I can add something. The general principle here is that any part of this
could fail and the call will keep driving. So you could have cameras fail,
you could have power circuits fail, you could have one of the Tesla
full self driving computer chips fail, car keeps driving. The probability of this
computer failing is substantial, lower than somebody losing consciousness. That's the key metric,
at least in order of magnitude. At first, it seems improbable.
How could it be that Tesla, who has never designed a chip before,
would designed the best chip in the world. But that is objectively what has
occurred. Not best by a small margin, best by a huge login.
It's in the cars right now. Old Tesla's being produced right now have this
computer. We switched over from the Nvidious solution for sn X about a month
ago, and you switched over Model three about ten days ago. All cars
being produced have the have all the hardware necessary, compute and otherwise for full
self driving. I'll say that again. Old Tesla cars being produced right now
have everything necessary for full self driving. All you need to do is improve
the software and later today you will drive the cars with the development version of
the improved software and you will see for yourselves. We finished this design like
maybe one and a half two years ago and began design of the next generation.
We're not talking about the next generation today, but we're about halfway through
it. All the things that are obvious for our next generation chip. We're
doing the strategy here and started basically three level three years ago was designable to
computer that is fully optimized and aiming for full self driving. Software that is
designed to work specifically on that computer and get the most out of that computer.
So you have tailored hardware that is a master of one trade. Self
Driving and Video is a great company, but they have many customers and so
as they apply their resources, they need to generalize solution. We care about
one thing, self driving, so that it was designed to do that incredibly.
The software is also designed to run on that hardware incredibly well. And
the combination of the software in the hardware I think is unbeatable. We' we're
going to explained to you today is that lighter is a fulls errand and anyone
relying on light R is doomed. Doomed expensive sensors that are unnecessary. It's
like having a whole bunch of expensive epeties, but one appendix is bad.
We only want to put a whole bunch of them. That's ridiculous. You'll
see if you're driving for an hour in a city and you had a solution
hypothetically that it was a kilo, what you'd lose four miles a Model three,
So if you're only going, say twelve miles an hour, then that's
there would be a twenty five percent impact on range in city. It's basically
power is the power. The power of the system has a massive impact on
city range, which is where we think most of the robotaxi market will be.
So power is extremely important. We don't want to spalok too much about
the next generationship, but it's it'll be at least, let's say, three
times better than the current system. And I think if if somebody started today
and they were really good, they might have something like what we have right
now in three years, but in two years we'll have something three times better.
The thing that's I think a very powerful sustainable advantage for us is the
fleet. Nobody has the fleet. Those weights are constantly updated and improved based
on billions of miles driven. Tesla has one hundred times small cars with the
full self driving hardware that everyone else combined we have by the end of this
quarter, will have five hundred thousand cars worth the full eight camera set up
fall ultrasonic. Someone will still be on hardware too, but we still have
the data gathering ability, and then by a year from now, we'll have
over a million cars with full self driving computer hardware everything. It's just a
massive data advantage. It's similar to how like the Google search engine has a
massive advantage because people use it and people are programming effectively programmed Google with the
queries and the results. The simulator, we have quite a good simulation too,
but it just does not capture the long tail of weird things that happen
in the real world. If the simulation fully captured the real world, that
would be proof that we're living in a simulation. I think, yeah,
it doesn't. I wish, but simulations do not capture the real world.
The real world is really weird and messy. You need the cars on the
road simulation. You're fundamentally grading your own homework. If you know that you're
going to simulate it, Okay, you can definitely solve for it. But
as Andrew saying, you don't know what you don't know. The world is
very weird and has millions of corner cases. And if somebody can produce a
self driving simulation that accurately matches reality, that in itself would be in a
monumental achievement of human capability. They can't. There's no way. Everyone's training
the network all the time, is what it amounts to. Whether autopoler is
on orall. The network is being trained. Every mile that's driven for the
car that's hard or tour above is training the network. The crazy thing is
the network is predicting paths it can't even see with incredibly high accuracy. It
can't see around the corner, but saying the probability of that curve is extremely
high. So that's the path, and it nails it. You will see
that in the cars today. We're going to turn on augmented vision so you
can see the lane lines and the path predictions of the cars overlaid on the
video. The car is an inference optimized computer. But we do have a
major program at Tesla, which we don't have enough time to talk about today,
called Dojo. That's a superpower full training computer. The goal dojo will
be to be able to take in vast amounts of data and train at a
video level and do unsupervised massive training of vast amounts of video with the dojo
program dojo computer. That's for another day. We're just being more conservative right
now, and then as we gain a higher higher confidence will allow users to
select a more aggressive mode. That'll be up to the user. But in
the more aggressive modes, in trying to merge in traffic, there is a
slight no matter how many, there's a slight chance of like vendor bender,
not a serious accident, but you basically will have a choice of do you
want to have a non zero chance of a vendor vender on freeway traffic,
which is unfortunately the only way to navigate it LA traffic. The car can
operate if it's completely disconnected from the fleet. It just it uploads the training
that's better and better as the free gets better and better. So simply if
you're just connected from the fleet from that point onwards, it would stop getting
better, but it would still function fine. The computer power in the full
Sell driving computer is incredible, and it maybe we should have mentioned that if
it had never seen that road before, it would still have made those predictions
provided it was a road in the United States. You're all going to dump
lighter. That's my prediction. Walk my words. I should point out that
I don't actually superheate lighter as much as may sound. But at SpaceX,
SpaceX Dragon uses light r to navigate to the space station and dock. Not
only that, we SpaceX developed its own lighter from scratch to do that,
and I bear ahead of that effort personally because in that scenario, lighter makes
sense. And in cars it's freaking stupid. It's expensive and unnecessary, and
as Andrew was saying, once you saw a vision, it's a worthless so
you have expensive hardware that's worthless on the car that we do have a forward
radar which is low cost and is helpful, especially for occlusion situations. So
if there's like fog or dust or just snow, the radar can see through
that. If you're going to use active photon generation, don't use visible wavelength
because once with passive optical you've taken care of all visible way stuff. You
want to if you want, I want to use a wave link that is
inclusion penetrating like radar. So liner is just active photon generation in the visual
spectrum. If you're going to do active photon generation, do it outside the
visual spectrum in the radar spectrum. So like at three point eight millimeters versus
four hundred one hundred antime, we're going to have much better occlusion penetration.
And that's why we have a forward radar, and then we also have twelve
ultrasonics for near field information in addition to the eight cameras and the forward radar.
You only need the radar and the forward direction because that's the only direction
going real fast. So we've gone over this multiple times, always sure we
have the right sense of suite shure we add anything more. No, we
have four hundred and twenty five thousand cars with hardware tuned beyond, which is
means they've got all eight cameras right, the radar and ultrasonics, and they've
got at least a video computer, which is enough to essentially figure out what
information is important what is not, compress the information that is important to the
most salent elements and uploaded to the network for training. So it's a massive
compression of real world data. I suppose it could possibly be used for something
besides self driving. We've been too focused on self drive. So as we
get that really nailed, maybe there's going to be some other use for millions
and then tens of millions of computers with hardware three or full sub driving computer.
Yeah, maybe there would be. It could be. Maybe there's some
sort of eight angle here as possible. There are a number of important signals
as under saying lanelines are one of those things, But one of the most
important signals is drive space. So what is drivable space and what is not
drivable space? And what actually really matters the most is drivable space more than
lanelines. And the prediction of driveable space is extremely good, and I think,
especially after this upcoming winter, will be incredible. It will be like,
how could it possibly be that good? That's crazy. It's extremely important
that things not be rigidly tied to GPS because GPS eric can vary quite a
bit, and the actual situation for a road can vary quite a bit,
so that reconstruction that could be a detour, and if the car is using
GPS as primary, this is a real bad situation. Is asking for trouble.
It's fine to use GPS for like tips and tricks, so you can
drive your home neighborhood better than a neighborhood in some other country or some other
part of the country. So you know your own neighborhood well and you use
like the knowledge of your neighborhood to drive with more confidence, to maybe have
counterintuitive shortcuts and that kind of thing. But the GPS overlay data should only
be helpful, but never primary. If it ever primary, it is a
problem. High precision GPS maps and lanes are a really bad idea. The
system becomes extremely brittle, so any change like this might any change to the
system makes it it can't adapt. So if it locks onto GPS and high
precision lane lines and does not allow a vision override, In fact, vision
should be the thing that does everything, and then like lane lines are a
guideline, but they're not the main thing. We briefly balked up the tree
of high precision lane lines and then realized that was a huge mistake and reversed
it out. It's not good. There's three steps to self driving, because
it's being future complete. Then there's being future complete to the degree that where
we think that the person in the car does not need to pay attention and
then there's at a reliability level, where we've also convinced regulators that is true.
So it's there's three levels. We expect to be set feature complete and
self driving this year, and we expect to be confident enough from our standpoint
to say that we think people do not need to touch the wheel look out
of the window sometime probably around a second quarter of next year, and then
we start to expect to get regulatory approval at least in some jurisdictions for that
towards the end of next year. That's roughly the timeline that I expect things
to go on, and probably for trucks, the tuning will be approved by
regulators before anything else, and you could have, maybe if you're a long
haul doing long haul freight, you could have one driver in the front and
then have four semis trailing behind in a platooning manner. And I think that
probably the regulators will be quicker to approve that than other things. If in
order to have a self driving car or robotaxi, you really need redundancy throughout
the vehicle at the hardware level. Starting in as it was October twenty sixteen,
all cars made by Tesla have redundant power steering, So we've redundant motors
and the power steering, so any one failure of if I'm the motor fails,
the car can still steer. All of the power and data lines have
redundancy, so you can sever any given power line or any data line and
the call will keep driving the auxiliary power system. Even if the main pack
you lose complete power in the main pack, the car is capable of steering
and braking at using the auxiliary power system, so you can completely lose the
main pack and the car is safe. The whole system, if from a
hardware standpoint, has been signed to be a robot taxi since basically October twenty
sixteen, so when we roll that hardware autopowered version two, but we do
not expect to upgrade cars made before that. We think it would actually cost
more to make a new car than to upgrade the cars, just to give
you a sense of how hard it is to do this. Unless it's designed
in, it's not worth it. So we've gone through the future of self
driving. Whereas it's hardware, it's vision, and then there's a lot of
software, and there's the software problem here should not be Minimi. It's a
massive software problem that managing vast amounts of data, training against the data,
how do you control the car based on the vision. It's a very difficult
software problem. So going after going over just like teslim massive plan. Obviously,
we've made a bunch of forward looking statements, as they call it.
And but let's go through some of our other forward looking statements that we've made.
No way back when we created the company, we said we build the
Tesla Road, Sir. They said it was impossible and that even if we
did build it, nobody were buy it. It was like universal opinion was
that building an electric car was extremely dumb and would fail. I agree with
them that probably failure was high, but that this was important. So we
built the Tesla Roads, going into production in two thousand and eight and shipping
that car it's not collector's item. Then we would build a more affordable car
with the Model S. We did that. Again, we were told that
it's impossible. I was called a fraud and a liar and it's not going
to happen. This is all untrue, Okay. Famous last words now is
we were into production with the Model S and twenty twelve exceeded all expectations.
There is still in twenty nineteen no car that can compete with the Model s
of twenty twelve. It's seven years later. Were waiting, so we'd build
on an affordable car, maybe highly affords affordable, more affordable. With the
Model three we built the Model three, we're in production, said we'd get
over five thousand cars a week for Model three. At this point, five
thousand cars week is a walk in the park for us. It's not even
hard. So we do large scale solar, which we did through the Sol
City acquisition, and that we develop into play the solar roof, which is
going really well. We're now on version of three of the Solo tail roof,
and we expect to will out production of the Solo Tawer roof significantly later
this year. I have it on my house and it's great. And I
make the power roll and the power pack, and we made the power role
and power pack. In fact that the power pack is now deployed in massive
grid scale utility systems around the world, including the largest operating battery projects in
the world that at above one hundred megawatts, and in the next or probably
the next year two years at the most. We expect to have a gigawatt
scale battery project completed. So all these things I said we would do them,
we did it, so we'ld do it. We did it. We're
going to do the rover taxi thing too. Only criticism and it's a fair
one. And sometimes I'm not on time, but I get it done and
the Tesla team gets it done. So what we're going to do this year
is we're going to reach a combined production of ten thousand a week between SX
and three. Feel very confident about that, and we feel very confident about
being feature complete with self driving. Next year, we'll expound the product line
with Model Y and Semi, and we expect to have the first operating robotaxis
next year with no one in them next year. It's always difficult to like
when things are on an exponential at an exponential rate of improvements. It's very
difficult to wrap one's mind around it because we're used to extrapolating on a linear
basis. But when you've got massive amounts of as the hardware, massive amounts
of hardware on the road, the cumulative data is increasing exponentially. Software is
getting better at an exponential rate. I feel very confident in predicting autonomous rover
taxis for Tesla next year. Not not an old jurisdictions because we won't have
regulatory approval everywhere, but I'm confident we'll have at least regulatory approval somewhere literally
next year. So any customer will be able to add or remove their car
to the Tesla network, so expect this to operate. Is like a combination
of maybe the Uber and Airbnb model. So if you own the car,
you can add or subtract it to the Tesla network, and Tesla would take
twenty five to thirty percent of the revenue. And then in places where there
aren't enough people sharing their cars, we would just have dedicated to Tesla vehicles.
Well, when you use the car, we'll show you our right sharing
app, so you're able to be able to summon the car from the parking
lot, get in and go for a drive. It's really simple to just
take the same Tesla app that currently have. We'll just do it. We'll
update the app and add some in Tesla or commit your car to the fleet,
so see that some in your car, or add some many Tesla,
or add your add or subtract your car to the fleet. You'll be able
to do that from your phone. So we see potential for smoothing out the
demand distpution curve and having the car operates at a much higher utility than an
amal car it operates so like typically the use of a car is about ten
to twelve hours a week, so most people will drive one and a half
to two hours a day, typically ten to twelve hours a week of total
driving. But if you have a car liken operate autonomously, then most likely
you could probably most likely you'd have that car operate for a third of the
week or longer. So they're a hundred hours in a week, so probably
you've got something on the order of fifty five to sixty hours a week of
operation, maybe a bit longer. So the fundamental utility of a vehicle increases
by a factor of five. So you look at this from a macroeconomic standpoint
and say, just if this was like some if we were operating some big
simulation, if you could upgrade your simulation to increase the utility of cars by
a factor of five, that would be a massive increase in the economic efficiency
of the simulation. Just gigantic, we'll do Model three S three and excess
taxis. But we made an important change to our leases, so if you
lease a Model three, you don't have the option of buying it. At
the end of the lease, we want them back. If you buy the
car, you can keep it, but if you lease it, you have
to give it back. And as as I said, where in any locations
where there's not enough supply for sharing, TESL will just make its own cars
and add them to the network in that place. So the current cost of
a Model three Robotaxi is less than thirty eight thousand dollars. We expect that
number to improve over time resigning the cars. The cars currently being built are
all designed for a million miles of operations. The drive units designed, find
and test and validated for a million million miles of operation. The current battery
pack is about maybe three hundred to five hundred thousand miles. The new battery
pack that probably going into production next year is designed explicitly for a million miles
of operation. The entire vehicle well, it's designed to operate for a million
miles with minimum maintenance. So we'll actually be adjusting tire design and really optimizing
the car for a hyper efficient robotaxi, and at some point you won't need
steering wheels or pedals and we'll just delete those. So as these things become
less and less important, we'll just delete parts just they won't be there.
If you say, like probably two years from now, we make a car
that has no steering wheels of pedals, and if we need to accelerate that
time, we can always just delete parts easy. You know, probably say
long term three years robotaxis with eliminated parts, maybe it ends up being twenty
five thousand dollars or less. And you want a super efficient car. So
the electricity consumption is very low. So we're currently at four and a half
miles per kill whatever, but we will improve that to five and beyond.
And there's just really no company that has the full stack integration. We've got
the vehicle design and manufacturing, we've got the computer hardware in house, we've
got the in house soft development and AI, and we've got by far the
biggest suite. It's extremely difficult, not impossible paths, but extremely difficult to
catch up when Tela has one hundred times more miles per day than everyone else
combined this is these todays. Is the cost of running a gasoline car or
the average cost of running a car in the US. This is taken from
Triple A. So it's currently about sixty two cents a mile. Half thousand
miles from fifty million vehicles adds up to two trillion a year. These are
literally just taken from the Triple A website. Cost of ride sharing is the
pointing to uber left is two to three dollars a mile. The cost run
a robotaxi, we think less than eighteen cents a mile, and dropping like
this is current, This would be current, this current cost, future costs
will be lower. You say, what would be the probable gross profit from
a single robotaxi. We think probably something on the order of thirty thousand bells
per year, and we expect that we're literally designing. We're designing the cars
the same way that commercial semi trailer semi trucks are designed. Commercial semi trucks
are all designed for a million mile life, and we're designing the cars for
a million my life as well. So phenomenal dollars that would be a little
over three hundred thousand dollars over the course of eleven years might be higher.
I think these consumptions are actually relatively conservative, and this assumes that fifty percent
of the miles driven art does nothing are not useful, so this is only
at fifty percent utility. By the middle of next year, we will have
over a million Tesla cars on the road with full self driving hardware feature complete
at a reliably level that we would consider that no one needs to pay attention,
meaning you could go to sleep and from ashtandpoint if you fast forward a
year, maybe a year and three months at it. But next year,
for sure we will have over a million robo taxis on the road. The
fleet wakes up with an over the air update. That's all it takes.
You say, what is in their personal value of Roverotaxi. Probably on the
order of a couple hundred thousand dollars, So buying a Model three is a
good deal. Questions our production rates Generally, if you look at a compound
annual production rate since twenty twelve, which is like the that's our first full
year of model Model as production, we went from twenty three thousand vehicles produced
in twenty thirteen to around two hundred and fifty thousand vehicles produced last year,
So in the course of five years we increased output by a factor of ten.
I would expect that something similar occurs over the next five or six years.
As for sharing sharing versus, I don't know. The nice thing is
that essentially customers are fronting us the money for the car. That's great.
Sure, we expect the solving for the snake charger. It's pretty straightforward.
It's from a vision prop standpoint, it's like a known situation. Any kind
of known situation with vision is like a charge port. It's a trivial.
Yeah, the cars were just automatically park and automatically plug in, there would
be no humans of supervision required. Yeah. During what was a pricing that
we just threw some numbers on there, I think definitely plug in order pricing
you think makes sense. We just randomly said okay, maybe a dollar.
And the thing is there's like on the order of two billion cars and trucks
in the world, So robotaxis will be an extremely high demand for a very
long time. And from my observation thus far is that the auto industry is
very slow to adapt. Like I said, there's still not a car in
the road that you can buy today that is as good as the model S
was in twenty twelve. So that suggests a pretty slow rate of adaptation for
the car industry, and so probably a dollar is conservative for the next ten
years because people to think there's like, actually not enough appreciation for the difficulty
of manufacturing is insanely difficult. But a lot of people I talked to think,
if you just have the right design, you can instantly make as much
of that thing as the world wants. This is not true. It's extremely
hard to design a new manufacturing system for new technology. Audi's having major problems
manufacturing Eutron, and they are extremely good at manufacturing. And if they're having
problems, what about others. So on the order of two billion Coston trucks
in the world, on the order of about one hundred million units per ure
of production capacity of vehicles, but only of the old design, it will
take a very long time to convert all of that to full self driving cars.
And they really need to be electric because the cost of operation of a
gasling diesel car is much higher than an electric car. It's any robotax that
isn't electric will absolutely not be competitive. There's a close that we put into
our cars. I think it was about three or four years ago. They
can only be using the Tesli the network, yes, but it's like the
app store that you can add, only add or remove them through the tails.
The network and then tells it gets revenue share. I guess you could
operate a rental car fleet, but I think this is very unwieldy. I
think there will be a phone home thing where if the car gets stuck,
it'll just phone home to Tesla and ask for a solution. Things like being
pulled over for by athlete softshare. That's easy, fresh program and that's not
a problem. It will be possible for somebody to take over using the steering
wheel, or at least for some period of time, and then probably down
the road we'll just cap the steering wheel so there's no steering control. We'll
just take steering wheel off, put a cap on that were literally just unbolt
the steering wheel and put a cap on where the steering wheel handle currently is.
I think there'll be a transition period where people will be able to take
over and should be able to take over from the rover taxi, and then
once regulators are comfortable with us not having the steering wheel, we'll just delete
that. And for cars that are on the are in the fleets, obviously
with the permission of the owner. If it's owned by somebody else, we
would just take the steering worl off and put a cap where the steering world
currently attaches. In future, will the probabity of the steering world being taken
away in the futures one hundred percent. Consumers will demand. It does not
mean prescribing a point of view about the world. This is me predicting what
consumers will demand. Consumers will demand in the future that people are not allowed
to drive these two ton death machines. There were amphibians, but then pretty
much that things just become like land creatures. It'll be a little bit of
an amphibian phase. I think are a mistake. We actually had ht maps
for a while. Actually can that because you either need hd mapps, in
which case, if anything changes about the environment, the car will break down,
or you don't need HTAM apps, in which case why you're wasting your
time during hd mapps. The hd maps saying like the two main crutches that
are that should not be used and will be obviously fall and foolish are light
aer and amaps. If you need a geofest area, you don't have real
self driving. I think we're actually going to want to push our sort of
standar range plus battery more than our long range battery because the energy content in
the long range pack is to send higher kilo what hours. So essentially you
can make third more cars if you just if they all sort of standard range
plus instead of the long range pack. It's ones like around fifty kilo what
hours the other ones around seventy five kilo what hours. So we're actually probably
gonna binance our sales intentionally towards the smaller battery in order to have a higher
volume of what basically you want to the obvious thing to maximize the number of
autonomous units or the number of maximize the output that will subsequently result in the
biggest autonomous leap down the road. So we're making doing a number of things
in that regard, but it's just on our for today is meeting the million
mile of life is basically just about getting the cycle life of the pack to
you need. Basically on the order let's say you've got a basic math,
if you've got a two undred and fifty mile range pack. You're gonna need
four thousand cycles. Very achievable. We already do that with our stationary storage
some stay stationary storage solutions like Powerpack. We're ready to play power Pack with
four thousand cycle life capability. Really fundamental message that consumers should be taking today
is that it's financially insane to buy anything other than a Tesla. They were
like owning a horse in three years find if you don't own a horse,
but you should go into it with that expectation. If you buy a car
that it does not have the hardware necessary for full self driving, it is
like buying a horse, and the only car that has the hardware nessary for
full self driving as a Tesla for people should really think about their approaches any
other vehicle. It's basically crazy to buy any other car than a Tesla.
We need to make that convey that argument clearly, and we will have to
today. Yeah, we talked to regulators around the world all the time.
As we introduce additional features like navigator and autopilots, this requires like regulatory approval
on a perju jurisdiction basis. I think fundamentally regulators in my experience are convinced
by data. So if you have a massive amount of data that shows that'omy
is safe, they listen to it. They they may take time to digest
the information. Their process may take a bit of time, but they have
always come to the right conclusion on what I've seen. I think like probably
yeah, like Tesla owned robot taxis would be in dense open areas along with
customer vehicles, and then as you get to medium and low density areas,
it would chand to be more that people own the car and occasionally lend it
out. Yeah, there are a lot of edgecases in Manhattan and say downtown
San Francisco, but those are and there are variousties around the world that have
a challenging open environments. But we do not expect this to be a significant
issue when I say future complete IDOL work in downtown San Francisco and downtown Manhattan
this year. Right now, AI neural nets are used really for object recognition,
and we're still basically just using it as still frames, so identifying objects
and still frames and tying it together in a perception path planning layer thereafter the
But what's happening is steadily is that the neural net is eating into the software
base more and more, and so over time or expect the neural net to
do more and more. Now, for a computational cost standpoint, there are
some things that are very simple for a HIC and very difficult for a neural
net, and so it probably makes sense to maintain some level of heuristics in
the system because they're just computationally a thousand times easier than a neural net.
Neural net is like a cruise missile, and if you're trying to swat a
fly, just use a fly swatter, not a cruise missile. So bit
over time, I would expect that it moves really to just training on against
video and then video in car steering and pedals out or basically video in that
lateral longitudinal acceleration out almost entirely. That's what we're going to use the Dojo
system for. There's no system that can currently do that. Essentially, the
car is going to do what a human would do. It can think with
humans like basically a camera on a slow gimble and it's a remarkable that people
are able to drive the car in the way that they are, because if
you know, you can't look at all directions at once. The car can
literally look in all directions at once with multiple cameras, so cumbs are able
to drive just by looking this way, you're looking that way. They're actually
stuck in their driver's seat. They can't really get out of the driver's seat.
So it's like kind of one camera on a gamble and is able to
drive. A conscientious driver can drive with very high safety. The cameras in
the cars have a better vantage point than the person, so they're like up
in the b pillar or at in front of the review mirror. They've they've
really got a great vantage point. So if you're turning onto a road that's
got a lot of high speed traffic, you can just do what person is
just like gradual turn a little bit. They've got fully into the road that
the camera see what's going on and if things look good, and then the
rear cameras don't show on any oncoming traffic, or if you go and if
it looks sketchy, you can just pull back a little bit, just like
a person. The behavior is like remarkably, it starts to become remarkably lifelike.
It's like quite eerie. Actually, the car just starts behaving like a
person. Well, we publish the accidents per mile every quarter, and what
we see right now is that water pilot is about twice as safe as a
normal normal driver on average, and we expect that to increase quite a bit
over time. Like I said, in the future, it will be consumers
will want to outlaw saying they will succeed or am I saying I agree with
this position, But in the future, consumers will want to outlaw people driving
their own cars because they're unsafe. And if you think of like elevators used
to be operated on a big lever go up and down the floor. There's
like a big relay and yet elevator operators, but then periodically they would get
tired or drunk or something and then turn the lever at the wrong time and
sever somebody in a half. So now you do not have to elevator operators.
And we're quite alarming if you went into an elevator that had a big
lever that could just move between floors arbitrarily. So there's just buttons. And
in the long term, again not a value judgment saying I want the world
to be this way, I'm saying consumers will most likely demand the people are
not allowed drive Carson follow up, Can you share with us how much Tesla's
spending on auto pilot or autonomous technology by order of magnitude on an annual basis?
Thank you. It's basically our entire expense structure. Between now and when
the robot taxis are fully deployed throughout the world, the sensible thing for us
is to maximize rate and drive the company cashlow neutral. Once the rover taxi
fleet is active, I would expect to be extremely casually positive. Who is
liable for an accident? Is it Tesla? Or does it mean if the
vehicle has an accident and harms, probably Tesla is probably Tesla? Yeah,
very good, right, thing too is just make sure there are very few accidents