info as frequently as every 0.1 seconds to the Hyundai vehicles.
X — formerly Google X — focuses exclusively on ambitious “moonshots,” a.k.a. tech you’d expect to find in science fiction (a recurring theme in today’s newsletter), not a real product in development. For example: A robot that can sort through office trash.
The startup, which allows editors to pay freelance writers and photographers with the push of a button, has also raised seed funding from content monetization startup Coil.
Michael Grimes, a banker for 32 years — 25 of them with Morgan Stanley — has played a role in the IPOs of Salesforce, LinkedIn, Workday and hundreds of other companies. In an interview, Grimes told us why he supports direct listings. (Extra Crunch membership required.)
Elon Musk revealed the Cybertruck last night, saying it looks like nothing else on the market. That’s true, but the Cybertruck shares several key features with an unlikely pickup — the first-generation Honda Ridgeline.
Both the Cybertruck and Honda Ridgeline are built differently from standard pickups. They employ a unibody design, much like what’s used in most passenger vehicles. Instead of a body sitting on a frame, the Cybertruck and Ridgeline are built around what is essentially a metal cage. A unibody truck makes sense for Tesla, which doesn’t want a large, bulky frame under the body. Tesla wants batteries under the vehicle and uses the body to protect them.
Because of the unibody pickup design, the vehicle has to employ a key design element to enable high-capacity towing: a sail pillar.
Most often, a vehicle’s towing capacity is limited by body design rather than engine strength. Towing places a lot of stress on the vehicle’s frame. Want to pull more? Make a beefier frame under the truck. But with the unibody Tesla Cybertruck, to increase the towing capacity, it had to use as big of a sail pillar as possible, explaining the unconventional design.
A vehicle naturally wants to twist. Think of wringing out a washcloth. In a body-on-frame design, the engine rests on a large frame, which absorbs a lot of the stresses. In a unibody design, vertical supports help, and are employed throughout, starting with an A pillar by the windshield and ending with a D pillar in the rear window of SUVs.
With a body-on-frame design, like what’s used in most pickups, the force from a trailer rests on the frame. Most of the energy is absorbed in the structure located under the body of the truck. The truck’s cab is decoupled from the bed, allowing the cab and bed to move relative to one another and better compensate for the stress on the frame.
In a unibody design, like in the Cybertruck, Ridgeline or most SUVs, the body is subjected to the same forces, but has to use the body to prevent twisting. The buttress-like sail pillar helps absorb the energy and prevent the truck from twisting.
Unibody SUVs have D pillars — the vertical supports at the rear of the vehicle — where pickups do not. This D pillar is needed to prevent the unibody from twisting and flexing when under load. But without the D pillar in a unibody pickup, a sail pillar connects the C pillar to the rear of the truck, achieving a similar result.
The first-generation Honda Ridgeline had a modest sail pillar, but Honda was able to ditch the feature for the second generation by reinforcing critical points throughout the unibody.
Honda described the redesign like this:
The rear frame structure of the 2017 Ridgeline is vitally important to the overall structural rigidity of the body, to collision safety performance and to the Ridgeline’s hauling and towing capability. Utilizing fully boxed frame members for the body sides and rear tailgate frame, the truss-style rear inner construction contributes to the new Ridgeline’s more conventional three-box design profile—allowing for the elimination of the buttress-style body structure in the forward portion of the upper bed on the previous model—while contributing to a 28-percent gain in torsional rigidity versus the previous model. Also, the U-shaped rear frame member serves as a highly rigid mounting structure for the rear tailgate, allowing for a highly precise tailgate fit.
The Chevrolet Avalanche also used a sail pillar to compensate for the lack of a D pillar. To make the Avalanche, Chevy took a full-size Suburban SUV and cut off the rear quarter.
It’s unclear if Tesla unveiled the final version of the Cybertruck. We still have significant questions. And if it’s not the final design, there’s a chance Tesla will be able to use some of Honda’s tricks to reduce the flying buttresses and produce a more conventional pickup design.
Tesla just unveiled its first pickup truck, and the Cybertruck gets a lot of things right. The look is polarizing, but from a truck perspective, it’s capable, practical and relatively affordable compared to other pickups. Of course, all those qualifiers come with an asterisk. Tesla didn’t say when it will hit the market and past Tesla vehicles have been hit with delays and missing features.
Now that the dust has settled, some questions stick out. Is the design final or how will Tesla have to change it to meet regulations? Tesla says the Cybertruck has a maximum range of 500 miles, but how will that change once a trailer is behind it? And what’s the size? It looks significantly longer than a full-size Ford F-150. Why does it have super glass and who does Tesla expect to buy it?
There are many safety regulations throughout the world. Each market has slightly different variations. Does the current design meet these regulations? What changes are expected to meet these regulations?
The tires look to stick out from the wheel-wells, and that’s not allowed. The vehicle seems to lack a pedestrian-friendly front bumper. Where are the windshield wipers and turn signals and side mirrors?
Weight kills range — in electric and gas vehicles. In my F-150 Ecoboost, when towing a large camper, my mpg drops from 19 mpg to 10 mpg. Where I can generally get around 700 miles on a tank, when towing a camper, I get about 400 miles.
Tesla seems to be addressing this in a few ways. One, adding another motor should increase the efficiency and help increase range, and the Cybertruck will be offered with two and three motors. Two, an air suspension is better suited to handle the added weight on the rear axle, allowing the vehicle to distribute the weight better.
The Cybertruck looks massive. During the presentation, it’s showed next to several other vehicles, including a Ford F-150 SuperCrew with a five-and-a-half-foot bed. The Cybertruck looks significantly longer and wider.
I drive a Ford F-150 SuperCrew with a six-and-a-half-foot bed. It’s longer than a standard parking spot. It’s very long and hard to park, even in suburban parking spots. I worry the Cybertruck will be even harder to park — though the tough exterior will help door dings.
If the Cybertruck is longer and wider than a standard pickup truck, it will need additional lights to drive on U.S. roads. The U.S. government mandates any vehicle wider than 80 inches must have five orange safety lights to illustrate the width. The Cybertruck showed during the presentation lacked these lights.
The Cybertruck is a unibody design, something Elon talked up extensively throughout the introduction. A unibody vehicle distributes stress throughout the body instead of a decoupled frame. But unibody trucks are not new, and there are several on the market, including the Honda Ridgeline. None have bulletproof glass.
With more stress hitting the body, durable glass is wanted to help handle the pressure.
But why extra-strong glass? Adding extra-durable glass seems like a waste of weight, and Tesla didn’t explain the justification outside of saying it’s cool.
Who does Tesla expect to buy the Cybertruck?
For construction companies, the massive (and necessary) sail pillar is polarizing and impractical, as it limits the utility of the bed. Plus, Tesla doesn’t like owners wrenching on their vehicles, which could hamper on-the-spot repairs construction companies generally employ.
For those hauling trailers, the Cybertruck’s range is dramatically less than what’s possible with gasoline and diesel engines and will be even less once under load.
For the weekend DIY, the Cybertruck appears to be extremely long, limiting its appeal as a daily driver when it needs to navigate parking lots and city streets.
Eventually, Tesla will answer the questions above as the Cybertruck nears release.
Tesla CEO Elon Musk definitely didn’t have the most issue-free presentation during last night’s Cybertruck unveil, but he did pull off a pretty impressive ‘one more thing moment’ – revealing a surprise all-electric all-terrain vehicle (ATV) that Tesla created to pair with its futuristic pickup.
The Tesla electric ATV didn’t get a lot of time to shine on its own, and instead was used primarily to demonstrate how the Tesla Cybertruck bed and active suspension works for loading up cargo, but it’s a real enough thing that Tesla made sure to point out that you can charge the electric four-wheeler right from the Cybertruck while the ATV is loaded in the bed.
Musk didn’t reveal anything about pricing or availability regarding the ATV, but a demo drive did actually drive it up on stage and load it into the bed, so it’s real enough to be functional. Like the Cybertruck itself, it also featured a body design with a lot of intersecting flat planes and angels, and it was done up in matte black, which makes it look like the ATV version of a stealth bomber.
In the past, Musk has discussed the idea of electric motorcycles, dismissing Tesla’s interest in the category in favor of electric bikes. Musk said that a motorcycle was not in the cards at a Tesla shareholder meeting in 2018, and also floated the idea of doing an e-bike instead that same year.
An ATV is a very different kind of vehicle – designed more for utility and recreation than for road use, but it’ll be interesting to see what kind of consumer launch Tesla has in mind for such a vehicle. A ‘Cybertruck: ATV Edition’ would probably incur a lot of demand.
Tesla CEO Elon Musk unveiled the much-anticipated Cybertruck electric pickup in LA on Thursday, and the vehicle is obviously getting a lot of attention for its eye-catching and unique design. It looks more like a rover designed for space exploration than a truck — and the analogy in this case is particularly fitting, because the Cybertruck is clad in the same stainless steel alloy that Musk’s other company SpaceX will use as the skin of its forthcoming Starship spaceship.
“It is, it is literally bulletproof to a nine millimeter handgun,” Musk said onstage during the unveiling. “That’s how strong the skin is — it’s ultra-hard, cold-rolled stainless steel alloy that we’ve developed. We’re going to be using the same alloy in the Starship rocket, and in the Cybertruck.”
Musk had previously revealed at an event unveiling the full-height Starship Mk1 prototype that it would go with stainless steel for the outer shell, with an additional glass tile covering layer for the half of the space craft that will endure the highest heat from re-entry (the ship is designed to essentially belly-flop down through Earth’s atmosphere prior to landing). The Super Heavy booster that the Starship will ride atop during its exit will be clad entirely in stainless steel. The reasoning for going with that material was a combination of cost and effectiveness, as it’s actually remarkably good at withstanding and shedding high heat.
Using the same stainless steel alloy across both Tesla and SpaceX will obviously provide some cost efficiencies — especially if the Cybertruck manages to become a high-volume production vehicle (unlikely because of its controversial design, but perhaps possible based on the economics if Tesla can stick to the price points it revealed onstage). There’s another way that the Cybertruck could benefit SpaceX’s work, and Elon alluded to it on Twitter ahead of the event — Mars will need ground transportation, too.
Yes, Musk said in a tweet that the “pressurized edition” of the Cybertruck will be the “official truck of Mars.” As always with Elon, sometimes it’s difficult to suss out exactly where the line is between jokes and actual plans with what he tweets, but I think in this instance he actually means this literally, at least at this stage in the game.
A Cybertruck rover for astronaut use on Mars could theoretically benefit both Tesla and SpaceX because of efficiencies in cross-production and engineering, and as the stainless steel alloy case illustrates, one of the big benefits of designing things for space has always been that the resulting technology often turns out to have really beneficial applications on Earth, too.
Well, I don’t think that was supposed to happen.
In what was one of the more surreal product launches I’ve seen, Tesla debuted its $39,900 Cybertruck pickup tonight. After running through some specs and hitting the truck’s door with a sledge hammer, Elon asked an onstage companion (Tesla’s lead designer, Franz von Holzhausen) to demonstrate the strength of the Tesla “Armor Glass” by throwing a solid metal, baseball-sized ball at the driver side window.
It… did not go well.
While the glass didn’t completely shatter, it did appear to crack from edge to edge.
“Oh my [bleeping] God,” Musk laughs. “Well, maybe that was a little too hard.”
So they tried it again on the rear passenger window… and it cracked too. “Room for improvement,” Musk says with a shrug.
Was this a gag? A “Hah hah! Just kidding, here’s a test on the real glass!” sort of thing? Nope. Elon stood in front of the truck, two broken windows and all, and completed the presentation.
While no one would expect most standard windows to stand up to a test like this, even Elon seemed surprised by the results. “We threw wrenches, we threw everything,” he said on stage. “We even literally threw a kitchen sink at the glass, and it didn’t break. For a little weird reason it broke now, I don’t know why.”
“We’ll fix it in post,” he followed up with a laugh, then moved on to talking about the car’s suspension. The video went private on Tesla’s YouTube channel about 30 seconds after the live stream was over.
And with that, the undeniable truth that is “live demos never work” lives on.
Elon Musk revealed Thursday evening the Tesla Cybertruck, a futuristic vehicle that seemed stripped straight out of a post-apocalyptic-era movie.
The Tesla Cybertruck, which Musk unveiled in dramatic fashion and to the hoots and hollers of invited guests at the Tesla Design Center in Hawthorne, Calif., is made of cold-rolled steel, armored glass that did crack in one demonstration and adaptive air suspension.
When the vehicle first came out people cheered and gasped. Some wondered out loud if this was really the cybertruck Musk had been promising. Others seemed disappointed it wasn’t a more market-ready truck. But as Musk began rolling through the specs — first the body, then the performance and finally the price — the enthusiasm in the crowd began building.
By the time Musk uttered “one more thing,” the crowd was frenzied and fully committed to the ride he was taking them on. And then an ATV rolled out onto the stage and the crowd went wild.
Later, while hundreds stood in line for a chance to take a two-minute ride in the cybertruck, the most common phrase from invited guests was “It’s growing on me.” Whether it will “grow on them” is unclear. All of the invited guests at the event, and those watching online, will have a couple of years (at least) to decide if it’s grown on them enough to buy.
Tesla will offer three variants of the cybertruck. The cheapest version, a single motor and rear-wheel drive model, will cost $39,900, have a towing capacity of 7,500 pounds and more than 250 miles of range. The middle version will be a dual-motor all-wheel drive, have a towing capacity of more than 10,000 pounds and be able to travel more than 300 miles on a single charge. The dual motor AWD model is priced at $49,900.
The third version will have three electric motors and all-wheel drive, a towing capacity of 14,000 pounds and battery range of more than 500 miles. This version, known as “tri motor,” is priced at $69,900.
Musk touted the acceleration of the Cybertruck as well, showing a video at one point of the truck beating a Porsche 911 off the line. Musk said the “tri motor” version can travel from 0 to 60 miles per hour in less than 2.9 seconds. The single-motor rear-wheel drive model is the slowest off the line, with a 0 to 60 mph acceleration of less than 6.5 seconds.
Tesla said customers can put down a $100 deposit. They’ll be able to complete their configuration as production nears in late 2021. Tri-motor AWD production is expected to begin in late 2022.
Musk mentioned on Twitter in April 2017 the desire to produce a pickup truck, before the first Model 3 sedans had been handed over to customers and the CEO had entered production hell. At the time, Musk tweeted that a pickup truck would be unveiled in 18 to 24 months.
If Tesla were to hit that mark it would be bringing its electric truck to market after GM and Rivian have started delivering their products.
Rivian is expected to begin vehicle production of its electric R1T pickup truck in the second half of 2020. GM CEO Mary Barra said Thursday during an investor conference that the automaker plans to bring an electric pickup truck to market in 2021. Ford also is planning an electric F-150 truck.
It’s unclear how much demand there will be for electric pickup trucks. However, the demand for gas and diesel-powered trucks is growing. Large trucks account for 14.4% of new vehicle sales through October, compared to 12.6% in 2015, according to Edmunds.
Midsize trucks accounted for 3.7% of new vehicle sales through October, compared to 1.5% in 2014.
Automakers are keen to tap into that growth because trucks and SUVs tend to have higher profit margins than sedans. And those margins could continue to increase if automakers can keep costs down.
The average transaction price of a full-size truck (gas and diesel) crossed $50,000 for the first time in September, and continues to climb, according to Jessica Caldwell, the executive director of insights at Edmunds. The average transaction price of a full-size truck was $50,496 in October, and a midsize truck was $36,251.
GM CEO Mary Barra said Thursday that the automaker will bring its first electric truck to market in the fall of 2021.
The comments were made Thursday during GM’s investor day. Later this evening, Tesla, which also plans to start selling an electric truck in 2021, will reveal its “cybertruck” at an event in Hawthorne, Calif. Reuters first reported the news.
“General Motors understands truck buyers and… people who are new coming into the truck market,” Barra said during the investor conference, explaining the company’s rationale for the move.
GM’s foray into electric trucks has been public before. Last month, the Detroit Free Press reported the that GM’s Detroit-Hamtramck Assembly Plant would remain open to produce an electric pickup under a deal between the UAW and the automaker.
This is the first time the company has provided a timeline.
Several other companies are expected to bring electric trucks to the marketplace in the next several years, including newcomer Rivian, Tesla and Ford.
Tesla is set to unveil its pickup this week and it needs to be widely different from its current lineup. The current line of Tesla vehicles share a lot of parts, and, logically, the Tesla pickup will do the same. However, a truck has different demands than a passenger car or sport utility vehicle. It has to be more robust and able to stand up to more abuse. It has to tow and haul and scale more than a mall flowerbed.
The Tesla pickup is launching as Rivian’s electric pickup is nearing launch. The Rivian R1T looks and feels like an electric pickup. It’s also built off of a purpose-built platform designed to haul and tow. Tesla does not have a similar platform as the Model X SUV is more car than a truck.
Eventually, more automakers will offer electric trucks. Ford has confirmed it’s building an electric F-150 and recently showed it off pulling a train. The upsides are profound. An electric truck will, in theory, offer improved toque (better towing), high payload capacity (due to better weight distribution), and improved performance numbers (electric motors are quick). A truck platform is also, by nature, larger and stronger allowing automakers to stuff more batteries into the frame.
Here’s what we want to see in a pickup from Tesla:
The Tesla Model X is incredible and by most measures, the fastest production SUV available. But it cannot tow much. That’s not because of the powertrain but rather the vehicle platform. A Tesla pickup needs to be able to tow and haul.
According to the Model X owners manual, the vehicle can tow 5,000 pounds. That’s good enough for a couple of jet skis or a tiny trailer, but not much else. For comparison, most Ford F-150 models can tow over 10,000 pounds with some models topping off at 13,000 lbs. Rivian projects its electric pickup can tow over 11,000 pounds. The difference comes from the frame design and vehicle length.
The design of the vehicle often limits towing. The rear suspension needs to be able to support the weight, and the vehicle needs to be long enough to reduce trailer sway. Short vehicles have a hard time towing trailers, and the Model X, built on a version of the Model S, is a compact vehicle. There’s nothing worse than looking out the driver-side window and seeing your trailer racing you down the hill.
In the name of safety alone, a Tesla pickup must have improved towing capacity over the Model X. It should have an integrated trailer brake controller, too — something missing from the Model X.
The Model X platform is not built for hauling either. According to the owner’s manual, when two passengers are in the vehicle, it can only hold an additional 654 lbs. That’s just eight bags of Quickrete cement. To make matters worse, the rear deck of the Model X can only support 285 lbs somewhat saying the rear axle cannot hold that much weight, and the additional weight needs to be spread between the two axles.
A pickup needs to be able to take a load of wood mulch or a couple of major appliances, and Tesla’s current platforms are not designed for such.
Most light-duty pickups, from the Honda Ridgeline to the F-150, can support from 1,500 lbs to 2,000 lbs in the bed. And it’s easy to exceed that rating, too. An open truck bed is an invitation to load it up, but unless you’re using a heavy-duty pickup, don’t get a pallet of landscaping bricks.
Even if a pickup is only used for monthly Home Depot runs, it sustains more abuse than passenger vehicles due to its size. Brakes wear out quicker, and tires need more attention. If it has a light-duty suspension, bushings and joints wear out faster than in cars or SUVs.
Tesla makes it difficult for owners to repair the vehicles they purchased. I don’t expect that to be any different with the Tesla pickup. Tesla is not going to want owners wrenching on the truck. Since that’s the case, the pickup must come with improved parts.
The serviceable parts (brakes, suspension, and tires) that come on the Tesla pickup needs to be more robust and reliable than that used on the Tesla passenger vehicles.
Electric vehicles feature much fewer parts that can go wrong than internal combustion vehicles. It’s great. Owners do not have to change a timing belt or engine oil. But there are still items that will wear out, and most pickup buyers need assurances that they can go the distance.
The electric Rivian R1T is currently racing across South America to demonstrate its off-roading chops. Here’s the company’s blog post about it. This excites the truck guy in me. Now that’s a truck, I yell!
I don’t have the data, but I suspect most light-duty pickups are hardly used to their potential. I have a well-equipped F-150 that is used to tow a trailer twice a year.
Trucks are often aspirational purchases where buyers shop for potential lifestyles. Sure, you must have a truck, because one day, you’re going to buy that travel trailer and drive through Yellowstone. To fulfill this dream, a pickup should be able to run the desert or climb rocks.
The Rivian R1T gets a lot of things right, and I hope Tesla is following Rivian’s lead. It’s longer than a Ford Ranger and exceeds the Toyota Tacoma’s bed capacity rating. The wheel wells are large, seemingly saying it can support larger tires than the original from the factory. The R1T has an imposing stance. It looks the part, and the Tesla pickup needs to look the part, too.
Even if the Tesla looks like a weak truck, it’s essential to be able to modify the truck. Add-ons are a big part of the truck culture. My F-150 has become a money pit as I’ve thrown cash into buying accessories. Rivian knows this and has shown off its pickup with a handful of adds-on from tents to kitchens.
A Tesla pickup could have a unique selling point by allowing owners to use it as a high-output generator.
Right now, a lot of trucks have plenty of power ports, both 12v and 110v. They’re found throughout the cab and bed but cannot power serious tools. The 12v system used in internal combustion vehicles will not power much more than a drill or small saw, let alone a house by acting as a whole house generator.
The functionality would be well received. Homeowners would appreciate the ability to power parts of their homes during blackouts. Campers could use it when taking the pickup on an adventure. Construction works could use it to power and recharge tools.
Right now, there isn’t a way to output the full power of a Tesla vehicle. Owners can use an inverter, but that’s also limited and requires extra parts. Tesla would need to build safeguards and regional power ports into the battery platform to ensure safety and compatibility.
There’s no way around this. A Tesla pickup will be more expensive than its internal combustion counterparts. It will be an upscale pickup, aimed at those that wear Arc’teryx instead of Carhart.
Rivian is pricing its pickup with a starting price of $69,000 and a Tesla pickup will likely start in the same range. If it’s a new platform built for hauling or towing, Tesla will have a lot of engineering and manufacturing hours to recuperate, which will drive the price north. Until more are available, Tesla and Rivian will be able to set the market price.
It’s a lot for a truck. That’s the price of a fully-spec’d out Ford F-150 that’s more comfortable or capable than it has any right to be. It’s also the same price as a beefy F-350 with Ford’s most potent engine and a towing capacity of 37,000 lbs.
Check back later this week as TechCrunch will be on hand later this week when Tesla unveils its pickup.
Ford finally showed the world its highly anticipated all-electric crossover, the Mustang Mach-E. The vehicle, which was unveiled Sunday at the Hawthorne Airport and in Tesla’s backyard, marks a series of firsts for Ford and the Mustang badge.
It’s the first vehicle to come out of Team Edison, the automaker’s dedicated electric vehicle organization. It’s not only the first electric Mustang, it’s also an SUV.
TechCrunch has had an up-close look and ride in the Mach-E, the first variant of which will become available in fall 2020. While there’s a lot to highlight, here are some of the details that stood out.
Ford went an entirely new direction with the door handles on the Mustang Mach-E. You won’t find any Tesla lookalike door handles here. The doors seem to be lacking handles at all. A closer look though reveals illuminated buttons on the B and C pillars. The front doors also have a small, protruding handle located just under the button to grab onto.
Pressing the button for the backdoor immediately pops it open just slightly. Then the passenger reaches into the ajar door to hit the latch. This might sound dangerous and apt for a crushed finger. Except there’s an immediate safety in place that doesn’t allow the door to close. TechCrunch tested it out.
Owners also will be able to use their smartphone to unlock the Mustang Mach-E. This phone as a key technology is new to Ford.
It’s a seemingly small detail, but so many automakers ignore that their customers have smartphones and want to put these devices somewhere other than a cup holder. Behold the tech tray, which has a wireless charging pad.
The cup holders, located just below the tech tray, can be used to hold actual cups.
The 15.5-inch screen will get a lot of attention, perhaps because its location and vertical placement is reminiscent of the Tesla Model S. But then there’s the physical dial placed on the bottom of the screen to control the volume.
While not everyone will love this feature, it’s interesting how this dial came to be. Team Edison was assembled in 2017 to do more than create a new electric vehicle. It was created to do it differently and much faster than a typical vehicle program.
How the look and functionality of the infotainment system was developed is an example of this newfound nimbleness. A group of just over a dozen people with minimal oversight started with a research trip to China. Further customer research revealed that people wanted native apps in their car’s infotainment system and they didn’t want to learn anything new, Philip Mason, who is on Team Edison’s user experience, said during a backgrounder event prior to unveiling.
A prototype of the physical dial was put together quickly — no fancy prototypes — and research groups responded positively.
The infotainment system is also cloud connected, allowing it to show traffic in real time in the navigation feature; has natural language, activated by one of four “wake words” like “OK, Ford”; and allows users to create personal profiles. The system learns the behavior and likes of the user over time.
And the entire system will be updated and improved via over-the-air software updates.
Ford is hardly the first to move away from leather for its interior. Tesla has dropped leather and the Porsche Taycan is also vegan. Now the interior of the Mustang Mach-E also qualifies.
The synthetic material is among the better faux leather materials TechCrunch has come across. Even the steering wheel, a challenging area for synthetics, feels good.
A front trunk in an all-electric vehicle is nothing new. The Mustang Mach-E doesn’t have the biggest frunk on the market; it’s not the smallest either.
But there is something interesting about this 4.8-cubic-foot frunk. It’s drainable and plastic lined. Josh Greiner, senior interior designer on the Mach-E, was quick to note during a backgrounder prior to the unveiling that the frunk could be packed with ice and used while tailgating.
Right above the steering wheel is a driver monitoring system. This might come in handy for the automaker’s eventual plans to offer a hands-free driver assist system in Mach-E.
Ford is officially debuting its fully electric crossover SUV on Saturday, November 17 – but we got a look at the new Mach-E (which was just officially named yesterday) a couple of days early. The leak comes from Ford’s own website, as screenshotted for posterity by Jalopnick, and includes photos of most angles of the car, including the interior, as well as pricing and configuration details for the model variants available at launch.
The Mach-E will start at $43,895 U.S., before any state or tax incentives are applied (and that turns into $36,395 once you apply the maximum $7,5000 Federal tax credit). The ‘Select’ trim Mach-E as configured at that price gets you 230 EPA-rated miles of range, either AWD or RWD (which presumably alters the price) and a 0-60MPH time in the mid 5-second range.
Next up is the ‘Premium’ trim at starting at $50,600, again offering an AWD or RWD option, with 300 miles of estimated EPA-rated range, and that same mid 5-second 0-60MPH time. The ‘California Route 1’ model above that comes in only AWD, has that longer 300 miles of EPA range, and promises a mid 6-second 0-60MPH time. It’s a bit slower off the jump, but it’s “named for its cruise-worthy engineering,” so presumably it’s got a more luxe interior for long-distance highway scenic drives.
Next up is a $59,900 ‘First Edition,’ which will be in limited availability and only at launch for the first batch of customers to reserve. It’s got AWD, a range of around 270 miles, a mid 5-second 0-60MPH time and exclusive exterior color options, special scuff plates, brushed aluminum pedals and red brake callipers, as well as contrast-coloured interior stitching. There’s a GT edition at the top end, with an MSRP starting at $60,500, that will manage to get a 0-60MPH time in the mid 3-second range, so that’s clearly the peak performance options for thrill-seekers. Estimated EPA range on that one is around 230 miles.
In terms of looks, the Mustang Mach-E’s design won’t be a surprise to anyone who’s seen the camouflaged spy shots, or the teaser peeks officially released by Ford. It’s definitely got Mustang vibes, and looks a bit like a Mustang that has been lifted up with paneling extended down towards the road. It looks like a panorama roof is an option, and that hatchback will probably please a lot of small SUV fans. There’s also something funky going on with the door handles – the front ones appear very small and near the base of the door windows, while I’m not sure how exactly it works on the rear passenger doors based on these photos.
There’s also a panoramic sunroof at least as an option, and you can see the interior looks pretty blatantly Tesla -inspired, with a large vertical touchscreen taking up most of the center of the dash – albeit with something that looks like a large physical dial right at the base, instead of going for fully touch-only input. A second digital display appears to replace the instrument cluster behind the steering wheel.
Ford has since taken this down, since it’s hosting a splashy event on Saturday with Idris Elba in LA for the full official reveal. TechCrunch will be on site to bring you more photos and details around availability, customization options and more on the day.
Tesla gained ground and moved up four spots in in the latest Annual Auto Reliability Survey from Consumer Reports, thanks largely to improvements with the Model 3.
Reliability has improved in the Model 3 and Model S enough that Consumer Reports can now recommend the two models.
Consumer Reports announced Thursday the results of its Annual Auto Reliability Survey, which is based on data collected from the organization’s members about their experiences with more than 400,000 vehicles. The survey covers more than 300 models.
CR does not recommend the Model X. The Model X continues to rank among the least reliable models in the survey.
The reversal is good news for Tesla. In February, Consumer Reports said it could no longer recommend the Model 3 because issues with the paint, trim and body hardware raised reliability questions.
Lexus took the top spot, followed by Mazda, Toyota, Porsche and Genesis. Tesla is still ranked in the bottom third of the survey. It now is ranked 23 out of 30 brands reviewed in the annual survey.
“The Tesla Model 3 struggled last year as the company made frequent design changes and ramped up production to meet demand,” Jake Fisher, senior director of auto testing at CR said in a statement. “But as the production stabilized, we have seen improvements to the reliability of the Model 3 and S that now allow us to recommend both models.”
While Tesla has improved, Fisher said he expects Tesla’s reliability rankings will fluctuate, given its track record to date.
Cadillac came in last place by . Audi, Acura and Volkswagen are among the brands that saw sharp drops, following the introduction of troublesome redesigned vehicles. Volkswagen, which is ranked 27th, dropped nine spots from last year due reliability issues with the Atlas and Tiguan. The Consumer Reports survey noted that the two SUVs had problems with power equipment, in-car electronics and emissions/fuel system.
Dodge posted one of the best improved reliability scores in the annual survey, gaining 13 places to round out the top 10 after years as a lower ranked brand.
Audi also fell seven spots in its ranking. CR said the number of new or redesigned 2019 models that shared similar powertrains and the new infotainment system caused the fall in ranking. The A6 and Q8 had well below average reliability, CR said.
Walmart has dropped a lawsuit that accused Tesla of breach of contract and gross negligence after rooftop solar panel systems on seven of the retailer’s stores allegedly caught fire.
A settlement has been reached and stipulation of dismissal has been filed with the court, a Walmart spokesperson said in an email. It is unclear what the settlement entails. TechCrunch has requested more information and will update the article if new details emerge.
The two companies issued a joint release Tuesday announcing that the issues raised by Walmart have been resolved.
“Safety is a top priority for each company and with the concerns being addressed, we both look forward to a safe re-energization of our sustainable energy systems,” the emailed statement reads.
The resolution comes just three months after Walmart filed the lawsuit in New York state court. The lawsuit was aimed at Tesla Energy Operations, a division within the clean energy and electric vehicle automaker that was formerly known as SolarCity.
Days after the lawsuit was filed, the two companies announced efforts were underway to try to reach an agreement that would keep the solar installations in place and put them back in service, according to a joint statement issued at the time.
While the announcement signaled progress, the specter of a lawsuit still loomed. Until now.
Walmart said it sued Tesla after years of gross negligence and failure to live up to industry standards by Tesla, according to court documents. Walmart asked Tesla to remove solar panels from all 240 locations where they have been installed, as well as pay for damages related to fires that the retailer alleges stem from the panels. The lawsuit points to several fires on the retailer’s rooftops that allegedly stem from Tesla solar panels.
BMW has been equipping its cars with in-air gesture control for several years and I never paid attention to it. It seemed redundant. Why wave your hand in the air when there are dials, buttons and touchscreens to do the same? Until this week, that is, when took delivery of a BMW 850i loaner equipped with the tech. This is about the future.
I didn’t know the 850i used gesture control, because, frankly, I had forgotten BMW had this technology; I stumbled upon it. Just make a motion in the air to control the volume or tell the navigation to send you home. Now, in 2019, with giant touchscreens set to takeover cars, I find BMW’s gesture control smart and a great solution to a future void of buttons.
It’s limited in use right now. There are only a few commands: volume, nav, recent calls, and turning on and off the center screen. It’s easy to see additional functions added in the future. It’s sorely missing the ability to step back a screen. I want that function the most.
Here’s how it works: to control the volume, take one finger and spin it in the air above the center stack. Anywhere. The range is impressive. A person can do this next to the screen or two feet away. A person’s arm could be resting on the center armrest and lift in the air and twirl their finger. Bam, it controls the volume. Put two fingers up – not spinning, like a flat peace sign – and the screen turns on or off. Make a fist and open it twice to load the navigation or phone (user picks the function).
After using the system for several days, I never had a false positive. The volume control took about 10 minutes to master while the other gestures worked the first time.
In this car, these commands work in conjunction with physical buttons, dials, and a touchscreen. The gestures are optional. A user can turn off the function in the settings, too.
I found the in-air control a lovely addition to the buttons, though. At night, in the rain, they’re great as they do not require the driver to remove their focus from the road. Just twirl your fingers to turn down the volume.
I’m not convinced massive touchscreens are better for the driver. The lack of actual, tactile response along with burying options in menus can lead drivers to take their eyes off the road. For the automaker, using touchscreens is less expensive than developing, manufacturing, and installing physical buttons. Instead of having rows of plastic buttons and dials along with the mechanical bits behind them, automakers can use a touchscreen and program everything to be on screen. Tesla did it first, Ram, Volvo, and now Ford is following.
In-air gesture control could improve the user experience with touchscreens. When using BMW’s system, I didn’t have to take my eyes off the road to find the volume — something that I have to do occasionally, even in my car. Instead, I just made a circle in the air with my right hand. Likewise, BMW’s system lets the user call up the nav and navigate to a preset destination (like work or home) by just making another gesture.
BMW debuted this system in 2015. The automotive world was different. Vehicles were
Sila Technologies, the battery materials company that has partnered with BMW and Daimler, landed $45 million in new funding and hired two high-profile executives, including Kurt Kelty, who led the battery cell team at Tesla for more than a decade.
Kelty, who was on Sila Nano’s advisory board, has been appointed vice president of automotive, according to Sina Nanotechnologies. The company also hired Bill Mulligan, the former executive vice president of global operations at SunPower, as its first COO.
Kelty was most recently senior vice president of operations at indoor vertical farming company Plenty . But he was best known for his time at Tesla, where he was a considered a critical link between the automaker and battery cell partner Panasonic.
“As part of Sila Nano’s advisory board, I’ve seen the results of the breakthrough battery chemistry firsthand and I could not pass up the opportunity to take it a step further and lead the company’s automotive partnership efforts,” Kelty said in a statement.
The company said Monday that additional $45 million in investment came from Canada Pension Plan Investment Board, bringing its total funding to $340 million. Earlier this year, Sila Nano secured $170 million in Series E funding led by Daimler AG.
This latest investment and expanded leadership team comes as the company, which is valued at more than $1 billion, aims to bring its first batteries to market.
Sila Nanotechnologies has developed a drop-in silicon-based anode that replaces graphite in lithium-ion batteries without requiring changes to the manufacturing process. The company claims that its materials can improve the energy density of batteries by 20% and has the potential to reach 40% improvement over traditional li-ion.
Here’s what that all means.
A battery contains two electrodes. There’s an anode (negative) on one side and a cathode (positive) on the other. An electrolyte sits in the middle and acts as the courier that moves ions between the electrodes when charging and discharging. Graphite is commonly used as the anode in commercial lithium-ion batteries. However, a silicon anode can store a lot more lithium ions.
The basic premise — and one that others are working on — is this: by replacing graphite in the cell with silicon, there would be more space to add more active material. This would theoretically allow you to increase the energy density—or the amount of energy that can be stored in a battery per its volume—of the cell.
Using silicon also helps reduce costs. In the end, the battery would be cheaper and have more energy packed in the same space.
The company says its innovative approach can be used in consumer electronics like wireless ear buds and smartwatches as well as electric vehicles and even energy storage for the grid.
The company started building the first production lines for its battery materials in 2018. That first line is capable of producing the material to supply the equivalent of 50 megawatts of lithium-ion batteries, Sila Nanotechnologies CEO Gene Berdichevsky, an early employee at Tesla who led the technical development of the automaker’s Roadster battery system, told TechCrunch back in April.
Sila Nanotechnologies said Monday that it will continue to ramp up production volume and plans to supply its first commercial customers in consumer electronics within the next year. The company said it also plans to go to market with battery partner Amperex Technology Limited and automotive partners BMW and Daimler.
The Station is back for another week of news and analysis on all the ways people and goods move from Point A to Point B — today and in the future. As always, I’m your host Kirsten Korosec, senior reporter at TechCrunch.
Portions of the newsletter will be published as an article on the main site after it has been emailed to subscribers (that’s what you’re reading now). To get everything, you have to sign up. And it’s free. To subscribe, go to our newsletters page and click on The Station.
This week, we’re looking at factories in China, scooters in San Francisco and touchscreens in cars, among other things.
Please reach out anytime with tips and feedback. Tell us what you love and don’t love so much. Email me at firstname.lastname@example.org to share thoughts, opinions or tips or send a direct message to @kirstenkorosec.
Uber, Lime and Spin each deployed 500 electric scooters in San Francisco as part of the city’s permitting program. This means residents in SF can now choose from Uber-owned JUMP, Lime, Spin or Scoot scooters. Unfortunately for Skip, the company did not receive a permit to continue operating in the city, which means layoffs at the local level are afoot, Skip CEO Sanjay Dastoor said earlier this week.
Meanwhile, former Uber executive Dmitry Shevelenko unveiled Tortoise, an autonomous repositioning software for micromobility operators. The idea is to help make it easier for these companies to more strategically deploy their respective vehicles and reposition them when needed.
Let’s close this section with the obligatory funding round. Wheels, a pedal-less electric bike-share startup, raised a $50 million round led by DBL Partners. That brought its total funding to $87 million.
Oh, but wait, TC reporter Romain Dillet reminded us that micromobbin’ happens outside of the U.S. too. Uber also announced this past week that it has integrated its app with French startup Cityscoot, which has a fleet of free-floating moped-style scooters.
This is the latest example of Uber’s plan to become a super mobility app that goes well beyond its own network of ride-hailing vehicles.
— Megan Rose Dickey
We’ve seen a lot of different approaches when it comes to engaging with connected car services: head-up displays on the windshield, small screens perched on the dashboard, interactive voice and, of course, connections and mounts for smartphones.
But how about if your whole car becomes the touchscreen? A startup called Sentons is working on technology that could make that happen. The company uses a technique involving processors and AI that emit and read ultrasound to detect physical movement on a surface, such as touch, force or gestures, and users can create “virtual controls” on the fly that work on these surfaces.
This week, it released SurfaceWave, a software and hardware stack that works on glass, metal and plastic surfaces of smartphones.
CEO Jess Lee says the next iterations are going to be the kinds of materials that are used to make car dashboards and other interior surfaces you find inside the vehicle, including leather, thicker plastic and other materials. The company is already engaging with automotive companies, Lee told TechCrunch.
I can see a lot of possibilities for this in the human-driven vehicles of today. We’ve already seen how Tesla has changed how we think about infotainment systems in cars. And then there’s electric vehicle startup Byton, which plans to bring a vehicle to market with a touchscreen that extends along the entire dashboard.
The real opportunity for Sentons will be with autonomous vehicles, a product that will afford its passengers more leisure time.
— Ingrid Lunden
Earlier this week, Tesla was given the OK to begin producing vehicles at its $2 billion factory in Shanghai. Tesla was added to the Ministry of Industry and Information Technology’s list of approved automotive manufacturers.
Now we’ll watch and wait to see if production starts this month. Expect the topic of China and this factory to come up during Tesla’s earnings call with analysts October 23.
In other China factory news, we hear that electric vehicle startup Byton plans to host a splashy opening ceremony in early November for its new plant. The event will include lots of Chinese officials, company executives and maybe a preview of a near-final production version of its M-Byte vehicle.
Byton’s factory in Nanjing covers some 800,000 square meters (8.6 million square feet) funded with a total investment of more than $1.5 billion. Over the summer, the walls and roof went up, equipment was installed and commissioning began in five major workshops: stamping, welding, paint, battery and assembly.
The plant will begin trial production in late 2019.
This all sounds great, but there have been challenges, and the constant requirement for capital is one of them. Byton has delayed the launch of the production version of the M-Byte by two quarters. It’s now looking like commercial production will begin by the end of the second quarter of 2020.
Here are a couple of interesting tidbits for those manufacturing geeks out there:
We hear a lot. But we’re not selfish. Let’s share. A little bird is where we pass along insider tips and what we’re hearing or finding from reliable, informed sources in the industry. This isn’t a place for unfounded gossip.
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I recently spoke to Randol Aikin, the head of systems engineering at self-driving trucks startup Ike Robotics, about the company’s approach, which is based on a methodology developed at MIT called Systems Theoretic Process Analysis. STPA is the foundation for Ike’s product development.
The company also released a wickedly long safety report (it’s halfway down that landing page in the link provided).
The complete interview was included in the emailed newsletter. Yet another reason to subscribe to this free newsletter. Here’s one quote from the interview with Aikin:
We asked the question, what do we have to prove to ourselves and demonstrate in order to be on a public road safely? It’s the same question that we’re going to have to answer for the product as well, which is, what do we need to prove to assure that we’re safe to operate without a human in the cab?
It’s one of the huge unproven hypotheses. Anybody in this space that doesn’t consider that to be a huge technical challenges is ignoring a really thorny and important question.
Our mobility coverage extends to Extra Crunch. Check out my latest article on who will own the future of transportation based on insights from Zoox CEO Aicha Evans and former Michigan Gov. Jennifer Granholm. The idea here is to explore some of the nuances of this loaded question.
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China’s industry ministry has added Tesla to a government list of approved automotive manufacturers, a designation that allows the electric automaker to begin producing vehicles in the country.
Tesla’s inclusion on the list published by the Ministry of Industry and Information Technology was reported by Reuters. A Chinese tech site also reported the news and provided a screenshot of MIIT’s approved automakers. Tesla is the first automaker listed.
TechCrunch has reached out to Tesla and will update when the company responds.
Tesla is building a $2 billion factory in Shanghai, its first manufacturing facility outside the United States.
In July, Tesla wrote in its quarterly earnings letter to shareholders that Model 3 production was on track to begin at its Shanghai factory by the end of the year. Starting production by November would be a critical milestone for the automaker if it hopes to continue to increase sales and avoid the high cost of shipping and tariffs.
Tesla wrote at the time that machinery was moved into the factory during the second quarter in preparation for the first phase of production.
The company also said in July that “depending on the timing of the Gigafactory Shanghai ramp, we continue to target production of over 500,000 vehicles globally in the 12-month period ending June 30, 2020.”
Tesla has said the production line at the factory in China will have a capacity of 150,000 units annually and will be a simplified, more cost-effective version of the Model 3 line at its Fremont, Calif. factory. Tesla has also said this second-generation Model 3 line will be at least 50% cheaper per unit of capacity than its Model 3-related lines in Fremont and at its Gigafactory in Sparks, Nev.
Volvo group’s Polestar electric performance car sub-brand has announced pricing for the Polestar 2, the company’s second production car, a four-door mid-sized fastback that will begin production in 2020 and start shipping as early as next June. Starting prices are set at between 58,800€ (around $63,720 U.S.). Those prices include three years of service and maintenance and European value-added tax (VAT). Polestar also previously communicated that its rough guide pricing for North America was at around $63,000, so this is consistent with that, but the final actual price for American buyers will be revealed later on.
That’s a pretty competitive price in the electric performance sedan market: The Model S starts at $75,000 U.S., for instance. The Polestar 2 is really much more a competitor for the Model 3, however, and is priced more closely to a kitted out version of that vehicle.
In terms of what the Polestar 2 packs in performance, its estimated EPA range is set at around 275 miles (the Model 3 starts at 240 but ranges up quickly to 310 and 325 miles depending on battery options). It offers around 408 horsepower from its 300 kW electric powertrain, again just short of the Model 3 when that’s equipped with its dual-motor performance configuration. Polestar say that it’ll do 0 to 60mph is under five seconds, again sort of in the middle of the pack when you look at the Model 3’s full configuration lineup.
Aside from its electric powertrain, the Polestar 2 will have some other interesting techie twists, including an infotainment system based entirely on Android OS and shipping complete with the full suite of Google services, including Google Assistant and the Google Play Store. This is a deeper integration than just Android Auto, which is powered by an Android phone and basically just displays an interface on the in-car screen.
Like the Model 3, the Polestar 2 will initially launch at a higher price point, with more affordable model variations coming later on, including a base model starting at around $45,000 U.S.