What It Means For Drivers

Jaclyn McQuaid, GM’s senior vice president of vehicle products, told The Drivecast she can’t rule out a wheel-free Cadillac: “I can’t say that there won’t be Cadillacs where that one day happens”. It echoes a concept GM showed in 2024, the Opulent Velocity, whose steering yoke retracts in fully autonomous mode.

For now, not much changes. GM’s eyes-off driving system debuts in the 2028 Cadillac Escalade IQ and then moves to full-size light-duty trucks, with a later “Mission Mode” meant to let vehicles run errands for owners. Eyes-off is a step beyond today’s hands-free Super Cruise, but nothing in McQuaid’s comments says the wheel goes away.

The Blackwing Promise

Enthusiasts got the clearest answer. McQuaid said “if somebody wants [to drive a] V Blackwing, they’re going to be able to drive a Blackwing,” and added that it “doesn’t have to be a one-size-fits-all answer.” She cited GM’s racing programs in F1 and NASCAR and called herself “a lover of driving.” According to reports, the next CT5-V is expected to offer a naturally aspirated V8 and a manual gearbox, which would keep the Blackwing tradition of driver-focused engineering alive.

Why It’s Not Happening Soon

Federal safety rules were written around a human driver. In July, NHTSA gave Zoox a two-year exemption for a wheel-free robotaxi, capped at 2,500 vehicles in any 12-month period. That is a commercial permit, not a way to sell cars to consumers. NHTSA proposed rule changes for driverless vehicles on October 23, but they must go through public comment first, and one report estimates six to eighteen months for rules like this.

Closing Thoughts

GM’s McQuaid also tied autonomy to older drivers keeping their independence, which is a more relatable pitch than a car with no wheel. I don’t know what relevance “older drivers” have when it comes to wanting to drive and exercise your independence. As somebody who has a soft spot for classic cars, one thing is clear: what we as enthusiasts or drivers want almost doesn’t matter anymore – we are all riding the profit-maximizing, obsolescence planning constrain train past the golden age of engaging and visceral automobiles, all the way to regulation station. Once the data is out, showing that self-driving cars are safer than human-driven cars, the powers that be will use that argument to take driving away from us.

The conversation around self-driving car technology usually centers on futuristic aesthetics, but the true battlefield is basic economics. If you look past the latest waymo news, the core question isn’t whether an autonomous vehicle can navigate a crowded intersection. It is whether it can do so cheaper than an underpaid gig worker in a ten-year-old sedan. Recent independent financial analyses project that autonomous vehicles could automate up to 60% of the taxi and rideshare industry by 2040. However, that shift will be a surprisingly gradual grind rather than an overnight revolution. Right now, a driverless taxi is weighed down by staggering upfront capital costs and expensive sensor suites.

For a robotaxi company to truly break even against giants like Uber or Lyft, their hardware must become drastically cheaper. Even if an autonomous fleet reaches the point where Waymo cars cost only twice as much as a standard rideshare vehicle, the price drop for the end consumer would likely be only around 10 to 20%. Human drivers are essentially subsidizing the rideshare market by absorbing the depreciation and maintenance of their personal vehicles. Furthermore, traditional rideshare platforms self-insure and pad their premiums to build massive cash reserves, while autonomous companies must cover platform operating expenses, hardware upkeep, and software development entirely in-house.

Breaking Ground in New Cities

Despite the heavy financial anchors, driverless fleet expansion is accelerating at an aggressive pace. Self driving taxis are no longer just a novelty restricted to a few tech-hub neighborhoods. The company recently announced that it is adding more cities to its driverless roster, including upcoming deployments in Dallas, Miami, and Orlando. This rapid, aggressive expansion is quietly shifting how urban residents view car ownership, turning app-summoned rides into viable daily alternatives for commuters in well-serviced, geofenced areas.

As coverage maps grow, the traditional two-car household starts to look financially inefficient. The company is currently processing over 250,000 paid trips every single week, heavily targeting the high-margin airport runs and late-night downtown pickups that currently keep human drivers afloat. Because Waymo robotaxis are absorbing the most profitable routes, gig workers are left fighting over less desirable, complex trips that the algorithms aren’t yet cleared to handle. The math is shifting, and the convenience factor is heavily favoring the machines.

Safety Claims vs. Freeway Reality

To convince the public to surrender their steering wheels, autonomous companies are leaning heavily on safety data. The initial numbers look genuinely compelling. A massive study evaluating 50 million driverless miles concluded that the Waymo fleet experienced 68% fewer police-reportable crashes than average human drivers on the same streets. Insurance data backs this up, showing that removing human distraction, fatigue, and emotion from the driver’s seat yields immediate safety dividends. When the crash numbers are analyzed on a macro scale, the software appears much more reliable than the average human commuter.

However, the reality on the ground is far messier than controlled data sets imply. The software still struggles with the unpredictable chaos of human environments. The company recently had to pause some freeway operations after riders reported a terrifying trip involving erratic and unpredictable highway maneuvers. Furthermore, Waymo vehicles have been caught breaking laws around active school zones, shattering the illusion of perfect machine precision and reminding the public that autonomous vehicles are still actively learning how to navigate edge cases.

The Squeeze on Human Workers

For the millions of people relying on gig-economy driving, the impending rise of Waymo and its competitors presents a ticking clock. The autonomous takeover will not happen everywhere at once; it will be hyper-localized, launching neighborhood by neighborhood. Rideshare drivers in complex, weather-heavy regions or rural areas remain largely insulated from the threat for the foreseeable future. However, drivers operating in sunbelt cities with well-mapped grid systems are already feeling the squeeze as autonomous vehicles siphon off the easiest and most profitable fares.

The Robotaxi endgame is an endurance test of corporate economics. The companies must prove they can mass-produce hardware, absorb massive vehicle depreciation, and maintain an army of remote support staff while still undercutting Uber’s prices. Until those financial scales tip definitively in favor of the machines, human drivers will remain a necessary, if increasingly marginalized, component of the urban transit ecosystem. The transition is inevitable, but it will unfold over decades of slow economic pressure.

Rivian’s Early Access Self-Driving Beta Program Opens

This news, first noted by Autoguide, means Rivian has already been testing self-driving on various routes, but it wants owners to try the feature so they can point out any flaws or subtle irritations its development team might not have picked up on. Anybody with the refreshed R1T or R1S, or the new R2, can apply to the program so long as they have an active paid $2,500 Autonomy+ subscription, but Canadian owners and those with Gen 1 R1s are left out, at least for now. The program is also only kicking off in California and Florida to begin with, but other states will follow. Rivian’s head of autonomy and AI, James Philbin, says the automaker is aiming to launch publicly before the end of 2026, with a wider rollout in 2027. Meanwhile, Rivian CEO RJ Scaringe recently said true self-driving cars will be here before 2030 (though he previously said it would happen by 2026).

Related: Volkswagen Reportedly Pulls The Plug On €1.5 Billion Self-Driving Project

For the uninitiated, Point to Point takes Rivian’s Universal Hands-Free tech and wires it directly into the turn-by-turn navigation system, so instead of just keeping a vehicle in a lane without the driver’s hands on the wheel, it can follow an entire route as long as the driver keeps their eyes on the road. That means it’s a Level 2 system; while the Large Driving Model is a highly advanced, in-house-developed Rivian software system that interprets what the 360-degree sensor suite sees through its cameras, radars, and solid-state LiDAR, deciding how the EV should react, the driver still needs to be ready to take over and should always be prepared for the vehicle to make a mistake.

How Access to Rivian’s Self-Driving Beta Works

If you want a chance of being invited to try Point to Point out, the primary Rivian account holder can apply through the Autonomy Early Access tile on their Rivian.com account (secondary users won’t see it and therefore won’t be able to test the tech if they drive the vehicle under their profile). Rivian then evaluates how often the owner already uses Autonomy features and their recent safety record, which will include how often alerts like forward-collision warnings were triggered. If you are approved, you will be expected to meet certain weekly obligations, like using the preview features and issuing reports (logged on the touchscreen). Rivian will also want you to complete a monthly survey, and you must agree to share location and camera data under a non-disclosure agreement.

Rivian will reassess who stays in the program every 30 days, and if you’re dropped, it could happen without warning. Even if all this sounds good to you, you may not be approved or may be dropped after a short while if Rivian needs more variety in the models and regions testing Point to Point. As noted earlier, California and Florida will lead the testing, but depending on where the most interest is expressed, other states will follow, and owners need not reapply if they miss out on this first group.

What We Know

CEO Mary Barra has mentioned to the public that the eyes-off, hands-off system remains on track, according to TIKR‘s summary of the interview. She said a recent test ride showed clear improvement since her March drive. According to GM, the debut vehicle is the electric Cadillac Escalade IQ, with other models to follow. When GM unveiled the system in October 2025, reports said it would use lidar, radar, and cameras and start on highways, including roads GM hasn’t mapped. It builds on the Cruise robotaxi work GM suspended in December 2024 after spending more than $10 billion. Barra says the focus is personal cars: “We’re not in the taxi business.”

What We Don’t

How much it will cost – GM hasn’t announced pricing, and it hasn’t said whether the feature will be standard, optional, or a subscription. TIKR, citing GM’s July earnings call, says Super Cruise subscriptions already convert 30 to 40 percent of customers after the trial period. That is secondhand, but it hints at how GM thinks about software revenue, and from what we know, GM sees subscriptions as a bigger business.

Which cars get it next? – GM’s wording is “starting with” the Escalade IQ. No other models have been named.

What “compatible conditions” means – GM says drivers can look away under those conditions, but hasn’t defined them.

Reports say human takeover is mainly needed for off-ramps. How does it compare to today? Super Cruise already lets drivers go hands-free, but drivers must watch the road. Eyes-off is the legal and safety leap, and GM hasn’t said how it will handle drivers who aren’t paying attention. From what is apparent, GM might not be able to answer these questions because the legal framework to support this technology may simply not be ready yet.

Robotaxis aren’t just sci-fi anymore. Tesla kicked off its Model Y-based robotaxi service in Texas last year, and just last month, the wild-looking Cybercab joined the party. The Cybercab skips the basics – no steering wheel, no pedals, just pure autonomy.

But Tesla’s self-driving dreams just hit another speed bump. The National Highway Traffic Safety Administration (NHTSA) is now poking around after claims that these robotaxis have been zipping past the speed limit in active school zones.

What the NHTSA Is Investigating

The NHTSA cracked open defect petition DP26010 on October 9, 2026, targeting the 2026 Tesla Robotaxis – both the Model Y and the Cybercab. The complaint, filed in late September, claims these cars are blowing past school-zone speed limits while driving themselves.

The complaint came with three video links as evidence. The agency’s first report lists four incidents, most of them plucked straight from social media. So far, there have been no crashes, injuries, fires, or anything else dramatic.

Roughly 1,000 vehicles are under the microscope. For now, the NHTSA is just weighing the evidence to decide if this petition goes anywhere. No one’s in trouble –or at least not yet.

Waymo Has Faced Similar Problems

Tesla isn’t the only one sweating over driverless safety. Waymo’s robotaxis have also been under the microscope for allegedly ignoring school buses, which led to a recall and some hasty software tweaks. The company even landed in hot water with the NHTSA after one of its cars hit a child in a school zone.

All of this just goes to show how tough it is to get autonomous cars to play by the rules when things get unpredictable. Tesla’s latest investigation only adds fuel to the fire, especially when kids and school zones are in the mix.

According to the show’s organizer, the Cybercab exhibited in Paris is part of Tesla’s Austin fleet, which reportedly includes some 300 vehicles. Tesla began offering paid rides to the public in Texas’ capital since September 3.

The Cybercab Makes Its European Debut

As with all Cybercabs in the Austin fleet, the vehicle that’s making its European premiere in Paris has no steering wheel or pedals, so the obvious question is whether Tesla has any plans to introduce the Cybercab in Europe.

Going through the trouble of shipping one Cybercab from Austin, Texas to Paris, France may certainly be a first—albeit very small—step in that direction. It’s also a rather unusual move for Tesla, which has attended very few auto shows so far, preferring to hold its own launch events instead.

Tesla’s Paris Motor Show booth also includes an Optimus Gen 2 humanoid robot alongside Model 3 and Model Y EVs, Tesla Energy home products and a Supercharger stall. Visitors are also given free FSD (Supervised) rides in Tesla vehicles.

Tesla previously said a European Cybercab rollout could come as early as 2027, but that can only happen if the company clears several regulatory and infrastructure hurdles. For starters, the U.S. EV maker, which has been very focused on AI, robotaxis and robotics lately rather than traditional car sales, needs to get European approval for the Cybercab, which is designed without conventional driving controls. That could take some time.

Tesla Cybercab officially unveiled for display at Paris Motor Show 🥳🇫🇷 pic.twitter.com/VvyWkp3HA0

— David Moss (@DavidMoss) October 12, 2026

Tesla’s Full-Self Driving (Supervised) Is Being Renamed Tesla Assisted Driving in Europe

Currently, European regulators are examining Tesla’s autonomous-driving tech and one of the requirements in order to gain EU-wide approval for the Full-Self Driving (Supervised) driver assistance system recently came from the German federal government, which asked Tesla to rename the ADAS suite Tesla Assisted Driving to avoid misleading customers; Tesla has already adopted the new designation in Europe.

Tesla says its software has already covered more than 100 million kilometers in the seven European countries where it’s approved, claiming it’s 4.1 times less likely to be involved in a crash than manual driving.

The company has long been trying to get the EU-wide approval for FSD (Supervised) as that would spare it the trouble of seeking individual recognition from each of the 27 member states.

To get EU-wide approval, a qualified majority of at least 15 of the 27 member states is required. As Electrive reports, Germany’s support for Tesla Assisted Driving could pave the way for the other three major EU states—France, Italy and Spain—to also give their approval.

So far, Tesla received individual recognition of FSD from the Netherlands, Lithuania, Estonia, Denmark, Belgium, Slovenia, and the Czech Republic, with Croatia joining the group in late September.

Of course, allowing FSD (Supervised) on the existing Tesla fleet in Europe is one thing as drivers could take control of the vehicle at any point should something go wrong. With the Tesla Cybercab robotaxi, however, things are more complicated. The two passengers have no apparent way to control the vehicle and are at the mercy of the software that runs it.

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You’d think that when it comes to autonomous driving technology, the system would see things fairly and equally. It would also be a fair assumption that the programmers of these autonomous systems would code the software the same way.

It seems that isn’t the case; apparently it has come to light that some of these self-driving systems have varying parameters when it comes to pedestrian safety.

Race and Disability?

Automotive News reports that a study by researchers in the United Kingdom reveals that large language models and video language models tell autonomous vehicles to yield to pedestrians depending on disability status or skin color.

Strangely, large language models and systems were least likely to yield to pedestrians described as “paralyzed.” Video language models and systems were more likely to stop for skin colors described as “fair white.” Before you reach for your pitchforks, though, some testing showed inconsistencies: autonomous systems gave way to pedestrians identified as being of “Indian” descent.

Researchers at King’s College London used two methods to identify and test the system’s bias. In the larger language models, the researchers created test scenarios that were equal in all aspects except for the demographic information. In the video model test, the researchers measured what the system said about the pedestrians’ demographics. In both tests, the researchers measured how the system responded depending on the parameters set.

Autonomous Vehicle Bias

The report also says that academics and advocates have raised the issue of Autonomous Vehicle (AV) biases. There have also been other studies into biases before, back in 2019, that some pedestrian-detection systems had higher false-negative results on darker-skinned people.

This latest study raises more concerns and questions about integrating AVs, especially how they will decide which pedestrians to yield to in safety situations. More and more governments have also voiced concerns about how AVs should be legislated for safety.

Tesla’s love of autonomous driving makes it a leader in the segment; many would even argue that its Full Self-Driving (FSD) system is the best in the industry, since others have adapted later. Tesla’s lead in this space is so strong that the automaker has ventured into the Cybercab, a fully self-driving taxi with no physical manual driving hardware like a steering wheel or pedals.

Surprisingly, it has now come out that the Cybercab does, in fact, have manual controls embedded in it.

Weird #cybercab situation! When I got in the vehicle, the display was in a different configuration with a virtual joystick for manual driving! I have a feeling I wasn’t supposed to see this… but I try to manually drive the vehicle anyway! 😂 @wholemars @DirtyTesLa @DavidMoss… pic.twitter.com/mQsoDFDbEJ

— Matthew Skrzypczak (@MatthewSkrzypc1) September 7, 2026

Virtual Controls

Matthew Skrzypczak posted on X and Instagram about discovering a hidden menu on the display screen that showed a virtual joystick for manual driving inputs. The video shows that, besides the joystick, there’s also a horn button and a call for support. Apparently, after Skrzypczak’s post went viral, more people started reporting the same thing.

The virtual joystick page is also flanked by surround-view cameras, presumably for better visibility should the Cybercab need to be piloted manually. What’s interesting is that Tesla has never mentioned this page in relation to the Cybercab, suggesting it was never meant to be seen by a paying passenger.

Tesla also has a published safety guideline for first responders and passengers that covers passenger conduct, emergency stops, and how emergency crews should approach and secure a stranded vehicle. It does not mention the virtual joystick or how to enable it if needed.

Further Probing

While the Cybercab has largely been accepted by regulators, the NHTSA has placed the program under a new probe that looks into how Tesla was able to certify a vehicle with no steering wheel and pedals under current U.S road safety regulations. The current fleet includes over 1,000 Cybercabs, and the program launched in Austin, Texas, just a few days ago.

The accidental discovery of the virtual joystick poses a problem for Tesla; is the feature merely a regulatory safeguard for a “just in case” scenario? If so, why wasn’t it publicly disclosed or included in the safety guidelines? Does this mean the Cybercab isn’t as capable as Tesla claims? Tesla needs to answer so many questions.

Tesla’s bid to become the leader in fully autonomous driving vehicles has been tricky. While the rest of the industry has already followed suit and is beginning to develop their own systems, Tesla was one of the first to release it to the world. Unfortunately, first-adopter syndrome hit, and over the years Tesla has taken a beating publicly as it has experienced some ‘hiccups’ with the technology.

Autonomous driving technology has become more accepted with regulators and automakers reaching agreements that will allow the technology to be used under certain conditions. Tesla’s Full Self-Driving (FSD) suite remains one of the best in the business, and just got a new update to improve safety, specifically reducing human error.

FSD Supervised v14.3.9 starting to roll out shortly

This release includes a new active safety feature set: FSD Supervised can now activate on your behalf when an imminent collision is detected and Automatic Emergency Braking (AEB) may not be enough.

It may also engage if we…

— Tesla AI (@Tesla_AI) September 4, 2026

FSD v14.3.9

Tesla has just released an update for the FSD system. Specifically called v14.3.9, which now allows the system to take driving control even when the driver is piloting the vehicle. In an X post, Tesla AI explains that the system activates on your behalf when an imminent collision is detected and the automatic braking system (AEB) might not be enough.

In other words, if the FSD system determines that AEB isn’t enough, it takes over and maneuvers the car away from danger. The system might also engage itself if it determines the driver is heavily distracted. According to the report, the system is a step above AEB; in the event that it takes over, the new update will use steering, braking, and acceleration inputs to try to avoid an accident as much as possible.

Last Resort

Tesla does point out that the new update is meant as a last-resort option; if the system engages and takes over, it will immediately alert the driver and request to return to manual driving mode after the emergency situation has been passed safely. While it may sound like an intrusive system, at the very heart of it, the new FSD update adds another protective layer for when the driver is unable to properly react to an impending incident.

After years of hype, teasers, and Elon’s big promises, Tesla’s long-awaited Cybercab robotaxi is finally prowling the streets of Austin. The company’s fully autonomous ride-hailing service has kicked off with a small fleet, marking the start of a new era – at least in Texas.

The Cybercab is unlike anything Tesla has ever put on the road. Forget steering wheels, pedals, or even a driver – this thing is all software, all the time, trusting Tesla’s Full Self-Driving (FSD) system to do the heavy lifting.

The ink was barely dry on the rollout – September 3, for those keeping score – before federal regulators swooped in. The NHTSA wasted no time, launching an official Audit Query (AQ26002) into how Tesla certified the Cybercab. Tesla claims the Cybercab ticks all the Federal Motor Vehicle Safety Standards boxes, even though it skips the usual manual controls. It also told the agency it plans to roll out more Cybercabs and expand beyond Austin as the fleet grows.

What the NHTSA Wants to Know

This isn’t a recall or a declaration that the Cybercab is unsafe – at least not yet. The NHTSA just wants to know how Tesla gave itself the green light before unleashing these robotaxis on the public.

Regulators are digging into the nitty-gritty: what process and technical data did Tesla use to sign off on the Cybercab? They also want to know if Tesla decided some safety rules just don’t count when your car ditches the usual controls.

That’s a big deal, since most FMVSS rules were written for cars with steering wheels, pedals, and mirrors. The Cybercab tosses all that out, so now everyone’s wondering how the old rulebook applies. Right now, the audit covers around 1,000 Cybercabs, though only a handful are actually roaming Austin’s streets so far.

An Audit Query is basically the agency’s way of asking for receipts – engineering docs, certification details, and anything else they need before deciding if they want to take things further.

Why Safety Questions Aren’t Going Away

The Cybercab is rolling out just as Tesla is already juggling a stack of safety investigations into its driver-assist and self-driving tech.

Tesla’s FSD has already been under the microscope, with NHTSA digging into crashes and how the software handles real-world chaos. Those probes have touched millions of Teslas running FSD.

Just recently, a fatal crash in New York put FSD in the spotlight again. Investigators say it was switched on before a Model Y tried a left turn and collided with another car. That case is now fueling the bigger debate over how FSD performs when it really counts.

The Cybercab takes those worries up a notch. There’s no human backup – no steering wheel or brake pedal for a passenger to grab if things go sideways.

For now, Tesla’s robotaxi service is still rolling in Austin while the NHTSA combs through the paperwork. The investigation doesn’t mean the Cybercab is getting yanked off the streets just yet, but it does mean Tesla’s boldest new ride is already under the federal microscope – almost as soon as it launched.

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After what felt like an eternity of teasers and sightings, Tesla has pulled the covers off the production Cybercab. Remember that wild two-seater from the We, Robot event two years ago? It’s now a reality in Austin, Texas, rolling out as the latest addition to Tesla’s ever-expanding robotaxi fleet. Unlike the Model Y Robotaxis you might spot today, this thing was built from scratch for one purpose: driving itself. So, if you’re looking for a steering wheel or pedals, keep looking – they’re nowhere to be found.

This launch is a big deal for Tesla. Elon Musk has been promising us fully autonomous cars for what feels like forever, and Cybercab is the boldest move yet to make that dream a reality on actual streets. The plan? Slowly add these robo-shuttles to Tesla’s Robotaxi network, which is already giving rides in places like Austin, Dallas, Houston, Miami, Orlando, and Tampa.

Tesla claims Cybercab is built for the daily grind – commutes, errands, or just getting across town – all while letting its Full Self-Driving software do the heavy lifting.

Finally, Tesla’s Steering-Wheel-Free Robotaxi Is Here

Cybercab doesn’t just look different from the Model Y Robotaxis shuttling folks around right now – it is different. Tesla didn’t just tweak an existing car; they built this one from the ground up with robots, not humans, in mind.

Inside, you’ll find a bench for two and a giant center touchscreen that basically runs the show. The Cybercab also sports upward-opening doors, a rear trunk for your stuff, and no front trunk at all.

Forget about traditional car controls. Passengers do everything – start the trip, move the seats, crank the AC, open the doors, and even binge on entertainment through the touchscreen. You still get USB-C ports, power windows, and your own climate vents, so it’s not all sci-fi.

Tesla’s been running Robotaxi tests with Model Ys since last year, but Cybercab is the first in the lineup that was never meant for a human driver – ever.

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What Riders Should Know Before Getting in

Interested in testing the Cybercab? Get Tesla’s Robotaxi app first. Just like any other ride-hailing service, you punch in your destination, check the fare and wait time, and confirm your ride. When your Cybercab shows up, it flashes its color-changing front light bars to say hello, while the rear light bar glows during pickup. Don’t forget to double-check the license plate in the app before you hop in.

One interesting feature is that Cybercab automatically opens the nearest door when it detects the ride requester’s phone. If that doesn’t happen, passengers can press a button on the outside of the vehicle to open the scissor-style door manually.

Before you go anywhere, everyone has to buckle up. The Cybercab won’t budge until you’re all strapped in, the doors are shut, and the trunk is closed. When you’re set, just tap Start Ride on the touchscreen.

On the move, the touchscreen shows your route, arrival time, media apps, and climate controls. Need to bail early? You can ask for a safe pull-over through the screen or the app. And if things get dicey, there’s a big red STOP button between the cabin lights for emergencies.

Tesla says there’s a cabin camera onboard for checking who’s inside and helping out in emergencies. If the camera or mic is on, you’ll see privacy indicators pop up on the touchscreen.

You Might Be Able to Buy a Cybercab Fleet in the Future

Tesla isn’t content just running its own Robotaxis. With the Cybercab launch, the company quietly dropped an interest form for businesses and organizations that want in on the Robotaxi action. You can sign up for fleet purchases, mobility hubs, or even event partnerships – proof that Tesla’s already eyeing third-party fleets.

That fits right in with Elon Musk’s big plan to let people own Cybercabs outside Tesla’s own fleet. He’s even floated the idea of selling them for under $30,000 someday, though Tesla hasn’t exactly explained how private owners would get the green light to run these things without a driver.

For now, Cybercab is sticking to Tesla’s own Robotaxi service, rolling out city by city. If you’re in a supported market, you can already grab the Robotaxi app, and if you’re dreaming of running your own fleet, Tesla’s ready to take your details for what’s next.

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In fact, I think the QX65 is one of the more interesting things Infiniti has done in quite a while.

It is smaller-looking, sportier, and considerably more stylish than the QX60, while retaining the basic architecture and mechanical ingredients that make the larger SUV a competent family vehicle. More importantly, Infiniti has managed to make the QX65 feel considerably more expensive than its roughly $54,000 starting price suggests.

There are some problems, though. One of them makes considerably more noise than I would like.

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Design

The biggest difference between the QX60 and QX65 is what happens behind the front doors.

The QX65 gets a fastback-like roofline and a dramatically redesigned rear section that gives it a much more athletic appearance. It looks lower, sleeker and more compact than the QX60, even though it remains a substantial midsize crossover at 198.5 inches long.

I do wish Infiniti had done more with the front end. From the nose forward, the family resemblance to the QX60 is pretty obvious. The rear, however, is uniquely QX65.

And I like it.

The two-row configuration also makes sense for buyers who don’t need to occasionally stuff seven people into their SUV. You lose the QX60’s third row, but you gain a vehicle that looks and feels more purposeful.

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Interior

This is where the QX65 makes its strongest argument.

Infiniti has done an excellent job with the materials, and the cabin can legitimately compete with some considerably more expensive luxury crossovers. The combination of materials, textures and available semi-aniline leather gives the QX65 a genuinely upscale atmosphere.

In fact, I’d put the interior in the same conversation as the Genesis GV70 and GV80, depending on how you configure it.

The technology is also considerably better than what Infiniti offered in some of its older products. The QX65 gets dual 12.3-inch displays, Google built-in, wireless Apple CarPlay and Android Auto. Higher trims can be equipped with a 20-speaker Klipsch audio system, including speakers integrated into the headrests.

Cargo capacity is surprisingly useful for something wearing a fastback roof. There’s 35.8 cubic feet behind the second row and 67.7 cubic feet with the seats folded.

Of course, the sloping roof has consequences. Rear headroom isn’t as generous as it is in the QX60, but that’s the price you pay for looking considerably cooler.

Performance

The QX65 uses Infiniti’s 2.0-liter VC-Turbo four-cylinder, producing 268 horsepower and 286 lb-ft of torque. Power goes through a nine-speed automatic transmission and standard all-wheel drive.

On paper, that’s plenty.

And it is.

The QX65 moves with authority, particularly from a stop. The variable-compression engine doesn’t behave quite like a conventional turbocharged four-cylinder, and once you get used to its personality, there is plenty of usable power.

The nine-speed automatic also works well during normal driving. Power delivery is smooth, and the QX65 is perfectly comfortable as a daily driver.

But then you put your foot down.

That’s when the QX65 develops an unfortunate personality disorder.

The engine gets loud. Really loud. Raspy loud.

I like engine noise. I enjoy hearing a performance engine work. But the QX65’s four-cylinder doesn’t produce the sophisticated mechanical soundtrack I’d expect from a luxury vehicle. Under hard acceleration, it sounds more like a modified four-cylinder that has been fitted with an exhaust system of questionable taste.

Related: After A Week With The 2026 Hyundai Palisade Hybrid, This Is Everything I Fell In Love With

That’s my biggest complaint with the vehicle.

There is also an oddity with the all-wheel-drive system when you’re driving aggressively. Push hard into a corner and you can feel the front end begin to lose composure before the system sends power rearward. I’ve experienced it more than once.

For normal driving, it’s irrelevant. For spirited driving, it is noticeable.

The QX65 is not a sports car, of course. But Infiniti is selling it as the sportier alternative to the QX60, so I think it’s fair to expect a little more polish when you start pushing it. Maybe a little more grip?

Still, on the highway and around town, the ride is quite good.

Pricing and Value

The QX65 starts around $53,990, putting it directly into a very competitive portion of the luxury SUV market. And yes, there is a Nissan Pathfinder underneath all of this.

That’s hardly a scandal. Automakers share platforms, engines and components across brands all the time. In this case, Infiniti has taken a fundamentally competent platform and wrapped it in substantially nicer materials, styling and technology.

Related: The 2026 Ford Bronco Sport Big Bend is a Great Bargain for Soft-Road Fun

Considering what you get, I think the pricing is competitive.

The QX65 also offers something that many competitors don’t: a combination of luxury, practicality and a relatively dramatic design without pushing the price into the stratosphere.

It can also tow up to 6,000 pounds, which is impressive for something that looks like it belongs outside a valet stand rather than at a boat launch.

View the 3 images of this gallery on the original article

Final Thoughts

The 2027 Infiniti QX65 is a step in the right direction for Infiniti.It’s not perfect. The engine noise is irri tating, the aggressive-driving behavior of the AWD system could be better, and the front end doesn’t do enough to distinguish it from the QX60.

But everything else works remarkably well.

The QX65 has a beautiful interior, useful cargo capacity, plenty of power, standard AWD and a design that gives Infiniti something it desperately needs: personality. The competition is fierce. Lexus, Cadillac, Mercedes-Benz, BMW and Audi all offer compelling alternatives, while Genesis continues to set a very high bar for interior design.

The QX65 won’t necessarily beat all of them on technology, performance, or brand prestige. But it doesn’t have to. What it does is give Infiniti a genuinely interesting alternative to the usual luxury crossover formula. It looks good, feels expensive, and drives well enough to make the compromises worthwhile.

I just wish Infiniti could convince that four-cylinder engine to quiet down once in a while.

Then again, when you’re paying nearly $54,000 for a luxury SUV, perhaps expecting a little refinement isn’t unreasonable.

Related: Nissan’s First U.S. e-Power Hybrid Just Showed Up in California

Fully autonomous transportation vehicles have given life to the driverless argument; instead of rolling them out for personal use only, companies have decided they have a public and practical aspect. Tesla’s always been one of the biggest believers in fully automated cars, pioneering its proprietary Autopilot program.

The Cybercab is Tesla’s latest business expansion; the company wants to revolutionize the self-driving cab just like it did with the EV all those years ago. Testing has been underway for quite some time now, but new details have emerged about the Cybercab.

@lottaherm

More cybercabs being spotted now with Starlink integrated 👀 #cybercab #tesla #elonmusk #houston #htx

♬ original sound – 𝗙𝗼𝗿𝗔𝗹𝗹𝗧𝗵𝗲𝗢𝘄𝗹𝘀|𓅓

Starlink x Cybercab

It’s been almost two years since the Cybercab project was unveiled to the world; since then, the EV maker has been extensively testing the Cybercab to ensure a smooth public integration. So far, there have been countless test videos surfacing online in places like Texas, California, Nevada, Florida, Georgia, and New York, among countless other states.

A video was recently posted online by TikTok user Lottaherm that shows a different type of Cybercab being tested on public roads. According to a report by Teslarati, the square panel scene on the center-top of the rear windscreen is a Starlink-integrated satellite. This is the latest addition to the Cybercab, which, according to the report, was a very recent development in the project.

Entertainment On The Go

The Cybercab with Starlink was announced just a week ago by Tesla founder Elon Musk at the company’s Gigafactory in Texas. Musk said that the Starlink integration will enable passengers to seamlessly entertain themselves through live TV, movies, or even video games. Another aspect was explained by Tesla’s Head of AI, Ashok Elluswamy, who said that it will also allow the company to have constant connectivity with the Cybercab fleet, which will give riders support in the event of a breakdown, accident, or medical emergency.

Currently, the Cybercab is being built continuously at the Gigafactory, with public rides expected to begin by the end of 2026 if all goes according to plan.

By now, everyone knows Rivian wants to give its owners a taste of that Tesla-style Full Self-Driving magic. R2 buyers have been waiting for it, but the real question has always been: when will the good stuff actually show up?

Well, now we have an answer. Rivian’s latest Autonomy+ roadmap points to Point-to-Point assisted driving as the next big milestone, with a limited rollout kicking off later in 2026 and a wider launch set for 2027.

That’s a bit more solid than Rivian’s earlier promises. Back in January last year, CEO RJ Scaringe was talking about hands-free driving and ‘eyes-off’ mode for this year, but now we’ve got actual dates to circle on the calendar.

The Details

Rivian’s current lineup isn’t exactly stuck in the Stone Age, either. Every second-gen R1 and R2 can already do Universal Hands-Free on roads with clear lane markings, and Lane Change on Command works anywhere that feature is live. According to Rivian, that covers about 3.5 million miles of roads across the US and Canada.

Point-to-Point, meanwhile, is a system designed to follow your entire route from start to finish once you enter an address. Rivian claims it’ll tackle city streets, highway interchanges, and everything in between, though you’ll still need to keep your hands (and eyes) ready.

Of note, this isn’t a sci-fi robo-car where you can kick back in the back seat and take a nap. Rivian is clear: Point-to-Point is still just advanced driver assistance, and you’ll need to stay alert.

Looking Ahead

Rivian sees autonomy as a work in progress, not a finished product. Autonomy+ features roll out via over-the-air updates, and the company’s Large Driving Model is designed to get smarter with every mile its fleet racks up.
Rivian’s ambitions don’t stop there. Earlier this year, Scaringe teased Level 2-to-3 hands-off, eyes-off driving in about 18 months and even hinted at Level 4 autonomy by the end of the decade.

But for now, the next big step is just around the corner. Rivian’s Tesla-style challenge isn’t some far-off 2030 fantasy anymore. A limited Point-to-Point rollout is set for later this year, so R2 owners will finally get to see what Rivian’s bold autonomy plans look like out on real roads.

Why This Is A Big Deal

Unlike competitors that retrofit conventional passenger cars, Zoox designed its electric robotaxi exclusively for autonomous ride-hailing. The distinctive carriage-style interior features inward-facing seats with no steering wheel, pedals, or driver’s seat. Capable of reaching speeds up to 75 mph, the vehicle represents a major shift in modern automotive design.

To operate legally, the NHTSA granted Zoox an exemption from federal motor vehicle safety standards that mandate human controls. However, this approval includes strict limitations. Zoox is permitted to deploy a maximum of 2,500 robotaxis annually over the next two years, and the vehicles are strictly prohibited from being sold to private consumers.

Zoox’s Plan For Deployment

Once state and local regulatory hurdles are cleared, Zoox plans to introduce paid commercial service first in Las Vegas, Nevada. The company has already offered free test rides in select areas of Las Vegas and San Francisco, gathering valuable data from passenger trips. Amazon, which purchased Zoox in 2020 for approximately $1.2 billion, ultimately aims to manufacture up to 10,000 units annually at its California production facility near Silicon Valley.

The NHTSA’s approval also mandates enhanced safety oversight. Zoox must provide detailed reports on crashes and unexpected roadway stops, base its remote vehicle operators strictly within the United States, and publish public maps of its operational zones.

Are The Robots Taking Over Yet?

As the U.S. robotaxi market becomes increasingly competitive, Zoox faces intense pressure from rivals like Alphabet’s Waymo, which currently operates modified electric SUVs with standard controls, and Tesla’s proposed Cybercab. Still, this historic federal exemption from the NHTSA cements Zoox’s position as a prominent frontrunner in self-driving technology and establishes a critical regulatory framework for the future of purpose-built autonomous mobility in America. While Robotaxis haven’t taken over our roads yet, recent safety data and government willingness to allow self-driving cars suggest quite a dystopian future – considering my perspective as a little bit of an automotive romantic. By contrast, if you’re somebody who appreciates high-tech advancements, this is a historic step in the right direction.

Because robotaxis don’t have drivers, some passengers might feel they have a little more freedom. This may have contributed to the growing number of passenger-related problems, with riders falling asleep, spilling drinks, dropping food, vomiting, and experiencing medical emergencies – including giving birth. Making matters worse, first responders are sometimes called to incidents that turn out not to require medical treatment.

Automotive News reported that these types of incidents have been recorded in Austin, Texas, where Waymo had been operating for nine months at the time of the report. Austin recorded 99 calls involving sleeping passengers, which police and firefighters have nicknamed “sleepers.” Robotaxis have interior cameras and remote staff who can communicate with passengers, but if they cannot wake a rider or determine whether the person is breathing, company protocols may require them to call 911.

The Price of Making a Mess

This problem has prompted robotaxi companies to impose fees. Tesla, for instance, charges $50 for moderate messes and $150 for smoking or leaving biohazards such as vomit inside its vehicles. If a passenger falls asleep, first responders may treat the situation as a potential heart attack. However, only about 3% of such calls have required transporting the passenger to a hospital. The remaining incidents still tie up emergency personnel who might be needed elsewhere.

Does this mean that a business built around non-human drivers is set up to fail? Well, not necessarily.

David Margines, Waymo’s director of product management, said robotaxis could provide a safer response during emergencies than traditional taxis or ride-sharing vehicles, whose drivers may not know how to react. The California-based robotaxi company’s vehicles also return to depots for cleaning, while workers reportedly receive extra pay for shifts involving biohazards.

A Little Courtesy Goes a Long Way

The robotaxi business is still fairly young, and regulations surrounding it continue to evolve, particularly when it comes to liability. Passengers can help the service improve by properly following the rules. After all, Waymo passenger Sarah Vasile once stepped in dog poop before entering her ride but wasn’t charged a cleaning fee because she reported it immediately. The company even thanked her.

More robotaxis are coming. Waymo has begun testing a growing fleet of Hyundai Ioniq 5s, supplementing its Jaguar I-Pace-based fleet. Tesla, meanwhile, plans to add the two-seat Cybercab – which was designed without a steering wheel or pedals – to its Robotaxi fleet, currently composed of Model Ys.

View the 3 images of this gallery on the original article

Tesla Wins Again; Did Musk Have A Say In NHTSA Rules?

As noted by Carscoops, Tesla is set to reap the greatest rewards if these changes are implemented. Its Cybercab robotaxi has no manual operating controls, and Tesla said late last year that it would add a steering wheel and brake pedal if necessary, according to Bloomberg. The following month, prototypes with steering wheels had been seen testing with human drivers, suggesting Tesla was unsure how the NHTSA would rule; administrator Morrison’s comments seem to suggest the investment was unnecessary. These changes have been floated for over a year now, and if implemented, companies like Tesla, Waymo, Uber, Zoox, and others investing in robotaxis will have not only an easier path to certification, but a huge reduction in research, development, and manufacturing costs. Did Tesla CEO Elon Musk use his campaign donation and relationship with President Trump to encourage easier-to-meet NHTSA requirements? That’s unclear, but either way, Tesla still has a lot to gain by skipping manual controls.

The NHTSA Is Taking A Big Risk, And Perhaps So Is Tesla

It may not seem like much to add a brake pedal to a car with brakes, or a steering wheel to one with a steering rack, and given the relative simplicity of drive-by-wire systems, connecting physical controls wouldn’t be a big deal, nor would writing the software to operate them. But when the self-driving race is being contested by multiple entities, and when these entities each have plans for millions of robotaxis worldwide, a penny saved here and a dollar saved there can be worth hundreds of millions, or billions, of dollars by the end of the year. Those savings can be allocated to advancing self-driving technology, and they can be the difference between profitability and bankruptcy. But therein lies the problem – safety should be the priority, not profit. While we’d like to assume that megacorporations racing towards autonomy have our best interests at heart, it seems foolish not to have a physical failsafe that passengers can use if necessary, even if specific software and other safety redundancies/contingencies are baked in. To be fair, a vehicle with drive-by-wire controls has no physical connection to those components anyway

But Tesla may also be leaving money on the table by not fitting physical controls and selling vehicles with them to private buyers who may want to drive sometimes and let the Cybercab earn money as a robotaxi on other occasions. In a perfect world, something designed never to be driven by a human needs no physical controls, but it’s still going to feel disconcerting seeing a true robotaxi on the road and knowing that its safe operation depends on software. Hopefully, the road safety stats once robotaxis become commonplace will prove our skepticism misplaced.

Legal Action And A Missing Truck?

Former executives and staff members have painted a chaotic picture of the startup’s North American operations. Jason Gies, Windrose’s former head of North American operations, filed a federal lawsuit in Michigan last October seeking $412,500 in unpaid severance. In January 2026, a federal court ruled in Gies’ favor after Windrose failed to respond to the suit. Furthermore, the Michigan Department of Labor and Economic Opportunity ordered the startup in March to pay former director Kyle Maki over $9,700 in back wages. Other employees claim they are owed tens of thousands of dollars in salaries and health insurance premiums, with paychecks consistently arriving late or not at all.

The internal dysfunction reached a bizarre climax earlier this year when one of Windrose’s highly touted electric trucks simply vanished. Valued at $285,000, the big rig became a bargaining chip in a bitter dispute between the CEO and his disgruntled workforce. Two former employees, fired in January, reportedly refused to help Han locate the missing vehicle until the company settled a combined $91,000 in unpaid wages and benefits. The chaos extends beyond payroll; Windrose’s physical footprint in California collapsed following a dispute over a warehouse lease, costing the startup $200,000 in forfeited prepaid rent and delaying its domestic manufacturing plans.

Windrose’s Outlook

While Han acknowledges that the startup struggled to meet payroll, he characterized the disputes as routine growing pains. In contrast, the sheer volume of legal actions suggests a deeper systemic failure. For a company that positioned itself to outpace the Tesla Semi in the race to electrify freight, Windrose Technology serves as a cautionary tale. American operators and investors are left wondering if it can survive its own internal turbulence.

How It Would Work

The underlying mechanics rely heavily on the advanced driver-assistance systems (ADAS) hardware already baked into modern vehicles. Utilizing an array of onboard sensors, including LiDAR, radar, and cameras, the system actively monitors the vehicle’s perimeter. If a crash occurs, a specialized collision detection module is triggered. Instead of merely logging the impact for a black box, the system uses advanced image processing to visually identify the other vehicle’s make, model, and color.

Once the vehicle confirms a collision, it broadcasts a localized digital signal. If the matching vehicle returns a corresponding signal, the two cars execute a secure handshake. Without the drivers ever needing to step onto the shoulder, the vehicles exchange encrypted digital reports containing driver license details, vehicle registration, and insurance information.

What It Means For Americans

Integrating this level of automated data transfer raises immediate privacy red flags. Storing highly sensitive personal information—and programming a vehicle to transmit it on a hair-trigger during a high-stress event—will inevitably draw scrutiny. Cybersecurity experts and privacy advocates will likely question the system’s vulnerability to hacking, data extraction, or exploitation by insurance scam artists utilizing staged brake-checks.

While a USPTO filing doesn’t guarantee this automated reporting system will hit showroom floors next year, it points to a clear industry trajectory. The days of hunting through the glovebox for a crumpled insurance card may soon be replaced by a localized digital data drop.

Lately, Volkswagen headlines haven’t been the most positive. While it remains Europe’s biggest automaker, the company is in crisis mode. Collapsing profits, eroding market share, and slower sales are just the tip of the iceberg, and VW has taken fairly drastic measures to scrimp and save.

Job cuts are the order of the day, and the company appears committed to laying off 28,000 people by 2030 if needed. Not only that, the group will cut production to be leaner and expects several models to be axed in the coming years. The next couple of years won’t be easy for VW, but it’s reached a point where aggressive cost-cutting measures are needed before the group sinks even further.

Another Project Bites the Dust?

Several of VW Group’s projects have either been pushed back or outright canceled in light of all that’s happening. Chief among these are a couple of electric vehicles, as demand for them has cooled. But the most recent project to be canned is with a tie-up with Bosch for autonomous driving technologies.

That’s according to German publication Bild, and if you’re familiar with German newspapers, do take the next bit of information with a grain of salt. That’s because Bild is a tabloid newspaper, albeit a hugely influential one over there. According to the paper, VW invested €1.5 billion in the project, yet it still wasn’t up to par by the automaker’s standards.

More Jobs Possibly on the Line

Bild also claimed that Volkswagen could be cutting far more jobs than the 28,000 previously mentioned. If true, up to 100,000 layoffs are possible, a massive number given the VW Group’s entire workforce. According to the company’s own figures, it employs 662,942 people worldwide, and removing 100,000 people could cripple it.

That’s also much higher than the previously projected number, so it may be inflated for the report. Either way, VW has a lot of recovering to do, not just the brand but all the other companies under its wing. Porsche and Audi will work more closely together, and platform sharing will be even more prevalent across the group’s automakers.

Zoox’s purpose-built robotaxi has been given a series of design and functional updates based on feedback from half a million passengers who have used the company’s ride-hailing service in Las Vegas and San Francisco, as well as testing and early deployments.

A More Comfortable And Practical Interior

Starting with the interior, which matters the most for passengers, the first thing they will notice is the improved comfort courtesy of additional padding and ergonomic curves on the seats and headrests.

Furthermore, the cupholders are now larger, the touchscreen more vivid, and fluting has been added to the charging pad for stability.

The carriage-style cabin with forward-facing seats has been refined with a lighter color palette featuring monochrome aloe green seating and stone-grey flooring and trim. These changes are said to create a calmer, more inviting environment with the goal of reducing visual distractions so riders “can relax and enjoy the ride.”

Furthermore, the updated color, material and finish (CMF) on the charging pad, cupholders, and flooring makes it easier for passengers to spot everyday items, like bags and phones, so they don’t leave them behind; they’re also said to offer better resistance to the wear and tear of city life.

Easier To Distinguish Between The Front And The Rear

Changes to the exterior are even more subtle, with the Zoox robotaxi boasting refinements designed to make it more intuitive and easier to interact with.

For example, the bidirectional reflectors now rotate color to clearly distinguish the robotaxi’s front from its rear—since the Zoox has a symmetrical shape, it’s hard to do that when the vehicle is static, for example. The reflectors have also been refined and relocated for better visibility and to fit the vehicle exterior better.

The company says it has also fitted a new speaker and microphone to the door interface as well as additional two-way audio capabilities. These improvements enable clearer communication to riders and other road users, as well as between Zoox Support and first responders. 

All the upgrades mentioned above will be part of the production-intent Zoox vehicle, which will soon enter large-scale prduction at the company’s production facility in Hayward, California. Zoox says the site has the capability to ramp production up to a rate of 100 vehicles a week.

The increased production will support Zoox’s planned expansion to existing markets (SF and LV), as well as new markets, including Austin and Miami in a first phase, followed by Dallas and Phoenix in a second phase.

The company currently operates under federal research and demonstration exemptions, which allow it to offer only fare-free rides. Zoox is awaiting final safety and regulatory clearances from the NHTSA to be able to introduce paid rides.

The federal government is preparing to take a massive leap into the autonomous future. The National Highway Traffic Safety Administration plans to officially propose updates to its long-standing safety guidelines. This shift will remove the manual brake pedal mandate for vehicles designed to operate entirely without human drivers. This change aims to modernize the Federal Motor Vehicle Safety Standards for the autonomous vehicle era.

By eliminating this rule, federal regulators are clearing a major hurdle for purpose-built robotaxis. Vehicles like the steering-wheel-free Tesla Cybercab and Amazon’s Zoox have faced significant production limitations under current rules. For years, strict federal regulations forced automakers to include physical driver controls. These rigid design requirements even led General Motors to scrap its innovative Origin autonomous shuttle program entirely. Federal efforts are accelerating as regulators ease rules to advance autonomous vehicle technology nationwide.

Regulatory Revisions and Deployment

According to a recent report by Automotive News, these revised rules will apply exclusively to fully driverless models. Standard passenger cars with steering wheels will still require traditional physical pedals. The proposed update ensures that critical safety metrics will remain unchanged. Autonomous vehicles must still meet strict braking performance limits and rigorous stopping distance requirements. This regulatory shift aligns with ongoing momentum as lawmakers attempt to fast-track self-driving cars into commercial service.

This development follows significant investments from key industry players who have long lobbied for a unified federal framework. Tesla recently initiated its robotaxi network in Texas cities like Austin and Houston using a small fleet of modified production vehicles. The company achieved this milestone after the Model Y successfully passed new federal driver assistance tests. At the same time, Alphabet’s Waymo continues to scale its commercial operations despite complex real-world challenges. For instance, recent reports show that Waymo robotaxis still struggle with construction zones on closed freeways.

The Lowdown, Hold Your Horses

Removing physical brake pedals marks a logical evolutionary step for genuine driverless cars. Keeping traditional pedals in a vehicle with no steering wheel or human pilot makes little practical sense. It creates a cluttered interior space and invites unnecessary passenger interference. If an autonomous system is capable of navigating complex traffic, it can manage braking digitally. The government must provide a clear runway for developers to design true, uncompromised robotaxis.

However, public trust and safety must remain the absolute priority for regulators. Engineering vehicles without physical backups demands flawless software performance. Removing controls prematurely could amplify existing safety anxieties among regular drivers. We must remember that a prominent Tesla robotaxi rival faces federal investigation after multiple accidents. The government must enforce strict oversight to ensure these pedal-free pods do not become public hazards.

Tesla Autopilot and FSD Raise Concerns About Safety

It’s unclear whether Butler was using Autopilot or Tesla’s more capable “Full Self-Driving (Supervised)” system, but neither is a truly autonomous self-driving technology, and both require the driver to be attentive. Regardless, this crash raises questions about how safe Tesla’s semi-autonomous driving technology is and how drivers are using it. If the vehicle was being driven semi-autonomously, why did it have the ability to drive so fast in a residential neighborhood? Autopilot or FSD operation on a freeway would justify such rapid driving, but this was a road where neighbors’ children were celebrating a birthday and where a grandmother was minding her own business in the comfort of her home. Why did the Tesla blow right through a stop sign? And if it was malfunctioning, why did the driver not do anything to slow the car? If he did, why did the vehicle not respond? Asked about whether the Tesla was using a semi-autonomous driving system, as the driver claimed, Harris County Sheriff’s Office Sergeant Alex Turman said, “We’re digging into that. That’s a line of investigation for sure.” Tesla did not respond to ABC’s request for comment, but it has continually claimed that its technologies make cars safer.

Yup. In this case, the driver manually overrode self-driving by pressing the accelerator all the way to 100% of the accel pedal in this residential area. They reached a speed of 73 mph during the crash, and had the accelerator pressed even after the crash.

— Ashok Elluswamy (@aelluswamy) June 22, 2026

UPDATE: Since this article was originally published, Tesla CEO Elon Musk has responded on X (formerly Twitter), saying that the crash “makes no sense” for a vehicle operating with Autopilot or FSD. Tesla Head of AI, Ashok Elluswamy, said the driver manually overrode the self-driving system by pressing the accelerator “all the way to 100%,” with the pedal still being pressed after the crash. Furthermore, the National Highway Traffic Safety Administration has opened an investigation.

Tesla Driving Aids Always Attract Controversy

When a system is tasked with keeping road users safe, it’s concerning to learn that it can be easily fooled by props, allowing users to get away with treating the tech as a true self-driving system. California regulators have pressured Tesla into dropping Autopilot in the state because of how misleading the name is, and the company has been found liable in previous fatal crashes involving the system. This latest incident in Texas highlights just how important it is for Tesla to be held accountable and for drivers to understand how to use the company’s tech safely, but progress is slow, and as several competing companies seek to take control of the self-driving sector with their own technologies, one can’t help but wonder how many corners may be cut and how many lives may be put at risk in the process.

The race for autonomous supremacy is shifting rapidly from laboratory testing to global commercial deployment. While headline writers focus heavily on newly leaked Tesla Cybercab EPA specifications, a powerhouse trio of legacy automotive manufacturing, advanced artificial intelligence, and rideshare dominance is moving to capture the market. Stellantis, Wayve, and Uber have signed a landmark agreement to jointly develop and deploy Level 4 driverless robotaxis on a global scale.

This strategic relationship intends to combine the three distinct corporate pillars required to successfully commercialize autonomous mobility. Stellantis will design and manufacture vehicles built on its advanced L4-Ready Platforms. These architectures feature factory-embedded sensor suites and the structural redundancies needed for high-utilization fleet operations. Wayve will provide its end-to-end AI driving software to navigate complex environments, while Uber opens up its massive global mobility network to riders.

Uber Pressures Rivals With Global Pacts

This massive alliance is part of a broader trend where Uber consolidates its position as the ultimate gatekeeper for autonomous vehicle deployment. The industry is watching closely as reports suggest a potential Nissan and Uber partnership could debut soon to challenge established autonomous players. At the same time, specialized deals mean companies utilizing Lucid driverless tech are finding new avenues into the ride-hailing ecosystem. Furthermore, a recent Rivian robotaxi investment worth over one billion dollars highlights how Uber is aggressively squeezing traditional tech rivals.

The new partnership between Stellantis, Wayve, and now Uber operates under a non-binding Memorandum of Understanding. This agreement establishes a framework for production, licensing, and vehicle procurement. The companies plan to begin immediate work on vehicle integration, validation, and testing across Europe and North America. Executives from the participating firms emphasize that building an open, powerful ecosystem is the absolute fastest way to safely scale autonomous vehicle services for millions of daily riders.

The Lowdown

This alliance represents a critical turning point, exposing the flaws in a purely vertically integrated autonomous strategy. Developing a safe self-driving vehicle is only half the battle. Capturing a customer base requires an incredibly expensive, established digital marketplace. By choosing to collaborate rather than compete, Stellantis and Wayve are bypassing the multi-billion-dollar hurdle of building a proprietary ride-hailing network from scratch.

Wayve’s mapless artificial intelligence technology gives this specific partnership a unique edge over legacy AV operators. The software does not rely on intensive city-by-city high-definition mapping. Therefore, the trio can theoretically launch in new markets with minimal friction. This modular ecosystem approach proves that the future of autonomous transport will not belong to a single tech monarch, but to the cleverest alliances.

You probably heard about basic defeat devices such as dummy seatbelt buckles or sensor taping, or more elaborate workarounds like disabling the auto engine stop-start system via OBD port programming or, more recently, strapping weights to the steering wheel to trick Tesla Autopilot into believing human hands are applying torque.

They may be clever and low-tech, but they pale in comparison to the latest one devised in China to fool Tesla’s in-car driver monitoring system into thinking that the driver is paying attention to the road. It’s not just simple but also hilarious—albeit incredibly dangerous and reckless.

Figurine Heads Are A Surprisingly Low-Tech Solution To Beat Tesla’s Vigilance

A tiny plastic doll head may have just exposed a major weakness in Tesla’s self driving safety system.

Drivers in China are reportedly using them to trick the car into thinking they’re watching the road. pic.twitter.com/BPYAClt270

— D Composites (@CompositesD) June 17, 2026

Chinese e-commerce websites offer a variety of tiny plastic doll heads designed to be mounted in front of the rearview mirror to face Tesla’s in-cabin camera directly and trick it into thinking the driver is paying attention when Autopilot and Full Self-Driving (Supervised) features are active.

Depending on the quality and the depicted celebrity, the figurine heads are priced from $10 to $50 and are marketed as “travel companions” and “dashboard decorations” on some of the websites.

Of course, they are much more than that as they serve to fool Tesla’s driver monitoring system, which tracks head position and eye movement to ensure drivers keep their eyes on the road. When placed in the right position so that the doll head blocks the camera’s view of the actual driver, it’s enough to satisfy the system’s detection requirements.

According to Digital Trends, one Tesla Model 3 owner in China used a fake head resembling Dwayne Johnson and drove for 30 minutes without a single safety alert while using one hand to eat sunflower seeds and the other to film his antics. Imagine how dangerous that can be should FSD require human intervention.

Is Tesla Going To Do Something About It?

Wow China is coming up with so many techniques to beat the FSD driver monitoring system. This one is new pic.twitter.com/bPW8QOso7f

— John Ee (@heyJohnEe) June 5, 2026

The crazy thing about this trend is that it’s not limited to figurine heads. A Wired report notes that some drivers in China are using photographs placed in front of the camera or lenticular images that appear to blink when viewed from different angles. Others who are more resourceful use small display screens that play looping videos of a person’s face moving naturally and blinking.

This wave of camera-focused gadgets reportedly emerged after Tesla introduced stricter distracted-driver monitoring in China through a software update last year, which prompted some owners to look for ways to defeat the safeguards.

Needless to say, these gadgets are incredibly dangerous as they potentially put the lives of passengers and other road users in danger. Tesla hasn’t yet publicly commented on the gadgets or whether it plans to block such workarounds (through an OTA software update, maybe?), but it’s pretty clear that the trend is spreading judging by the multitude of videos shared on social media by Tesla owners in China.

While the improvement and development of autonomous driving technology continues, there are still moments when we are reminded of the risks and dangers of the idea. Some forward-thinking states have allowed a more liberal use of autonomous driving in mass transit via robotaxis.

It has come to light that some of Waymo’s self-driving taxis are experiencing a software issue that poses a risk of accidents harming both passengers and pedestrians.

Waymo Construction Obstruction

The National Highway Traffic Safety Administration (NHTSA) issued a safety recall report that affects Waymo’s 5th Generation Automated Driving System (ADS). According to the report, under certain circumstances, the robotaxi “may enter and drive at speed in freeway construction zones due to inappropriately prioritizing the avoidance of other freeway hazards and/or failing to recognize the construction zone.”

This comes after it was reported that in April of this year, some Waymo robotaxis in California and Arizona exhibited the above-mentioned issues of driving into closed construction zones. In a statement given exclusively to Reuters, a Waymo representative said that they “identified an area of improvement regarding performance around freeway construction zones. We voluntarily restricted freeway operations last month while making improvements.”

Affected robotaxis total 3,871 units; the NHTSA report also says each vehicle is 100% likely to have the software defect. It goes without saying that these cars driving into closed-off construction zones pose a heightened risk to the safety of passengers and workers on the site.

Recall After Recall

Just a month ago, Waymo also issued a recall affecting 3,800 cars due to a software issue that caused a robotaxi to drive into a flooded road in San Antonio. Thankfully, at the time, there was nobody in the car, and no injuries were reported after the incident. It was enough to prompt both the company and the governing transport agency to look into the issues involving high speeds and impassable flooded roads.

Waymo is working on a software fix to prevent future incidents, prompting autonomous driving cars to avoid repeating the same mistake. The fix will improve the Waymo taxis’ performance in and around freeway construction zones.

Tesla’s Exaggerated Claims of Safety Are Questionable

Tesla began the process of having FSD approved in the Netherlands in late 2024, sending its data to RDW, the Dutch road regulator. The automaker sent RDW a letter in November 2024 claiming that “increased usage” of FSD “leads to safer roads,” and after more than a year, FSD was approved in the Netherlands in April of this year. Reuters approached RDW, questioning whether the regulator used Tesla’s data to evaluate FSD, and while RDW declined to comment on the issues Reuters found, it said in a statement that it “does not rely on marketing claims or external statistics,” instead performing its own tests of the technology on public roads and test tracks. Tesla did not respond to requests for comment, but since receiving approval in the Netherlands, it has begun courting Swedish regulatory approval, claiming that FSD can travel more than seven times as far between crashes as the average U.S. human driver, with the potential to save 32,000 lives and prevent 1.9 million injuries.

Related: Tesla’s Unsupervised Robotaxis Are Expanding Across Austin Metro

What makes these claims particularly misleading is that they are based on the assumption that every U.S. vehicle, including lorries and motorcycles, is replaced by an FSD-enabled Tesla that is at least seven times safer than the vehicle it replaces. In addition, Reuters found that Tesla exaggerated safety by comparing the rate of accidents in FSD-enabled Teslas that triggered airbag deployments to a U.S. crash rate for all vehicles that includes far less severe crashes. In other words, while FSD may well help improve aggregate safety statistics, the way in which Tesla is presenting the benefits of its tech makes FSD look far more effective than it could realistically be.

Why Tesla’s FSD Push in Europe Matters Worldwide

Tesla gaining FSD approval across Europe would make its products more attractive in a market that is currently being dominated by Chinese brands, and getting more data from FSD deployment in Europe would lead to benefits for the tech in every market. The more FSD is used, and the more problems appear in the real world, the sooner Tesla can improve the system, but on the flip side, FSD being approved based on misleading data could have serious consequences. Hopefully, European regulators will take Tesla’s stats with a pinch of salt, and hopefully, each country will make its decisions based on independent testing. EU states will soon vote on legalizing FSD, with individual member states able to approve it on their own in the meantime.

For the residents of a luxury condo complex in San Francisco, this is not a figment of their imagination—it’s the daily reality. The problem is their neighbors can’t talk and therefore don’t apologize. That’s because they’re Waymo robotaxis.

This surreal situation takes place at the Soma Gran condo complex, whose garage has become the home of a fleet of Waymo robotaxis since last year, when the company took up the first two floors of the garage.

Meet The (Clumsy) Neighbors

The San Francisco Standard has spoken to residents who complain that the Waymos are taking up too much garage space and crowd building entrances and exits, with little consideration for those around them.

“It is not just minorly inconvenient. It is insanity,” a Soma Grand renter and garage tenant told the online news outlet. “They brick up, crash out, and block the whole way for 10 to 15 minutes.” The disturbance is so frequent that residents need to plan ahead accordingly and leave house 15 to 20 minutes early to account for the delays caused by the “confused” robotaxis.

When the Waymos leave for the day to pick up riders, a line of up to a dozen robotaxis typically gets formed, blocking human residents in their cars from getting out of the garage. And when the robotaxis return home for charging or cleaning, the rush causes traffic on Mission Street.

And that’s just one part of the problem. Waymo vehicles often get stuck in the garage’s tight quarters, requiring assistance from a worker who then has to get behind the wheel to navigate the cars back in line. Other times, a robotaxi will make tiny turns back and forth as it tries to unblock itself, only to end up more stuck.

Screenshots of a Soma Grand Facebook page shared with The Standard show at least nine residents complaining of autonomous vehicle backups that block entrances and exits. “It’s almost like zombie cars coming back to feed,” said another resident who has rented a spot in the garage for five years. One resident who uses Waymos says “having to coexist with them has been frustrating.”

Waymo Prides Itself On “Being A Good Neighbor”

Waymo told the news outlet its representatives attended an HOA meeting in May 2025. When it moved in, Waymo added free parking for building visitors and additional EV charging stations for residents. In addition, it covered two months of parking costs for residents.

“We care deeply about the communities we serve and pride ourselves on being a good neighbor,” a Waymo spokesperson said. The company also added safety mirrors and speed bumps for traffic control, with one resident labeling the strategy as “aggressive.”

Interestingly, The Standard report notes that after it began inquiring about the issues, Waymo pulled many of its cars from the garage.

Because of all this nuisance, some residents worry property values in the area could be affected. Autonomous vehicle parking has also been a cause for concern for residents as Waymos typically occupy coveted street-parking spots while between rides. That’s no small thing as parking is sparse near the condo building and a spot can cost $300-$400 per month.

Documents filed with Maricopa County spotted by the Phoenix Business Journal show that the robotaxi company paid $220 million to acquire the massive 5,500-acre site. The seller is Route 14 Investment Partners LLC, a Delaware shell company associated with Apple. The sale was recorded on June 5 and was confirmed by Waymo to TechCrunch.

A 4-Mile Oval Track, A 115-Acre City Course And A Freeway Course For AV Testing

The robotaxi company already owns several closed test courses, including the Castle Proving Ground in California and the Transportation Research Center in Ohio, but those are dwarfed by the Arizona location.

Located near other proving grounds in Wittman, Arizona, the former Apple site includes a 115-acre city course, a 35-acre vehicle dynamics area, a 4-mile oval track, and a freeway course built specifically for autonomous vehicle testing.

Apple bought the property in 2021 for $125 million from Fiat Chrysler, which previously used it as a test facility. Due to its different road surfaces and a high-speed oval, the site enabled the Detroit automaker to perform hot weather testing of its vehicles.

Apple used the Arizona proving ground to test various prototypes of its self-driving car project before pulling the plug on the program in early 2024 despite spending 10 years of R&D work worth billions of dollars on it.

What’s Next?

Waymo plans to use the new facility to simulate driving scenarios in a controlled environment to continuously test and improve the performance of its self-driving system called Waymo Driver, a company spokesperson told TechCrunch.

More specifically, it will allow Waymo to perform rider-only testing, motion control testing, and operational training workflows; the company also plans future testing expansion over time.

The deal comes as Waymo expands its footprint in the Phoenix metropolitan area, including a new Tempe office and plans to deploy next-generation robotaxis in the city, which was Waymo’s first market to offer a commercial robotaxi service in 2017.

Waymo also operates a factory in Mesa, Arizona where it outfits China-made Zeekr minivans with its self-driving system, rebranding them as Waymo Ojai in the process. Waymo recently started offering the first rides in the Ojai robotaxi.

The company is in the middle of a dramatic expansion of its fleet, which currently numbers almost 4,000 vehicles. Waymo said it plans to make tens of thousands of robotaxis per year, including the Zeekr van and the Hyundai Ioniq 5.

The first such documented use of a robotaxi to conduct a crime—in San Francisco at least—took place in January this year. A Waymo robotaxi acted as an unsuspecting getaway car for a burglar who broke into a yoga studio to steal yoga clothes.

Waymo Getaway Car Turns Unremarkable Burglary Into National News

According to the San Francisco Chronicle, the burglar was in and out of the Hot 8 Yoga studio with an armload of activewear in under three minutes. He put the clothes in the car’s trunk, got inside and left in the self-driving Waymo vehicle.

While the break-in may seem like a relatively minor affair for San Francisco police, the department has still not made an arrest or publicly identified any suspect six months since the act took place.

The fact that the suspect has escaped in a Waymo robotaxi has made the burglary a novel case for SFPD, who said it was probably San Francisco’s first instance of such an escape. “I would think it would be easier to solve in a Waymo,” the case’s detective, Sgt. Tim Faye, told the SF Chronicle. 

It’s quite surprising that the suspect has not been identified yet despite the fact that Waymo vehicles are outfitted with multiple high-definition cameras inside and out and require users to enter their credit card details in order to make a Waymo account and hail a ride.

The Case Sheds New Light On How Waymo Handles The Footage Captured By Its Cars

As TechCrunch points out, this case sheds some new light on how Waymo handles the footage captured by its cars. While the company does capture and store ride footage, it does not say how long it stores the data.

In this particular case, the data had been gone “by the time the search warrant was filed in April.” Furthermore, police weren’t able to identify the burglar using footage captured by the vehicle’s exterior cameras because the video material had been “blurred for privacy reasons.” The account information Waymo turned over to police as part of the search warrant “didn’t lead police to the suspect” either, according to the Chronicle.

So there you have it. A thief used a Waymo robotaxi to arrive at a yoga studio, robbed it blind, then fled the scene using the same autonomous ride-hailing vehicle. And despite concerns voiced by people worried about the long-term surveillance capabilities of Waymo vehicles, which are outfitted with multiple exterior and interior cameras, police couldn’t use the footage to identify the perpetrator.

Believe it or not, this was not the first crime committed with the help of a Waymo. Someone used a robotaxi as a getaway car after robbing a Los Angeles grocery store in January, but that person was almost immediately caught. According to KTLA, police cruisers went in pursuit of the Waymo vehicle, which pulled over, allowing officers to apprehend the suspect.

The cabin has been designed around passengers first, with a roomier layout, generous legroom, and the sort of practical touches ride-hailing users actually care about, including charging points and conveniently placed cupholders. Accessibility has also been pushed up the priority list, with a low floor, easy ingress, and strategically positioned grab handles helping passengers get in and out with less effort, although wheelchair users are still not catered to.

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Straying From The Waymo Formula

Unveiled as the latest addition to Waymo’s growing autonomous fleet, the Ojai marks a significant departure from the company’s earlier strategy. Previous Waymo vehicles, whether based on the Chrysler Pacifica or the Jaguar I-Pace, were fundamentally existing cars adapted for autonomous duty. They worked, but they always felt like conventional vehicles carrying a technological backpack. The Ojai is purpose-built for the job, designed around autonomy rather than retrofitted to accommodate it.

The Ojai’s journey to production has been anything but swift. First revealed by Waymo in 2021, the autonomous shuttle has spent the better part of two years undergoing public-road testing since 2024. Its arrival also comes at a somewhat awkward moment for the company. While Waymo is aggressively pushing to expand its driverless services across the US and beyond, it recently suspended operations in six cities after identifying issues with how its vehicles handled flooding scenarios. The company has also paused its autonomous highway-driving programme amid concerns surrounding navigation through construction zones.

Made In China, With a Caveat

Ojai debuts Waymo’s new hardware and software systems, which, to no one’s surprise, lean heavily on AI. What is surprising, however, is that it’s effectively a Chinese EV that’s allowed to ply on American roads. Ojai manages to bypass any restrictions on Chinese vehicles because while Zeekr makes the car, the telematics and connected software systems are all developed in the US. 

Free for a limited time only

The Ojai’s public rollout is set to begin within weeks, with early access initially limited to a small group of riders in San Francisco, Los Angeles, and Phoenix, according to Fox News. Waymo will use this first phase as a real-world proving ground, offering complimentary rides while it collects user feedback and fine-tunes the service before a broader launch. The company has already identified Denver, Las Vegas, and San Diego as the next destinations on its expansion roadmap. Those keen to get an early look can register through the Waymo app and apply to join the Trusted Tester programme.

Why AI Has Finally Cracked What Decades of Testing Couldn’t

The reason self-driving stalled for so long, Scaringe explained, is that early systems tried to hand-code every possible road situation. Stop at red. Don’t hit the car in front. Turn left here. Rules written by humans, for a chaotic and unpredictable world. That approach hit a ceiling fast.

What changed everything is the shift to large language models and neural networks trained on real-world driving data. Rivian’s vehicles, including the new R2, are essentially roving large driving models that learn the way a human brain does, through repetition, pattern recognition, and accumulated experience. Scaringe expects Rivian to reach Level 2 to 3 autonomy, hands off and eyes off, within 18 months, with full Level 4 coming by the end of the decade. That’s the advantage of starting with a blank sheet.

What It Means for Drivers, and Why the Risks Are Real

For the average driver, Level 4 autonomy can be transformative. Commutes become productive time. Long road trips stop being exhausting. Elderly and disabled drivers gain the freedom they may never have had. Scaringe put it plainly: people will be drawn to anything that gives them time back inside the car.

But the stakes cut both ways. A car that drives itself without any human supervision is only as safe as the regulations built around it. Liability is still something that’s being figured out, while cybersecurity vulnerabilities can be life-threatening. Without serious, coordinated regulatory frameworks, the same technology that promises to save thousands of lives on the road could just as easily create new dangers. So, while the technology may well arrive ahead of schedule, will the rules that keep it safe arrive at the same time?

The 2026 Ford Explorer Lease Deal

This is a Ford Credit Red Carpet Lease on the 2026 Explorer Active 4WD with Comfort Package. Here is what the deal looks like in full:

• Monthly payment: $469
• Term: 36 months
• Cash due at signing: $3,089
• Security deposit: Waived
• Annual mileage: 10,500 miles (31,500 total over the term; excess charged at $0.20/mile)
• Expiration: July 26, 2026

A few fine-print items worth flagging. Taxes, title, and license fees are not folded into the $3,089 drive-off figure, so your actual day-one cost will be higher depending on your state. Dealer contribution is required for the offer to apply, and not every buyer will qualify for Ford Credit Red Carpet financing. The Employee Pricing for All promotion, which is doing meaningful work on the monthly figure here, is available on eligible new 2025 and 2026 Ford vehicles from participating dealers. It excludes the 2025 Explorer, so make sure the unit on the lot is a 2026. Residency is restricted to U.S. residents only.

About the 2026 Ford Explorer Active

The Explorer Active occupies an interesting spot in Ford’s three-row lineup. It sits above the XLT in trim hierarchy but takes a different direction than the sport-focused ST or the premium Platinum. The Active is pitched at buyers who want a mild adventure aesthetic, with exterior styling cues and badging that suggest more capability than the base trims without requiring the buyer to actually go off-road. The 4WD system on this trim is on-demand, meaning it operates in two-wheel drive under normal conditions and transfers power when traction demands it.

Under the hood, the Explorer Active runs Ford’s 2.3-liter EcoBoost turbocharged four-cylinder, producing 300 horsepower and 310 lb-ft of torque. That is a capable enough output for highway merging and loaded family driving, though buyers cross-shopping the ST should know they are leaving the 3.0-liter twin-turbo V6 on the table. For the majority of family-hauler use cases, the 2.3-liter is more than sufficient.

The Comfort Package on this specific lease unit adds meaningful content to the interior. Ford’s SYNC 4 infotainment system handles connectivity duties, and the Explorer’s cabin layout remains one of the more practically organized in the three-row segment. Second-row legroom is generous, the third row is functional for shorter trips, and the overall cargo story is competitive with segment rivals like the Chevrolet Traverse and Jeep Grand Cherokee. Ford also updated the Explorer’s front-end styling and interior materials for 2026, so this is not a carryover vehicle with stale design.

The Bottom Line

This deal is built for the buyer who wants a three-row family SUV comfortably under $500 a month without putting significant money down upfront. The profile that fits best is a lower-mileage household, suburban commuters, school-run families, or drivers who put the bulk of their miles on a second vehicle. The 10,500-mile annual cap is the sharpest catch in this offer, and it is a real one. Road trippers, long-distance commuters, or households with a single-car setup should model their annual mileage carefully before signing. Hitting 31,500 miles over 36 months is not difficult for an active family, and the $0.20-per-mile overage charge adds up fast if you are not paying attention.

The July 26 expiration gives you a reasonable window, but the Employee Pricing for All promotion is tied to Ford’s broader incentive calendar and is not guaranteed to roll into summer unchanged. Inventory on the Active 4WD with Comfort Package specifically will also vary by region. If the numbers work for your situation, there is no strategic reason to wait.

Tesla’s Vice President of Vehicle Engineering, Lars Moravy, confirmed the official rating, proving this is a hard certification rather than a marketing department target. Operating at roughly six miles per kilowatt-hour, it is the most efficient production electric vehicle on the market.

How Tesla Did It

Before we hand Tesla the crown for powertrain engineering, we need to examine exactly how they achieved this number. The Cybercab didn’t cheat the physics of a traditional passenger sedan; it simply abandoned them.

This vehicle achieves its staggering efficiency by stripping away almost everything that defines a modern car. There is no steering column. There are no pedals. It seats only two passengers and utilizes an aggressive teardrop profile optimized strictly for aerodynamic drag, ignoring rear cargo utility entirely. By cutting out the crash structures and dead weight associated with human controls and family-sized cabins, Tesla equipped the Cybercab with a sub-50 kWh battery pack that still manages to deliver nearly 300 miles of real-world range.

It’s an exercise in extreme subtraction, and for a commercial robotaxi fleet, it translates to a structural superpower. Operating cost per mile is the lifeblood of ride-hailing economics. At the national average of $0.16 per kWh, the Cybercab costs approximately 2.6 cents per mile in energy. The Cybercab has a significant advantage over other efficient EVs; a standard Tesla Model 3 requires 3.8 cents, and rivals like the Hyundai Ioniq 5 push closer to 4.8 cents. Over a commercial fleet running hundreds of thousands of miles, those fractions of a penny dictate survival. Furthermore, the small battery pack directly enables the vehicle’s heavily marketed $30,000 price point by slashing base manufacturing costs and reducing turnaround times at the charging stall.

Next Steps for the Cybercab

Production is already spooling up at Gigafactory Texas following an initial ramp in April. However, the stark reality remains: a 165 Wh/mi rating is functionally useless if the vehicle cannot safely navigate itself. With the unsupervised driving program currently crashing at a documented rate higher than human drivers, Tesla’s engineering triumph is effectively parked. The Cybercab is an absolute masterclass in purpose-built efficiency. Now, Tesla just has to prove it can actually operate on public roads.

Waymo has been fairly impressive on city streets, but the same cannot be said for freeways. The robotaxi company recently suspended its U.S. freeway operations shortly after expanding the service, possibly as pressure builds from rivals such as Tesla and Amazon’s Zoox.

One freeway incident caught on camera was shared by @Elliot_slade on X, who wrote that they genuinely thought they “were about to die” during a Waymo ride. The user said the robotaxi swerved around huge trucks, entered a closed road, and even sped away from police. A remote operator reportedly intervened, but it is easy to imagine how terrifying the experience must have been for passengers riding in a vehicle without a physical driver.

Waymo’s freeway service was previously available in San Francisco, Los Angeles, Phoenix, and Miami.

The Waymo blasted through cones, swerved huge trucks and sped away from the cops.

Was kinda freaking out, had my girl in the seat next to me. You can get the sirens.

Genuinely the freakiest experience I’ve ever had, felt utterly helpless.

These are not ready for highways. pic.twitter.com/S1HNQx0VGh

— QuietLight (@Elliot_slade) May 19, 2026

The Incidents Keep Piling Up

There were also other incidents working against Waymo. One involved a recall affecting roughly 3,800 robotaxis after the company identified a risk that some vehicles could enter flooded roads with higher speed limits. Another incident reportedly showed a Waymo vehicle crossing eight lanes of traffic, nearly resulting in a T-bone crash.

In addition, the company has paused its operations in Atlanta, Georgia, as it works on software improvements aimed at enhancing how its robotaxis respond to construction zones and flooded roadways.

“We have temporarily paused freeway operations, as we work to integrate recent technical learnings into our software and expect to resume these routes soon,” a Waymo spokesperson told Reuters.

The Industry’s Next Big Gamble

With all these issues, questions remain about the safety of autonomous vehicles on public roads, especially since they are partly being developed to reduce crashes caused by distracted, tired, or drunk human drivers. For businesses, robotaxis also promise lower costs and longer operating hours by removing the need for paid drivers working shifts.

Perhaps Waymo is feeling the heat as more companies enter the robotaxi space. As mentioned, Tesla is making progress in this area with the Cybercab, a low-cost, two-seater vehicle designed to operate without a steering wheel or pedals. Waymo, meanwhile, continues to rely on Jaguar I-Pace robotaxis, while the Hyundai Ioniq 5 and an autonomous van developed with Zeekr are part of its expansion plans.

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The bitter reality of today’s auto market is that the average new car price has breached a staggering $50,000. Coupled with high interest rates, Edmunds data show that a historic 20% of buyers are now locked into monthly payments of over $1,000. Faced with an unforgiving economic landscape, Gen Zs are radically redefining traditional milestones. Instead of saving for an unattainable house, America’s youngest buyers are pouring their capital into the driver’s seat.

A new study by Mazda North American Operations confirms this massive cultural pivot: Gen Zs now prioritize vehicle ownership over buying a home. Nearly two-thirds (69%) of respondents said they would choose to purchase a car over real estate, making them 13% more likely to select a vehicle. As the American dream of homeownership slips out of reach, a new car has officially become the defining asset of early adult independence.

The New Definition of Automotive Value

This shift comes as vehicles get pricier by the day, driven upward by the high costs of new EV technology and premium features. To swallow these ballooning MSRPs, buyers are increasingly taking on longer, riskier loans stretching up to 84 months. Yet despite soaring costs, Gen Zs aren’t looking for stripped-down economy cars. Instead, they demand that their vehicles serve as high-tech sanctuaries, redirecting their expectations entirely toward the in-cabin experience.

According to the Mazda report, young buyers define vehicle quality through tech and safety. An overwhelming 94% rank advanced safety features as critical, while 93% demand intuitive technology. Audio is also a massive dealbreaker: 85% agree that a high-quality sound system signals overall vehicle quality. For Gen Zs, value isn’t measured by what’s under the hood, but by how seamlessly the cabin integrates into their digital lives.

The Lowdown

This study says as much about the economy as it does about Gen Zs. Younger buyers are not abandoning the dream of homeownership because they suddenly value cars more than houses. Gen Zs choosing a $50,000 car over a $400,000 house feels more like a practical surrender. When the housing market feels completely locked out, a premium vehicle becomes the ultimate consolation prize. If you can’t afford a zip code, you might as well buy a high-tech, mobile sanctuary that you actually enjoy spending time in.

Automakers need to wake up to this new reality. To capture younger buyers, brands might want to steer clear of horsepower and start selling digital immersion and peace of mind. Gen Zs are essentially treating their cars as micro-apartments on wheels. As long as macroeconomic hurdles keep real estate out of reach, expect young drivers to keep demanding top-tier tech and premium comfort in the driveway.

What’s New For Tesla FSD v14.3.3

Tesla’s Actually Smart Summon feature, which allows a Tesla user to move their car remotely via the Tesla app on their smartphone, has had issues with low-speed crashes, but over-the-air updates like this one have improved the feature enough for the NHTSA to close its probe. With the latest OTA update, users report that the Actually Smart Summon feature’s 33 percent speed improvement from 6-8 mph makes the vehicle’s movement through a crowded parking lot feel more human-like. It’s also been said that, while the driver monitoring system is more relaxed, especially in Standard profile, FSD seems capable of detecting trouble before the driver can, at least in some cases; @BLKMDL3 on X (formerly Twitter) shared an experience of someone running a stop sign before he could see them, and FSD reacted to prevent a crash.

Related: Tesla Says Unsupervised FSD Will Be Widespread, But The Numbers Say Otherwise

Other improvements include that “Standard is more relaxed with changing lanes,” doing so less frequently, and steering, throttle, and brake inputs appear to be smoother, too, “even in tricky scenarios.” FSD 14.3.3’s parallel and perpendicular parking maneuvers are said to be more precise, and the more aggressive “Mad Max” setting, which lets FSD slice through traffic more assertively/aggressively, is also reportedly slicker. It’s also said to be better during acceleration. As you might expect, there are still some areas for improvement, however.

Tesla FSD Is Improving Incrementally, Rolling Out to New Countries

14.3.3 nags less too https://t.co/IuiWzuYO6O

— Elon Musk (@elonmusk) May 18, 2026

One of the few gripes listed by this Tesla Model 3 owner is that “speed control in 55 mph speed zones needs more work,” noting that the system “should be tamed and restricted a bit,” and that pothole avoidance needs improving. Overall, though, this update seems smoother overall, more human-like in its actions, and easier to live with. That last bit is partly down to the reduced driver nags, but, as reported by Teslarati, Tesla FSD recently entered its second European country (Lithuania), meaning the entire FSD ecosystem is getting used more, creating more opportunities for learning, and that should translate to safer deployment both in Europe and here in the U.S.

The Vehicle Itself

Rather than engineering a purpose-built, undriveable pod—a strategy currently favored by the Tesla Cybercab and Geely’s upcoming EVA Cab—XPeng is leveraging existing manufacturing operations. The new robotaxi is built on the brand’s proven GX platform, the very same architecture that underpins its flagship consumer SUV.

While the platform is shared to reduce costs and accelerate development, the cabin is strictly geared toward ride-hailing. XPeng has stripped out the traditional driver-focused layout, replacing it with a localized, passenger-first environment equipped with gravity seats, privacy glass, and independent rear displays across varying seating configurations.

Proprietary Tech

From a technological standpoint, XPeng’s approach is notably defiant. Engineered to L4 autonomous standards, the vehicle completely eschews LiDAR and high-definition mapping. Instead, it relies on a “pure vision solution” driven by the automaker’s VLA 2.0 end-to-end AI model.

This system is backed by immense processing power: four proprietary Turing AI chips. By eliminating traditional vision-language-action translation steps, XPeng claims this architecture compresses response latency to a blistering sub-80 milliseconds.

This level of vertical integration—designing the silicon, the AI, the vehicle platform, and managing the manufacturing—provides XPeng with a distinct potential cost advantage over competitors relying on third-party hardware or software.

Rollout

The commercial rollout remains on a tight, ambitious schedule. XPeng plans to initiate pilot operations in the second half of 2026 to validate real-world edge cases, user adoption, and unit economics – while also navigating the existing autonomous driving roadblocks. If these trials prove successful, the automaker aims to achieve fully unsupervised, autonomous operations without on-site safety officers by early 2027. It’s an aggressive timeline that will test whether a shared-platform, pure-vision strategy can outpace the heavily sensorized fleets already navigating urban streets in the West.

The Gap Between Rhetoric and Reality

Despite the promise of a nationwide rollout within seven months, Tesla currently operates a meager fleet of roughly 30 unsupervised robotaxis, entirely confined to three Texas cities: Austin, Dallas, and Houston, with promises to expand to an additional two cities. Scaling such a limited pilot program to a “widespread” national presence by December defies the company’s current rate of technological and geographical expansion.

This latest prediction fits neatly into a decade-long pattern of missed deadlines. For over a decade, Musk has routinely heralded imminent breakthroughs in autonomous driving, amongst other claims that ultimately fail to materialize on schedule.

Contradictory Messaging and Flawed Data

Further complicating Musk’s narrative are his contradictory claims regarding vehicle safety. At the mobility summit, he carefully framed FSD as being on a “path” to becoming safer than human drivers. Yet, when addressing his followers on social media just weeks prior, he definitively declared the system is already “10X safer” than a human behind the wheel.

These bold safety assertions rely on methodologies that analysts and safety advocates have heavily criticized:

• Mismatched Road Types: Tesla routinely compares its highway-heavy FSD mileage—which occurs on statistically safer, predictable roads—against national averages that include chaotic city streets and complex rural routes.
• Skewed Crash Definitions: The company compares its severe, airbag-deployment crashes against all police-reported crashes nationwide, the vast majority of which are minor fender benders.

By relying on mismatched crash definitions and road types, the data is artificially skewed to flatter Tesla’s technology.

The Road Ahead

If Tesla’s unsupervised FSD is to achieve true mainstream adoption, the path forward requires more than lofty conference predictions. Until the company can align its aggressive timelines with its physical fleet size and publish transparent, peer-reviewable safety data, claims of a “widespread” rollout will remain just another recurring entry in a long history of unfulfilled promises.

Waymo is recalling 3,791 of its RoboTaxis due to the risk of entering flooded roads at higher speeds. The National Highway Traffic Safety Administration (NHTSA) and Waymo have issued a recall due to a safety risk.

An incident on April 20, 2026, involved a Waymo taxi that drove into a flooded road in San Antonio during some extreme weather. Fortunately, nobody was injured in this incident, but that was enough for the transport provider to investigate and review it. and review similar situations involving a vehicle on impassable flooded roads at high speeds.

Slow Downs

According to the recall, on April 20, 2026, “an unoccupied Waymo AV encountered an untraversable flooded section of a roadway that has a 40 mph speed limit. The Waymo AV detected potentially untraversable flood water and proceeded at reduced speed.” Following that, the document stated that Waymo immediately implemented additional operating restrictions in locations with a flooded lane on a higher-speed highway. Four days later, on April 24, 2026, Waymo’s Safety Board decided to conduct a safety recall.

This isn’t the first time that the NHTSA has investigated a safety concern surrounding an automated transport provider. Avride, another U.S.-based company, was investigated after 16 accidents were logged. According to the source, the Automated Driving System (ADS) failed, leading to the accidents.

Waymo has also come under fire for other incidents, including an 8-lane crossing that left its passengers screaming. Another involved the transport service’s vehicles getting caught breaking road laws.

The Response

The NHTSA issued its safety recall on May 6, 2026, and highlighted April 20, 2026, as the date of the incident. As stated on the recall: “On higher speed roadways, the Waymo AV may slow but not stop in response to detecting a potentially untraversable flood lane,” the recall reads. The safety risk, according to the agency’s recall, stated that “entering an untraversable flooded roadway can result in loss of vehicle control.”

Waymo’s 5th and 6th-generation ADS-equipped taxis are affected by this flood crossing case. According to the company: “[Waymo is] working to implement additional software safeguards and has put mitigations in place, including refining our extreme weather operations during periods of intense rain, limiting access to areas where flash flooding might occur.”

With autonomous vehicles advancing rapidly, robotaxi operations are expanding as well, with Tesla preparing its own push through the two-seat Cybercab. But as the sector remains in an early, transitional phase, crashes involving autonomous technology remain a concern. Avride, Inc. is now the latest company under scrutiny.

The National Highway Traffic Safety Administration (NHTSA) has opened an investigation into 16 crashes involving Avride, a U.S.-based company that has been developing autonomous technology since 2017. These incidents were recorded in Dallas and Austin, with some vehicles operating through Uber’s ride-hailing platform.

What NHTSA Says Went Wrong

According to the report, the automated vehicles involved in the crashes were operating with Avride’s automated driving system engaged. NHTSA pointed to alleged ADS failures, including changing lanes into the path of other vehicles, failing to properly respond to vehicles entering or occupying the lane ahead, and striking stationary objects partially obstructing the lane. These happened while under the supervision of an in-vehicle operator in the driver’s seat.

One alleged minor injury and property damage were reported as a result of the ADS-related issues.

The investigation has been opened to evaluate the performance of the Avride ADS, including its technical capabilities, the potential risks it may pose to passengers and other road users, and its ability to perform dynamic driving tasks safely. Whatever the outcome, the investigation could prove significant for Avride’s position in the broader robotaxi sector, especially since the 16 recorded crashes raised concerns over traffic safety compliance. Many of the incidents were reported in Dallas, where the company has been operating since December 3, 2025.

Competition in the Robotaxi Sector Is Intensifying

Tesla has also expanded its robotaxi operations in Texas, including recent additions in Dallas and Houston. It is worth noting, though, that Tesla is currently operating Model Y robotaxis while seeking approval for fully driverless Cybercab operations. For reference, the Cybercab was designed without a steering wheel or pedals, meaning Tesla would need full driverless approval for the vehicle to function as originally intended.

While Tesla and Avride continue to deal with challenges in the robotaxi business, Waymo appears to be leading the U.S. market. Waymo currently deploys driverless Jaguar I-Pace EVs and plans to expand its fleet with new vehicles, including the Zeekr-built Ojai minivan.

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Beyond Sensors

Historically, airbag deployment has relied on physical accelerometers and pressure sensors that trigger only after a collision has begun. While effective, this reactive approach loses critical milliseconds during the initial “crush” phase of an accident. By leveraging the external camera suite, Tesla’s latest OTA (Over-the-Air) update enables the vehicle to “see” an unavoidable collision and prepare the cabin environment before impact.

This predictive capability targets a reduction in occupant injury by ensuring that seatbelts are correctly tensioned and airbags are at optimal pressure exactly as the impact forces reach the passenger cell. It is a significant departure from the industry’s current obsession with “glass cabins” and edge-to-edge displays, which many consumers and safety experts have criticized as expensive distractions rather than real innovation.

Tesla AI Vision deploys airbags before impact, which greatly reduces risk of injury or death. This comes for free on all new cars. https://t.co/828FOgD2SI

— Elon Musk (@elonmusk) May 9, 2026

Between the Lines

The deployment comes at a critical juncture for Tesla, which is currently under federal scrutiny regarding its “camera-only” approach to safety. The NHTSA’s Office of Defects Investigation recently opened a formal probe into 2.4 million Teslas following reports of Full Self-Driving (FSD) failures in low-visibility conditions. By successfully utilizing the same camera hardware for proactive crash mitigation, Tesla is attempting to prove that its vision-based architecture can provide safety benefits that traditional radar-equipped rivals cannot easily replicate.

We are Impressed

For the American motorist, this is a rare instance where the software-defined vehicle delivers a tangible automotive advantage rather than just another subscription service or promises of gas-money savings. While massive dashboards and digital assistants garner the most marketing attention, the real value of the high-speed processing is in innovation like this, considering autonomous driving is facing significant pushback. If predictive safety tech becomes the new industry standard, it could prove to be one of the single largest reductions in automotive fatalities.

Most of the time, my arrival time doesn’t change much even if I’m driving in a, shall we say, “spirited” fashion”. So, I tried something different, something I’m not proud of, mostly because I hate an overdependence on driving assistance tech. I started using adaptive cruise control, and it fundamentally changed how I approach normally frustrating situations. It didn’t make me a passive driver, but it did make me a calmer, more consistent one. Here’s how I use it to keep frustration in check—and why it works.

I Use It Early, Not as a Last Resort

Most drivers treat adaptive cruise control as a “set it and forget it” feature for empty highways. I use it differently. The moment I find myself behind a slow driver, and there’s really no opportunity to change lanes, I active the cruise control. I do this even on local roads. Instead of constantly reacting to the car ahead, I let the system maintain a consistent following distance and speed. Full speed cruise control with stop and go is brilliant. You can set your system to 10 mph if you want to. Good systems are smooth and responsive.

Even if the driver is going 30 in a 40, I don’t start honking the horn and riding their bumper (I have been known to do this, to my everlasting shame). I simply turn on the adaptive cruise control about 5-10 miles faster than the car in front of me is traveling. It removes that urge to overcorrect or tailgate, which is often where frustration begins.

I Set a Longer Following Distance

One of the biggest mistakes drivers make with adaptive cruise control is setting the following distance too short. I used to do this too, thinking it would keep traffic from cutting in. I also wanted to stay as close to the car in front of me so as to avoid wasting time. The point was cutting down on my frustration without seriously setting myself back.

In reality, a longer gap does the opposite of what you’d expect—it makes everything smoother. The system has more time to adjust speed gradually, which reduces abrupt braking and acceleration. It also gives me more time to react if something unexpected happens. Yes, other drivers will occasionally merge into that space. I’ve learned to accept that as part of the system working properly, not as a personal inconvenience.

I’m not going to go anywhere faster, so I focus on the smoothness. Instead of micromanaging speed, I stay on the bigger picture—traffic patterns, road conditions, and potential hazards ahead. This shift in attention makes driving feel less like a repetitive task and more like active observation. Ironically, handing off the small stuff makes me a more engaged driver where it actually matters. It also means time seems to go faster because I’m not laser focused on the slow driver in front of me.

I Stay Ready to Take Over

This is the part that separates good use from bad use. Rather than an overdependence on driver assist systems, I like to think of it as maximizing the car’s capabilities while reducing my fatigue and frustration. Adaptive cruise control is not a self-driving system, although some systems (when cominbed with Lane Keeping Assist and Lane Centering) do a damn fine job of doing a lot for you. It won’t anticipate every situation, and it can struggle with sudden cut-ins, sharp curves, or poor weather conditions.

I keep my foot close to the pedals and my hands ready, especially in dense traffic. I don’t space out and look at my phone or stare out the side window. Because I’m not constantly managing speed, I actually feel more prepared to step in when needed. There’s less mental fatigue, which means quicker reactions when something unexpected happens.

Final Thoughts

Adaptive cruise control has, for the most part, made me a more relaxed driver. It makes me more aware of my surroundings and less angry when someone is driving the way I would never drive. By taking over the repetitive aspects of driving, it frees up mental space to focus on what really matters. The key is using it intentionally: setting the right distance, staying engaged, and knowing its limits. When used that way, it doesn’t just make driving easier—it makes it noticeably less frustrating, and even my kids have noticed. It’s the small victories that count, and they add up to a calmer driving experience.

The Data Behind Super Cruise’s Widespread Use

GM intends to launch eyes-off driving with the all-electric Cadillac Escalade IQ in 2028, but the technology is intended to be available with combustion cars, too, and not only the most expensive ones like the Escalade. As with Super Cruise, which is available even on the entry-level Bolt EV, GM hopes to make self-driving in personal cars a reality, no matter how much you can afford to spend on your car. This is why the data behind today’s system is so important, and there’s a lot of it. GM says that over the last 12 months, customers used Super Cruise for 7.1 million hours over 28.7 million trips, logging nearly half a billion miles with Super Cruise engaged. That translates to more than a million miles every day, with the average customer spending approximately 24 minutes per trip with their hands off the wheel. But there’s still plenty of room to grow.

Related: WATCH: Tesla Robotaxi Tells Passenger to Exit Car at 40 MPH

Over 50 percent of users activate Super Cruise weekly, and almost 85 percent use it at least once a month, with up to 40 percent of users renewing their subscription. While those figures show room for improvement, that improvement appears to be happening right now, with GM saying Super Cruise-equipped vehicles grew by roughly 70 percent over the last year, and users grew by about 80 percent. GM expects to exceed 850,000 users before the end of 2026, and in March, it began testing its next-generation automated tech, which will roll out to over 200 development vehicles. With safety as a priority, these vehicles will be supervised with a human test driver ready to take over.

Upgraded AI Tech from GM and Google

Along with its progress towards self-driving, GM today announced that it will be upgrading its voice assistance tech with Google Gemini, giving some 4 million vehicles AI aids through an over-the-air software update. This won’t just be for new cars, with GM saying the update will be applied to models from as early as 2022. The automaker also announced “a more deeply integrated AI experience shaped by OnStar intelligence” later in 2026. We should get more details before long, but the key takeaways from GM’s announcement today are that Super Cruise usage has more than doubled year-on-year, and along with better integration of AI, General Motors is showing that it can compete with tech companies like Tesla on a bigger scale than ever. This competition will help lead to advances for all automakers, hopefully with safer, more efficient roads as the ultimate byproduct. Or are flying cars the answer? Ron DeSantis thinks so.

Tesla has officially begun production of the Cybercab at Giga Texas, marking a significant shift in its positioning as more than just an electric vehicle maker. However, there’s a major catch, as unsupervised driving without traditional controls has yet to be approved.

The Cybercab units rolling off the production line appear to lack a steering wheel and side mirrors, and likely pedals as well. Without approval for unsupervised autonomous driving, the two-seater robotaxi cannot enter service, though Tesla previously said its Plan B would be to install steering wheels and pedals. If anything, the start of production suggests the company is confident the Cybercab’s original purpose can be delivered.

Purpose-built for autonomy

Cybercab in production now at Giga Texas pic.twitter.com/Y9qG3KyWBa

— Tesla (@Tesla) April 23, 2026

Meeting the Requirements

Interestingly, the National Highway Traffic Safety Administration imposes an annual 2,500-unit production limit on vehicles that do not meet the Federal Motor Vehicle Safety Standards (FMVSS), some of which concern equipment the Cybercab appears to lack. However, Tesla Vice President of Vehicle Engineering Lars Moravy replied “No” to a question on X about whether the production cap applies to the Cybercab, a claim seemingly backed by drone footage showing a production unit with an FMVSS sticker.

While awaiting further developments, Tesla has expanded its unsupervised Model Y robotaxi operations to geofenced areas in Dallas and Houston. The company has also outlined plans to expand into more cities this year, including Phoenix, Miami, Orlando, Tampa, and Las Vegas.

The Cost-Cutting Play

The recent report that Tesla is building private Supercharger sites – likely intended exclusively for its robotaxi fleet – also suggests the company is moving forward with its plans.

The decision to remove the steering wheel and pedals is likely aimed at reducing costs and enabling the two-seat configuration. Over time, that could help lower production costs, since fewer parts are needed. A smaller, lighter electric vehicle like the Cybercab can also typically deliver more range than a larger alternative.

The start of production is only the beginning of Tesla’s rebranding, especially now that the Model S and Model X are being discontinued to make room for future projects. One of those is the Optimus humanoid robot, which is designed to perform labor-intensive tasks such as household chores.

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Elon Musk used Tesla’s April 22 earnings call to outline a future that leans heavily into autonomy. The headline claim? The upcoming second-generation Tesla Roadster will be the only model in the lineup designed for full human control. Everything else is expected to transition toward self-driving capability through software and hardware evolution.

He also framed the Tesla Cybercab as the brand’s de facto compact car. It is a two-seat vehicle that prioritizes space efficiency, based on Tesla’s claim that 90% of trips involve one or two occupants.

Vehicles built before 2023 are limited by older hardware. Newer models equipped with Hardware 4 are expected to unlock full autonomy via updates to Full Self-Driving. For legacy owners, Tesla is offering retrofit pathways, trade-in credits, or camera upgrades. Musk also revived his most provocative idea yet. He suggested future Teslas could incorporate some form of flight capability.

The Long-Delayed Roadster

Tesla has spent years building anticipation around the new Roadster. First shown in 2017, the car has become a symbol of the company’s ambition rather than a product on the road. Musk has teased what he calls an “epic” reveal, claiming the car will redefine performance benchmarks for electric vehicles.

Musk has openly stated that the Roadster is not being engineered with safety or autonomy as its primary focus. That runs counter to Tesla’s broader strategy. Instead, the Roadster is framed as a purist machine. It is meant to celebrate driving at a time when the rest of the lineup is moving away from it. That contrast is deliberate. It turns the Roadster into both a halo product and a philosophical outlier.

Tesla Is Betting Everything on Autonomy

Tesla’s confidence in its self-driving stack has grown more visible in recent years. Demonstrations of long-distance drives using Full Self-Driving with minimal or zero human intervention are becoming central to its messaging. These tests are designed to validate a camera-based approach that avoids the expensive sensor suites used by rivals.

The Cybercab concept pushes that idea further. It removes traditional controls entirely. No steering wheel, no pedals, and no expectation of human override. The result is a cabin that feels unfamiliar, even unsettling, because it removes the driver from the equation entirely. For Tesla, that is the point. The company is no longer iterating on the car as we know it. It is redefining what a car is supposed to be.

Ambition Meets Uncertainty

The idea of a flying Tesla still sounds speculative. Even by Musk’s standards, it stretches credibility. Yet the Roadster has been linked to unconventional propulsion concepts, or maybe even “fly” before. That leaves just enough ambiguity to keep the conversation alive. Tesla thrives on that edge between plausibility and hype.

There have been high-profile incidents, legal challenges, and ongoing scrutiny of Tesla’s systems. Critics argue that the technology is being deployed faster than it can be safely validated. Musk, for his part, remains one of the industry’s most effective marketers. He frames the future in bold terms and lets the market respond. Whether that future arrives as promised is still an open question.

Google’s Companies Come Together to Improve Road Network

Waymo and Waze are both owned by Google parent company Alphabet, so a tie-up seems almost obvious. The pilot program will use Waymo robotaxis’ sensors to identify potholes in and around the cities of San Francisco and Los Angeles in California, Phoenix, Arizona, Atlanta, Georgia, and Austin, Texas. This data will be shared with local transportation departments through Waze for Cities, a system that provides traffic data with the purpose of informing smarter infrastructure decisions. These departments can also use the platform to notify drivers of traffic congestion, crashes, and hazards before other drivers do, also providing timely information on disasters and emergencies. As with other hazards on Waze, pothole alerts can be seen and verified by app users.

Related: WATCH: Tesla Robotaxi Tells Passenger to Exit Car at 40 MPH

San Jose, California, Mayor Matt Mahan said, “We’re always looking for innovative ways to deliver better services for residents. We appreciate the collaboration with Waymo and Waze as we explore how technology can help identify issues like potholes faster so we can respond more efficiently.” It seems to be working, as Waymo has reportedly identified approximately 500 potholes since the pilot program began.

Waymo Still Has a Long Way to Go Before Widespread Acceptance

While there are other positive stories about Waymo, like the time it helped get a pregnant woman giving birth in a robotaxi to the hospital before emergency services could get to her, surprise crashes are still happening. The company’s self-driving taxis have also made headlines for being unable to close their own doors, and New York’s governor blocked Waymo’s rollout there, citing a lack of support for the program. Clearly, the country and the world at large need more time to warm to the robotaxi concept, but with Tesla making progress in this space, at least Waymo’s ability to help maintain the road network is a valuable feather in its cap that Elon Musk’s company cannot lay claim to.

Why Level 3 Costs a Fortune

The SAE’s autonomous driving scale runs from Level 0 (fully manual) to Level 5 (fully driverless). Most cars on the road today sit at Level 1 or 2, meaning the system assists but the driver remains responsible. Level 2+ systems, like Tesla’s Full-Self Driving, can steer, brake, and accelerate independently but still demand constant human attention. Level 3 is the tipping point, where the car takes over, and the driver can legally disengage.

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According to a McKinsey study, software development, testing, and validation cost four to seven times more at Level 3 than at lower autonomy levels. For BMW’s 7 Series, the Level 3 option was priced at roughly $7,000 on top of an already expensive vehicle, and understandably, few buyers chose it. A BMW spokesperson confirmed this, telling Automotive News that although the company brought the technology to production-ready status, no Level 3 function would feature in the revised 7 Series, because system costs and validation expenses remain very high.

Why the Roads Aren’t Ready, and When They Might Be

The harder truth is that the world’s infrastructure simply wasn’t built for autonomous vehicles. Mercedes’ Drive Pilot was initially capped at 60 kmph or 37 mph (later 95 mph or 60 mph), required a vehicle ahead of it to function, and only operated in clear weather on specific mapped motorways. Inconsistent lane markings, unpredictable road users, and fragmented regulations across countries make Level 3 autonomous driving difficult to guarantee.

The original promise of self-driving was compelling. Road accidents kill over 1.3 million people globally each year, and human error accounts for the vast majority. Autonomous driving could, eventually, change that. But most experts now place meaningful mass-market Level 4 deployment somewhere between 2035 and 2040, and only in well-mapped, well-regulated urban environments. Not everyone is retreating in the meantime. General Motors is still pressing forward, testing an eyes-off, hands-free system in a fleet of 200 vehicles, with Level 3 targeted for its Cadillac Escalade IQ by 2028. On the whole, the destination remains worthwhile. It’s just that the road there looks increasingly like the one Tesla mapped out years ago.

First off, the problem is the service area in each city is small—30 square miles in Dallas and 25 square miles in Houston. That means Tesla’s self-driving car service covers less than 10 percent of Dallas, which has an area of 385 square miles, and less than 4 percent of Houston (approximately 650 square miles).

And that’s not all. According to a third-party robotaxi tracker, Tesla only has one Model Y robotaxi in each city, and each car has logged less than 10 rides at the time of writing. No wonder people had a difficult time finding cars on the Tesla Robotaxi ride-hailing app.

This Dallas Trip Was a Glitch Fest

😞 Tesla @robotaxi in Dallas fails to read the sign correctly and refuses to turn on red 😖

Angry driver honks 4 times and finally goes around! 🤬🤬🤬

It turned on red at other lights but I think this sign confused it 😭 pic.twitter.com/eB3GPVMnR6

— TexasTSLA (@TexasTSLA) April 19, 2026

Dallas resident Chris Ramos told Business Insider he waited almost two hours for a ride, and when he finally got one, it was a pretty wild one. While the self-driving Model Y handled city driving smoothly, it did have some difficulty reading signals; for example, it failed to realize that it could turn right at a red light, being repeatedly honked at by other drivers.

The real problems started when the robotaxi missed an exit and entered a highway. It picked up speed to keep up with traffic, which was going at 80 to 90 mph, but then it suddenly started to slow down looking for a spot to pull over.

Welcome to Dallas bud 😅😅🤣

Dear @Tesla FSD users have said multiple times nav and map data is 🥔 and needs to be improved @robotaxi misses its exit!

ROBOTAXI DRIVES ON THE HIGHWAY and freaks out!!

THEN TRIES TO PULL OVER AS TRAFFIC IS FLYING BY 80-90mph!!!

Rider… pic.twitter.com/MNBTlarMlP

— TexasTSLA (@TexasTSLA) April 19, 2026

One of the videos Chris (@TexasTSLA) posted on X.com shows the vehicle screen displaying the following message: “Vehicle is finding a safe location to pull over.” That’s not something you want to see when you’re on the highway, and that made the passenger feel unsafe. Then suddenly a Tesla support agent chimes in to assist the rider, only for the connection to break seconds later.

Is Tesla Beta Testing Its Robotaxi Service on Real People?

Guess @robotaxi in Dallas needs a map update like the rest of us FSD users 😅😅

It tried to drop me off 2.6 miles away from my destination and got stuck in an infinite loop but thankfully rider support took over 🕹️😀

✌️❤️ pic.twitter.com/4QpH0XFwNn

— TexasTSLA (@TexasTSLA) April 19, 2026

But wait, there’s more. Another video shared by the same user shows the robotaxi trying to drop him off 2.6 miles away from his destination and getting stuck in an infinite loop, circling a hotel five times. Rider support took over and tried to steer the car to the correct location, but that took several minutes. Furthermore, the discussion between the operator and the passenger is quite telling of the fact that the service is definitely not ripe for public consumption.

At one point, the operator asks the passenger if he has the ability to change the destination in the main screen; that really sounds like Tesla is using paying passengers to beta test its robotaxi service.

Screen on my @robotaxi in Dallas malfunctioned as well 😭😅

Screen got stuck and kept telling me to EXIT SAFELY as we were driving 40MPH 🤣🤣💀

I couldn’t watch any videos, listen to any music, check out the map, adjust the air or anything 😣 pic.twitter.com/2rl9WghKYQ

— TexasTSLA (@TexasTSLA) April 19, 2026

Imagine if a crash happened and someone got hurt. Actually, had the passenger listened to the instructions on the screen, which at one point got stuck displaying the message “Please exit safely” as the vehicle was traveling at 40 mph, a tragedy would have almost certainly happened.

In the end, the self-driving Tesla Model Y took 54 minutes to cover about 11 miles, costing the user around $18. Overall, the glitchy trip may have been exciting for a Tesla fan like Chris, but he said he would not recommend the service to his grandmother.

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Latest In A Growing Pattern of Close Calls

This is not the first time Tesla’s FSD has found itself in trouble near railroad infrastructure. There have been multiple documented incidents across the United States where the system has struggled with level crossings, unexpected acceleration, and failures to respond correctly to physical barriers. Regulators and safety advocates have long pointed to these near-misses as evidence that the technology is being rolled out faster than it can be validated. The National Highway Traffic Safety Administration has opened several investigations into Tesla’s driver assistance systems in recent years, and the broader conversation around autonomous driving has grown increasingly cautious. Brown himself had logged over 40,000 miles using FSD without a serious incident before this day, which makes the failure all the more striking.

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The Update That Came the Day After

One day after Brown’s incident, Tesla released a new version of FSD Supervised. It promises 20 percent faster reaction times and a range of other safety improvements. Whether that update was directly connected to the Texas incident is unknown. The timing, though, is hard to ignore. Tesla has consistently maintained that FSD Supervised is far safer than human driving, citing internal data showing one major crash every 5.3 million miles compared to one per 660,000 miles for average drivers.

But Elon Musk himself acknowledged in January that truly reliable full autonomy is still several years away. Despite its name, Full Self-Driving does not mean fully autonomous. Tesla instructs drivers to remain alert and keep their hands on the wheel, and it’s a good thing this driver’s instincts took over where FSD failed.