[phone dialing]
[line ringing]
Levy 911, what is the address of your emergency?
There was just a wreck.
A head-on collision right here--
Oh, my God Almighty.
[phones dialing]
Hello?
They just had a bad accident in front of the BP station.
I don't know how bad it is, but it sounded nasty.
Okay, we've got--we've got multiple 911 calls, sir.
[phones dialing]
Yes, ma'am, a little car, a little sportscar.
A little black car and a semi car
went under a semi-truck.
Come on underneath the truck.
Took the top of the car off.
Okay, are the vehicles in the road?
No, vehicle--he went way off the road.
Went off into the ditch and went to the woods.
Ran off probably a quarter mile
from where the wreck happened.
I watched it happen.
Okay, sir, is there any obvious injuries?
I mean, he's dead as hell.
He--he's dead?
Yeah, it's kind of obvious.
A fatal crash involving a Tesla.
- Tesla. - Tesla.
Related to the Autopilot mode.
- Autopilot mode. - We've heard warnings
about the dangers of this technology.
Tesla is under fire.
Critics have been calling for changes
to Tesla's Autopilot software.
Tweets and retweets from Tesla CEO Elon Musk,
pointing out that other auto companies are involved
in far more fatal crashes.
How did a Tesla on Autopilot slam into a tractor-trailer?
Why didn't the built-in safety system stop it?
Who's to blame: the driver or the car?
It is my honor to welcome to the stage Mr. Elon Musk.
[cheers and applause]
Welcome, everyone, to the Model 3 unveil.
[audience shouting]
For years, Elon Musk is talked about being
on the verge of self-driving car technology.
No hands. No feet. Nothing.
Elon Musk approaches this a way a lot of people
in Silicon Valley do: they are often telling you things
about how the future will be.
Getting in a car will be like getting in an elevator.
You just tell it where you want to go,
and it takes you there with extreme levels of safety.
And that'll be normal.
[applause]
Musk is certainly a visionary.
"Time" Magazine's Person of the Year has been released:
Elon Musk, the Tesla and SpaceX CEO,
for driving society's most daring
and disruptive transformations.
Elon Musk wanted to disrupt and revolutionize
the auto industry.
And Autopilot was kind of a halo.
It gave Tesla this image of the way they like
to be portrayed as a technology company.
The difference is that the stakes are higher
for the technology.
Whoa. It nearly drove us into the Subaru there.
We're talking about physical cars on the road,
and we're talking about lives at stake.
Yet another driver caught on camera
apparently asleep at the wheel.
But will it end the question of how much control drivers
should really hand over to the computers in their car?
Tesla is under a lot more scrutiny now
than it has been before.
And part of that is in their marketing.
The rollout of the latest version
of its self-driving technology.
Wow. Oh, my God! Okay. Okay.
There's this enormous gray area
Tesla's willing to explore.
Ahh!
This is very uncomfortable so far.
How much do you push the edge of the envelope?
My car should get over here.
Okay, that was-- that was great.
That was really great.
That was one of those times where I was like,
okay, it can do it.
Like, I know it can do it.
It just needs to do it every time.
♪ ♪
This technology is eventually
going to enable the car to drive itself.
And that's what I am testing.
Navigate to the East Greenwich Super Charger.
What Tesla calls Early Access Program--
it's a group of owners that test software,
but it's not public.
You can see what the car sees here.
It sees the pedestrians.
It sees that this is a pickup truck
that has come up behind us.
This is a scary street.
See how narrow this is?
See how hesitant it is, though, while it's going by these cars?
It--it's learning. It's not there yet.
You know, people believe that it's gonna happen,
or else you wouldn't do it, right?
I think that the average is like 35,000,
36,000 auto deaths a year in just the United States.
And I think 90-something percent
of those are human error.
I believe that autonomy is necessary
to end virtually all traffic deaths in this country.
I think that Elon Musk is somebody that comes along,
like, once in a generation.
♪ ♪
Now, Elon Musk, I think,
is a name known to everybody who thinks about the future.
Musk's fascination with technology
dates to his childhood in South Africa.
Where I grew up was extremely violent.
I got punched in the face many times.
I almost got beaten to death once.
And I think, if you have not been punched
in the face with a fist,
you don't know what--you have no idea what it's like.
He hated going to school,
because the other kids liked to follow him home,
and they would throw soda cans at his head.
So he sought refuge in computer games,
which got him into coding.
When you were a kid, you programmed a game?
Blaster, it's called?
Yeah, it's a simple game.
By 17, you were on a plane from South Africa.
Yeah. I kind of wanted to be
where the cutting edge of technology was.
Part of the reason I got interested in technology--
maybe the reason-- was video games.
I worked at a gaming startup,
which weirdly was called Rocket Science.
Yeah.
[laughter]
Fate loves irony.
In summer of '94, Elon came as a summer intern.
He was kinda introverted,
so he fit right into the rest of the group.
Very, very interested in world building, in storytelling.
We thought Elon was gonna be an entrepreneur, clearly.
You had a bring stint at Stanford.
- That's right. - A Ph. D. in Applied Physics?
Applied Physics, Material Science.
But then the Internet came along,
and it seemed like I could either do a Ph. D.
and watch the internet happen, or I could participate
and help build it in some fashion.
So, I started a company with my brother
and a friend of mine, Greg Kouri,
and created Zip2, where the initial idea
was to create software that could help
bring the media companies online.
You know, it's hard to remember a time
without the ubiquity of, like, Google Maps and other things,
and the expectation that, if you're gonna find anything,
there is a digital path to finding it.
And none of that existed in 1995.
I think it was very forward-thinking.
That's what makes a great entrepreneur.
Elon had a very strong personality,
so sometimes he would get into arguments with people,
and they would be pretty intense.
He's not the kind of guy who went out for beers
with people and saw movies and things like that.
He basically just worked.
I started off being the CEO. But after we got VC funding,
the venture capitalists wanted to hire a professional CEO.
Elon was always asking me,
like, what should his title be?
You know, what should his role be?
I think, more than anything,
he wanted to be the face of Zip2.
Wow. I can't believe it's actually here.
That's pretty wild, man.
Elon was clearly, like,
one of the most driven people I've ever known.
A year ago, Musk sold his software company, Zip2.
He took the $22 million he made from Zip2.
He obviously could have retired.
But instead, he just worked to start his next company,
X.com, which became PayPal.
The company was sold to eBay in '02 for $1.5 billion.
I think Elon wants to make a dent in the world.
We all have a finite amount of time.
If you can move the needle, then why not?
And the capital allowed him to do things
that were really important.
After PayPal, I started debating
between either solar, electric car, or space.
I thought, like, nobody is gonna be
crazy enough to do space, so I better do space.
So, we embarked on that journey to create SpaceX in 2002.
And in the beginning, I wouldn't--actually
wouldn't even let my friends invest
because I didn't want to lose their money.
- Stage 1. - We have liftoff indication.
Before all the drama of SpaceX,
I think Tesla has actually been probably 2/3
of my total drama dose of a time.
♪ ♪
In 2003, my business partner at the time, Martin Eberhard,
and I were getting really concerned about climate change.
We knew that you could make electric cars.
So we started Tesla Motors.
We began looking at raising significant money.
We visited Elon at SpaceX's original office,
and there was a couple of things
that were really different about pitching to Elon.
First, he understood the mission immediately.
It's very important that we accelerate the transition away
from gasoline, you know,
for environmental reasons, for economic reasons,
for national security reasons.
The other thing is some of the feedback
that we'd get from the regular venture community
was that the idea is just kinda too crazy.
When you're pitching someone who's building a rocket ship
directly on the other side of the glass panel,
you know, that you're in the conference room,
you kinda feel he's not gonna say
that your idea is too crazy.
I could have been the CEO from day one,
but the idea of being CEO of two startups
at the same time was not appealing.
Elon was Chairman of the Board,
and he would check in every month.
♪ ♪
One of Elon's things-- he said, you know,
you only get to introduce the car once.
So you kinda wanna make it as good as you can get it.
And when we unveiled it, we did it in Los Angeles.
We've got a zero-emission sportscar
that can go head-to-head with a Ferrari
and a Porsche and win.
The governor, Arnold Schwarzenegger,
at the time, you know, shows up.
And he's kinda big, and the car's kinda small.
And I was worried that, you know,
the Governor might get stuck in the car,
and that would be, like, a, you know, PR nightmare.
But he really liked it. In fact, he ended up
ordering one a little bit later.
But there were a lot of unexpected challenges
developing, you know, the Roadster.
And that's when Elon began to get much more involved,
because, you know, we were in trouble.
2008 was brutal. Tesla almost went bankrupt.
We closed our financing round
6:00 p. m., Christmas Eve, 2008.
It was the last hour of the last day that it was possible.
And I thought, okay, I got to bite the bullet
and run the company,
'cause there's just too much at stake.
♪ ♪
From the time Elon became CEO to now,
I mean, Tesla's changed the way
people think about electric vehicles.
"Consumer Reports" says this is the best car
they've tested in the history of the magazine.
When Tesla went public, that was incredibly important.
He was able to push Tesla to grow
and become much bigger much faster
than I think most people had thought possible.
Tesla, surpassing a $1 trillion valuation today.
Elon Musk is now the richest person on the planet.
♪ ♪
His pace of innovation is kind of unmatched.
He can take more risks than any human can now,
simply because he has the resources
that allow him to do things
that would be irresponsible or insane for anybody else.
[light music]
♪ ♪
I love the acceleration.
I love the fact that it's electric.
And I love the fact that people are interested in Tesla
as a brand and interested in the car.
I like talking about it.
2012, 2013, when they first released their Model S,
I thought it was just a very cool car.
And at the time, you know, it was pretty revolutionary.
Like, I believed in their mission.
Electric car can in fact be the best car in the world.
[cheers and applause]
I think I had Elon Musk up on a pedestal.
You know, he was kind of a hero at the time.
♪ ♪
I would follow his tweets.
Think I have a mug with his face on it somewhere at home.
This was the first one that I got.
Somebody gave it to me.
The Tesla community is, I think, rare, for any brand.
I think that any company would kill
to have that level of fandom and devotion.
People that are the diehard fans,
they have a bunch of different names.
Like the Musketeers.
And they think whatever Elon Musk says is,
you know, gold, basically.
Elon Musk, how much do I have to beg
to get a selfie with you?
Sure, I'll do a selfie.
Sure. If your customers love you,
your odds of success are dramatically higher.
♪ ♪
Josh was a real Tesla enthusiast.
He was very happy with the decision he made
in buying that car.
That's the last picture of him. - Yep.
Right after the vacation.
Before the accident.
[melancholy music]
♪ ♪
I was trying to think about
how I first met Josh the other day,
the exact timing that I met him.
Mark Nelson and I were working on a computer program
for the NAVY EOD forces.
EOD stands for explosive ordinance disposal.
Most people know it by bomb disposal.
I was with a friend of mine in San Diego, Ken Falke.
And he introduced me to this young sailor,
Josh Brown.
From maintenance to training plans
to whatever it might have been,
this entire detachment was automated,
thanks to Josh Brown.
What attracted him to it?
I think it was the excitement.
He liked to be doing things.
Man, this is actually a fairly treacherous bottom.
Just in case you doubt this is me.
Hello, there.
I think that might even get the motorcycle in there. Bye.
You get up in the morning and you decide,
"Well, today, I'm gonna go for a three-mile run
"and maybe a 1,000-yard swim, just to kind of get warmed up.
"And then maybe I'll go diving today
"or go parachuting or, you know,
go blow something up."
It's interesting, too. Like, a lot of people
kind of think, you know, these people
who go and stand on landmines
and render them safe have a death wish.
It's just the opposite. You know, they do it
because they know that somebody's gotta do it.
It's a profession where people just don't have
more than one chance to make mistakes.
I used to call him the professor sometimes,
because, you know, he was just so up on everything.
Oh, geez. Car's doing it all itself.
What am I gonna do with my hands down here?
His relationship to technology
was really symbiotic.
I mean, it was totally connected.
And when he called and said, "Hey, I got a surprise car
I want to show you,"
I wasn't surprised when it was a Tesla.
It was a beautiful looking car,
and he loved it.
He wanted to know
how everything worked in that Tesla.
All right, so this video is gonna show some driving
in some hills and turns, so that you can see
how it's gonna react to different things.
Overall, it actually does a fantastically good job.
He and the car, you know,
were a match made in heaven, you know?
He was perfectly suited
for being on the bleeding edge of technology.
And, you know, he had done a lot riskier things,
you know, in his lifetime.
Well, I made it.
That was--that was quite sporting.
[laughter]
[tense music]
♪ ♪
Elon was looking for somebody to come in
and help him really leverage his time.
I had had a career as a serial entrepreneur,
and I said to him several times,
like, "I don't think I'm your guy.
You need a big company car guy."
And he kept saying, "No, I don't.
I need a fellow entrepreneur."
And then he called me one day and said,
"I have a question for you."
He said, "Tell me about the meaning of your work.
You are gonna be able to change the world at a scale
that you won't be able to change the world
in your own companies."
And that's what got me at the end of the day.
Elon had a very specific way of motivating people.
And that was he would say really cool things,
like science fiction things.
And he would make you believe that you could do it.
At some point in the future, like, maybe five
or six years from now, I think we'll be able
to achieve true autonomous driving,
where you could literally get in the car, go to sleep,
and wake up at your destination.
He is proposing that there is a better way.
And I did really believe in the goals
of the-of the team and Autopilot.
♪ ♪
In 2014, the group was put together
for Autopilot and autonomy.
I was one of the early team members.
The naming happened before I arrived,
but it obviously is a familiar term in aviation.
You know, a car ought to be like a plane.
And we trust airplanes to do this.
We ought to be able to trust cars.
[beep] - Please route us through.
Roger. You're now under automatic control.
Hands-off steering.
[luxurious music]
What people need to realize is this is
a very, very old idea.
♪ ♪
Over, you know, the past decades,
you've had efforts to build self-driving cars.
In the 2000s, DARPA, which is a research arm
of the U. S. Department of Defense,
put on these contests.
Welcome to the DARPA Grand Challenge.
The objective:
create a self-navigating autonomous vehicle.
After one of these contests, Google got interested.
Google is developing a robocar that drives itself.
And over the past ten years,
the self-driving car industry ramps up.
And Elon Musk of course is not gonna wanna miss out on that.
♪ ♪
There was a bit of a mantra
that would explain Elon's approach.
And that mantra was that history is changed
by unreasonable men.
We were literally trying to change
transportation worldwide.
I remember the first time
I walked in to Tesla's headquarters,
where the Autopilot team sits.
And there was a little sign on a pillar in that group,
with a number on it.
And I asked one of the engineers,
"What's that about?" And he said,
"That's the number of people that die
"on U. S. highways every year.
"That's why we're here.
We're here to save lives."
Most other companies working on self-driving car at the time
were building heavily on top of lidar.
Lidar--light detection and ranging.
By bouncing pulses of light from a sensor,
the vehicle's autonomous systems
can figure out how far away objects are, allowing it to--
And it can see through situations
that your cameras might struggle with.
And that's what is one of the attractions to lidar.
It seemed like the right decision
for a lot of companies, and for Tesla,
that was just not on the table.
Lidar was too expensive and very breakable.
Margins are thin, and every little bit matters.
They have to get cars out into the world today,
and they have to sell them.
And so the challenge that we took on was:
could you achieve autonomy with radar and sonar
and images from cameras?
So, if you're Elon Musk,
he's gonna turn that into a positive, right?
He's gonna tell the rest of the world--the language
he's often liked to use-- that, "It's a crutch."
Lidar ends up being, like, somewhat of a crutch.
He starts to say, very early on, internally,
and then pretty soon externally,
that Tesla can build a self-driving car
just with cameras.
You can absolutely be superhuman with just cameras.
As human beings, we have two eyes,
and we manage not to run into each other,
for the most part, when we're walking down the street.
So the idea was, if you put eight cameras around a car,
and essentially gave that camera eight eyes,
you could keep it very safe
from the other vehicles that are around it.
There was nothing theoretically preventing that
from happening.
Like, you know, humans do it,
and so there must be a way
eventually for us to do it with cameras.
There was no deep research phase, where various vehicles
were outfitted with a range of sensors.
Many team members would have liked that.
Instead, the conclusion was made first,
and then the tests and development activities
began to prove that conclusion correct.
A big Silicon Valley company plans a major announcement.
Last night at an event in Southern California.
- Holy shit! - Whoa.
Oh, shit. Oh, my God.
The first announcement for Autopilot
was in the fall of 2014.
Welcome, everyone. [cheering]
So, we've been able to accelerate Autopilot.
At the time, what they're building
is really a driver-assisted system.
The human must stay diligent,
must keep their eyes on the road,
ready to take over at any time.
That's very different from a self-driving car.
It'll detect if there's a car in your blind spot.
But Elon Musk, and by extension Tesla,
decided they were gonna tell people
that we're on the way to a self-driving car.
That's gonna be a selling point.
We have the Autopilot section here.
And you can watch it.
It'll read the speed limit signs,
so we increase speed from 25 to 30.
It's following the white lines.
The car can do almost anything.
He was up there in the lights,
making all sorts of wild claims
about the capabilities of that particular system.
In fact, when you get home, you'll actually be able to
just step out of the car
and have it park itself in your garage.
At some point, he cracked a joke about
how he was gonna say something
that his engineers would hear for the first time.
And then something-something I'd like to do--
which I think many of our engineers will be hearing this
in real time-- [laughter]
is have the charge connector plug itself in.
[laughter]
Like an articulating-- like, sort of a snake.
And I thought to myself, buddy,
you already said a lot that your engineers
are hearing for the first time.
The other thing that is really heightened inside Tesla
is you've got Elon Musk
really driving the aura around these cars.
Autopilot was a very strong focus of Elon.
He sort of created Tesla's brand around it.
You know, I'm confident that, in less than a year,
you'll be able to go from highway onramp to highway exit
without touching any controls.
[applause]
So people start buying this.
And even then--and this is typical of Tesla,
and Silicon Valley in general--
it wasn't ready.
Then there's all this pressure inside Tesla to get it done.
Elon sets crazy ambitious goals for himself,
and then that translates to crazy ambitious goals
for people around him.
So, often we describe to recruits,
you are not joining the regular army here.
You're joining special forces.
♪ ♪
I got to be an approved Autopilot tester back in 2014.
The first time I drove the car,
went across an intersection in a neighborhood,
and the car went full brake for about half a second,
and then immediately full throttle.
It was really sort of a wakeup call.
This is very experimental.
I'm testing the latest version of Autopilot
every week.
We wanna make sure that our testing is exhaustive
before we release the software.
♪ ♪
A lot of the software updates were pushed
to Elon Musk's own car.
Certainly, his opinions were the ones
that were always keeping the team on their toes.
But what it also does is it focuses the team
on certain short-term appeasement projects,
as opposed to developing
a more total, complete solution.
I was concerned about the fact that the software
simply wasn't validated across a wide range of roadways.
And if this is the first step,
in terms of this technology's relationship to the public,
then, you know, it doesn't paint a pretty picture.
And so I started considering other opportunities.
I mean, I almost--this may sound a little complacent,
but I almost view it as, like, a solved problem.
Like, we know exactly what to do,
and we'll be there in a few years.
Are self-driving cars
closer than we think?
Well, a few days ago, Tesla CEO Elon Musk tweeted,
"Autopilot goes to wide release on Thursday."
Unveiled an Autopilot system,
which allows cars to change lanes by themselves.
It takes a lot of the tedious aspects of driving
and alleviates it from your concern
as you're driving on a long stretch of a highway.
We were really excited to not only show
the technology to the world,
but also show the potential of the technology.
You know, in fact, comfortably
within three years, the car will be able to take you
from point to point-- like, basically
from your driveway to work--
without you touching anything.
And you could be asleep the whole time.
Tesla, in putting out material blog posts,
made it clear self-driving cars are not here,
they are a long way away.
When it comes to Tesla and Elon Musk,
the message is constantly going up and down
and up and down, right?
And Elon can change his mind at any moment.
He can say one thing at one moment,
and then he'll say something completely different.
The car can do almost anything.
The expectation is that someone is paying attention to the road
and is ready to take over if there is an issue.
What people need to realize is that it's very easy
to say these things.
And there's no check on him.
They advise you to keep your hands on the steering wheel
when using the auto-steer,
but as we're in testing, you really don't need to.
I think, for a lot of the Tesla fans,
they focus in on the things that Elon Musk says
that they want to hear.
So when he says self-driving is a solved problem,
that's what they hear,
and that's what they pay attention to.
I had an investor say to me,
"You guys have embarked on a really virtuous path,
but it's gonna be a difficult path."
And I said, "Why?" He said, "Well, we're also, you know,
investors in the largest pharma companies in the world,"
and it's expected that people will die in a drug trial."
And it happens largely outside of the spotlight of the media."
A number of videos hit the internet showing drivers
going hands-free,
playing games, even sleeping while the car's in motion.
He pointed that "your challenge is gonna be
quite different with Autopilot,"
because people don't expect to tolerate deaths on a highway,"
and it's going to be in the spotlight."
Somebody is gonna get in an accident.
Will Tesla be liable for that?
If there's unfortunately an accident,
the driver is in control of the car.
I remember Josh talking to me
about the Autopilot system.
I wasn't there yet, in terms of the technology.
You know, he was all-in.
All right, so this is the new 7.0 firmware
for the Tesla Model S.
I believe that he felt, you know, very qualified
as to how those features, you know, worked.
He would create these videos.
This is gonna be a busy intersection,
just so you can see how it reacts with the traffic.
He was studying it with an eye toward,
"How can I help other people
get the best out of their Tesla, too?"
Here's a turn that the auto-steer
is probably going to do very, very poorly,
'cause it's in a turn that's very sharp.
And yep, it said take control,
and he immediately took control.
♪ ♪
I remember something about how Josh had said
the car had helped possibly save his life,
because of something that occurred on the road.
[horn blaring]
Josh told me that Elon retweeted the video.
And he was so happy about it.
Sort of in the midst of this--you know,
this great wave of technology and what's happening.
And yeah, it was just a great moment for him.
[phone dialing]
[line ringing]
Levy 911, what is the address of your emergency?
There was just a wreck.
A head-on collision right here--
Oh, my God Almighty.
♪ ♪
I was here at work, and probably heard about
the accident an hour after it happened.
Ken called me.
Told me that Josh had been killed in a car accident.
Josh and his family had just been on a vacation
to Disney World, in Orlando,
and that he had said goodbye to everybody,
jumped in his car.
I, Corporal Daphne Yunker, of the Florida Highway Patrol,
am conducting a criminal investigation.
I noticed the car come over the upper grade
and start coming down,
and the semi turned left, started crossing the highway.
I thought the car was gonna stop, and it didn't.
It was like a white explosion, a cloud.
Only thing I could think of was how could this happen?
And my heart was broken for his family.
I was--I was incredulous, and it was a real blow.
Of all people. Of all people.
It did not seem to speed up or slow down.
Drove right through a little grove of trees
at the--at someone's property line.
The first question I think that went through my mind
after the accident-- was he in self-drive?
It was devastating, obviously, to lose a friend,
but it was-- what was frustrating,
I think, to me, was knowing that,
you know, that maybe he was on that front edge of technology,
maybe a little bit further than we would have all liked.
How do you think that that particular crash
that day could have been prevented?
♪ ♪
I don't know, because I didn't see anything
that was--you know, I don't know.
When I heard about Josh's accident,
it was personal, in that sense,
that it felt like we'd lost a member of a family.
♪ ♪
Elon had an all-hands meeting
for the Autopilot team.
It was just that, you know, this had happened,
and we're doing all we could to figure it out,
and, you know, we do want to try to make Autopilot safe.
At the time of that crash, I was aware
that people were trusting the system to do things
that it was not designed or capable of doing.
The fact that that sort of accident happened
was obviously tragic, but it wasn't really--
wasn't something that--
it was going to happen.
It was going to happen.
[light music]
♪ ♪
It was the middle of June.
I got an email from our investigatory team
that there had been a Tesla fatality.
♪ ♪
The National Highway Traffic Safety Administration,
or NHTSA, has the authority to regulate unreasonable risk
to safety on the roads.
Evening of June 29th, we had scheduled a call with Tesla.
Our general counsel let them know
we'd be opening this investigation
and that it would be made public the following day.
At that point, Elon Musk came on
and just sort of started shouting.
He was really, really upset
that we'd be opening a public investigation,
accusing us of singling Tesla out.
Made the point several times that, you know,
this was one fatality out of more than 35,000 a year,
so why were we picking on Tesla
and suggesting that he would sue us
for opening this investigation.
I was surprised to hear Elon on the call.
I was surprised to hear how angry he was.
But ultimately, none of that mattered.
Our job was only to worry about the safety,
and this was a clear issue of safety
that needed to be investigated.
The driver of the semi reported that the Navy vet
was watching a movie while driving.
Not very long after the accident,
there were all these people
saying really just crass things,
claiming, you know, that Josh was watching a program.
That's not Josh.
Guarantee you that's not Josh.
What investigators are looking for
is the data leading up to the accident.
One of the huge challenges of the system at the time
was trying to differentiate between a truck
and a bridge-- and a overhead bridge.
You know, when a truck is parked perpendicular
to the road and blocking the way,
the system might think of it as a overhead bridge,
and so it was safe to kind of continue driving through it.
Tesla posted to their blog,
calling this incident a tragic loss.
Tesla said the car ran into a tractor-trailer
because the software didn't notice
the white side of the truck in the brightly lit sky.
After the crash,
I think Tesla and Musk were pretty defensive.
If, in writing some article that's negative,
you effectively dissuade people
from using autonomous vehicle,
you're killing people.
In the statement that Tesla put out,
they more or less said it was driver error.
They reminded people you have to keep your eyes on the road.
They didn't say Joshua Brown
didn't keep his eyes on the road,
but that's what they were implying.
Tesla says you should keep your hands
on the steering wheel during the Autopilot.
The question then is... - both: What is the point?
- We both said it. - If I have to hold on
to the wheel?
Elon had already talked a pretty big game
about what this technology was going to do.
It's kinda hard to reel it back
if you've already raised people's expectations
and excitement.
Do you have any regrets about how Tesla rolled out Autopilot
in the cars?
No, I think--I think we did the right thing.
You know, it's basically advanced driver's assistance,
at this point.
Every single step we took, at least from our standpoint,
was to reduce complacency in the use of Autopilot
and to improve safety.
♪ ♪
This is new technology that's on the roads.
People have a lot of questions.
This one crash was an opportunity to sort of say,
is there a technological problem here
with this--you know, with this Autopilot suite?
The first thing we did was go to Tesla and say,
"Hey, give us all the data you have on crashes
on where Autopilot is in use."
What we knew is that there were a lot of crashes.
And this is not surprising and necessarily
a cause for concern.
There are a lot of crashes on the roadways in the U. S.
So yeah, there's 38 separate crashes
that we're looking at here.
The world doesn't know about these other crashes,
because Tesla hasn't made it public.
Tesla's saying Autopilot is safer,
but what we're seeing with these crashes
are these gray areas.
In the Tesla case, what we were looking at was:
was there a pattern showing
that there is a technological defect,
or that people were using Autopilot
beyond the way that it was designed to be used?
The internal pressure was,
"We gotta get this problem solved, pronto."
When Autopilot first came out,
the main way of making sure the driver
was paying attention-- it could detect
whether your hand was on the steering wheel.
It would let you keep your hand off the steering wheel
for minutes at a time--three, four, five minutes.
It was just too long between those warnings.
What we had to do was struggle with how to do that
in an elegant way that would keep consumers engaged
and not--and not cause them to ignore or be frustrated by it.
After weeks of controversy and questions
about the safety of it's Autopilot drivers.
What it calls major improvements
to its Autopilot software.
They announced there would be this press conference,
and Elon would talk about it.
Something quite significant is,
if the user ignores repeated warnings,
more than three times in an hour,
then the driver will have to park the car and restart it.
There would be more frequent warnings, shorter intervals,
up to three minutes.
You would get a chime to remind you
to put your hands back on.
But that's still a system that has a lot of gaps.
In terms of taking your eyes off the road,
30 seconds is an eternity.
I really feel like we've struck a great balance
between improving the safety and improved the usefulness.
I remember Elon talked about how it was gonna be the radar
that was sort of first-rank or priority one.
We're making much more effective use of radar.
I just thought radar has been around for 75 years.
If they could do this now, why didn't they do it before?
I think the timing was significant.
I mean, it was right after this tragic accident.
And they were trying to make it sound like,
"We got this under control."
Obvious question I have to ask:
would the improvements have mitigated
or saved, say, Josh Brown's life?
♪ ♪
We believe it would have.
And so, the truck would have been seen by the radar only,
and braking would have been engaged.
These things cannot be said with absolute certainty,
but we believe it is very likely that,
yes, it would have.
Yeah, I mean, there have been so many announcements of,
like, autonomous EV startups.
I'm waiting for my mom to announce one.
Okay. [laughter]
It's like, "Mom, you too?" [laughter]
Speaking of that, when you're talking about the sales,
you have booked how many orders for--
- It's on the order of 400,000. - 400,000.
It's quite surprising, actually.
I mean, the--
'cause we didn't do any advertising.
Elon had, I think, in some ways,
a personal point of pride
to be able to move faster than the competition.
[cheers and applause]
The company was betting its survival
on the success of the Model 3.
And the fact that Autopilot was gonna be on it,
I think was a huge selling point.
If you think about fully autonomous vehicles,
how far do you think we are from that becoming a reality?
I think we're basically
less than two years away from complete autonomy.
- Wow. - Complete. Safer than a human.
As with a lot of what happens with Elon,
he doubles down on it over and over and over again.
And he continues with his message, right,
that, you know, this is gonna be
a safe thing for the world.
You know, the Joshua Brown crash
was in the spring of 2016.
By the fall of 2016, the entire Autopilot team
essentially quit what they were doing,
and they all chipped in on this video
to show just how autonomous,
so to speak, their car could be.
[rock music]
♪ ♪
Do you remember this video?
Yeah.
Changed lanes, and stopped just in--
just short of a crosswalk.
We're turning right onto-- yeah, kind of
in front of traffic, but--
It's very slick, but the video does not give you
a full impression of what is actually happening.
The people that were putting it together
were sitting right behind me.
And the Autopilot group was running lap after lap that day,
to try to get a clean lap.
At one point, the car, while in Autopilot mode,
hit a fence.
They patched the car up, and they did another run.
And so, at the very end of the day,
apparently the clean lap came in.
They started editing it all together.
♪ ♪
This was meant to be a demo video
of what the team was working on and developing,
and what its capability could deliver in the future.
I think my biggest problem with the video
was the first line that says it's the driver
was only there for legal reason.
♪ ♪
I think it's definitely language
that's designed for marketing.
We are trying to imply that the thing
is fully capable of self-driving,
and only the evil regulators are holding us back.
They sort of portrayed it as something
as all their cars can do,
and that, I don't think, was really fair.
[cheering]
Not too long after that,
Tesla started offering an official service called
Full Self-Driving, capital FSD, for as much as $10,000.
Now, in the short-term,
what they and everybody else was really buying
was the promise that this is gonna happen.
The idea was we were putting the hardware on every car
in advance of having the software.
It was a gutsy move because then the software
had to be developed to deliver the capability.
We're still on track for being able
to go cross-country, from L. A. to New York
by the end of the year, fully autonomous.
There was a sincere belief inside of Tesla, and Elon
had the sincere belief that
hey, we're just around the corner.
A lot of people at the time believed
that Tesla had an advantage
in getting self-driving to the market first,
because it already had all the cars on the road
that could be collecting data all the time,
and that data would help train the computer to be better.
So, you've already got a fleet of Teslas
driving all these roads. - Yeah.
You're accumulating a huge amount of data.
Yes.
I expected to see sophisticated infrastructure
to collect that data, to process that data.
The reality was a lot of the types of data
that you would want to collect from the car,
like video data, high-quality images,
there was neither the hardware nor the backend infrastructure
to allow that volume of data to reach Tesla.
And so that rate of learning wasn't great.
Elon, he put eight cameras on the car.
I don't think that was enough,
because they were not redundant,
other than the front cameras.
You really need redundancy, so if one of these sensors fails,
the car can either stop itself in a safe manner
or it can continue driving.
There was a small space right in front of the car
that was completely out of the view for any of the cameras.
And so, you know, a small dog
or a baby could crawl in front of the car,
and a car wouldn't be able to know
whether it's safe to move forward or start to drive.
It was hard for me to personally believe
that promise was gonna be lived up to,
that we could be confident
that this was gonna enable full self-driving.
♪ ♪
Sometime after the Joshua Brown crash,
the head of Autopilot left Tesla.
You know, it just gave the image
of some sort of instability there.
There was a sense that when Elon felt that things
were not going well,
there was efforts to shake things up.
There were members of the team that I learned were fired.
I never knew why. They just stopped showing up.
[tense music]
♪ ♪
Theranos was happening during that same time period.
And a lot of the stories were kind of, like,
at the back of my mind,
and it just definitely made me question a lot more
about what's behind some of this public optimism.
♪ ♪
After I left Tesla,
I felt like I had to do a bit of soul searching,
just because I feel like sometimes it seems like
people and companies
were being rewarded not for telling the truth
but in fact for doing maybe a bit of the opposite.
♪ ♪
It was my last day on the job at NHTSA
when we were ready to release that report.
It was the end of the Obama Administration,
and so we made sort of an internal commitment
to say we're not gonna leave this to the next guys.
A months-long investigation into Tesla's Autopilot system
has wrapped up. - There was no defect,
and therefore there will be no recall
related to Tesla's Autopilot.
Essentially clearing the company.
I was a little bit dumbfounded.
The system couldn't see a tractor-trailer,
and that's not a defect?
♪ ♪
So, this is--you know, it's a little complicated,
and almost counterintuitive, right?
Autopilot didn't even engage to try to stop that crash.
But the fact of the matter is Autopilot
wasn't designed to stop every crash in every instance.
It was a driver-assistance system.
It wasn't a full self-driving system.
Tesla issued a statement saying it appreciated
the thoroughness of the investigation.
My personal point of view was it's clear this technology
is being misused right now.
We saw people were pushing the limits on the system,
but--and this was early on
in the deployment of the technology,
and at the time, there wasn't enough data to show
that there was a technological defect here.
I remember the day the news came out that crashes dropped
40% after the Autopilot component was added.
A lot of news articles repeated it
because NHTSA had said it,
and that gave it some legitimacy.
You know, I mean, if the regulators are saying it,
it must be true.
You know, I think that's an unfortunate statistic
that didn't probably belong in the report.
It was based on data provided by the company
that hadn't been sort of
independently verified or vetted.
Eventually, some independent researchers
started looking at the crash data
and didn't believe it was valid.
But Tesla was very eager to pick up on that statistic
and use it to sort of say "not only is Autopilot good,
it's better than human drivers."
NHTSA did a study on Tesla's Autopilot version 1,
which was relatively primitive,
and found that it was a 45% reduction in highway accidents.
You know, I think that was a successful PR move
on their part.
Musk and Tesla, they're master marketers.
[light music]
♪ ♪
What scares you the most about autonomous cars?
I think people are wildly underestimating the complexity
of bringing automation into this system.
My name is Christopher Hart. I am the former Chairman
of the National Transportation Safety Board.
The NTSB is the federal agency
that was created to investigate
transportation accidents and make recommendations
to try to prevent the accidents
from happening again.
When I first heard about that Tesla crash,
I knew enough about automation from my own aviation experience
that I knew it was not gonna be as simple as people thought.
It took a year-plus to investigate.
Then, September 2017, there was a public hearing.
Welcome to the boardroom
of the National Transportation Safety Board.
We were very curious about this particular crash.
And the further we got into it, the more we started realizing
that, wow, there are a lot of issues here
that really need to be looked at.
It is our sincere hope
that the lessons learned from this tragedy
can help prevent future tragedies.
An accident is rarely the result of just one factor.
In this crash, one would be, of course, the truck driver
pulling across the lane, when he shouldn't have.
But I would say that there was also the automation complacency
associated with the design of the Tesla vehicle.
For up to ten seconds,
that there would have been a line of sight
between this Tesla and the vehicle
that was crossing in front of him,
there was the opportunity to avoid this crash.
We could not determine exactly what he was doing
in this crash.
We certainly heard those rumors
about the driver watching videos.
But we had no evidence of that at all.
Did you find any evidence at all
that the driver of the Tesla
may have been watching a movie while driving this car?
We looked through his laptop,
and there was no movies on that laptop.
We, at the NTSB, really feel like the drivers
have the tendency to disengage when the Autopilot
is engaged with the Tesla vehicle.
Complacency creeps in over time,
and you develop overconfidence with the system.
I was concerned about the use of the term "Autopilot,"
because there are too many people
who construe the term "Autopilot"
to mean human-engagement no longer necessary.
They advise you to keep your hands on the steering wheel
when using the auto-steer,
but as we're in testing, you really don't need to.
[beeping] - The Autopilot
is supposed to have a system
where it can detect driver engagement.
There were periods of time--
almost of six minutes-- where his hands
were not even detected to be on the steering wheel.
We felt that the system of determining
driver engagement was poor.
Another issue is at that time,
no manufacturer had a system
to reliably sense crossing traffic.
That's why these systems are supposed to be used
only on roads that don't have crossing traffic.
This road, Highway 27A, in Florida,
was not a limited access road. But the question is,
if the system is not supposed to be operated
on anything other than a highway,
why does the system allow it to be operated
in other types of roadways?
It's like having a swimming pool without a fence around it.
It's a--it's an attractive nuisance.
Tesla allowed the driver to use the system
outside of the environment for which it was designed.
The result was a collision that, frankly,
should have never happened.
The ultimate paradox is that the better the automation gets
after removing the human, the more challenging
the human-automation interface issues become.
While the human is the most
unpredictable and variable part
of the whole system, it is also, at the same time,
the most adaptable part of the system
when you need adaptation.
I think Elon is an IT wizard,
and I think that IT wizardry is going to help us
get where we want to go, but we need to do it in a way
that encompasses the human element as well.
I think that the manufacturers
have a role in preventing this automation complacency.
You can't buy a production model self-driving car
from any automobile maker today.
Anyone who says that you can is misleading you,
and anyone who leaves that impression
is leaving the wrong impression.
To Tesla, we issued several recommendations--
basically, do not allow the system
to be operated on roadways
where it's not designed to be operated.
And another recommendation was you need a better way
of determining driver engagement.
I do feel that if those recs are accomplished,
safety will be improved.
Tesla releasing a statement
saying customer safety comes first.
Boulder Crest is a nonprofit that takes care
of men and women who are suffering with PTSD.
The building we're standing in today
is the Josh Brown Center for Innovation.
We had this great dedication ceremony
the day we opened this.
The family came back to us
with this amazing paragraph that they wanted
the Director of the Boulder Crest Institute to read.
Joshua believed, and our family continues to believe,
that the new technology going into cars
and the move to autonomous driving
has already saved many lives.
Change always comes with risks,
and zero tolerance for deaths
would totally stop innovations and improvements.
Nobody wants tragedy to touch their family.
But expecting to identify all limitations
of an emerging technology,
and expecting perfection is not feasible either.
And that, to me, just-- I mean, it--
I think it brought tears to everybody in that audience
that knew Josh Brown.
Part of Joshua's legacy is that the accident
drove additional improvements,
making the new technology even safer.
Our family takes solace and pride in the fact
that our son is making such a positive impact
on future highway safety.
We all sat there and thought,
we have to learn a lesson from what happened.
When you think of somebody like Josh,
who was on that leading edge,
he was gonna test that car.
I think there's a false sense of security
when you put these options in front of people.
Wouldn't hurt to have more love in the world.
How you gonna fix that?
You have a love machine you're working on?
[laughter]
No, but probably spend more time with your friends
and less time on social media.
I mean, the only thing I've kept is Twitter,
because I kinda, like, need some means
of getting a message out, you know?
I think Elon Musk definitely understands
the power of his celebrity.
Elon, what do you think about dogecoin going crazy right now?
[people shouting]
I think that's part of how he operates.
That's why he's on Twitter all the time.
You use your tweeting to kind of get back at critics.
- Rarely. - You kinda have little wars
with the press.
Twitter is a war zone.
He sort of doesn't have a filter.
Elon Musk was on Twitter today
calling one of the divers
in that cave rescue a pedophile.
Elon Musk shook up the stock market
this afternoon with a tweet that read,
"I'm considering taking Tesla private."
I think it kinda goes both ways.
He can say things, and he can get people believing them.
New tonight at 5:00, Tesla has published
its first quarterly safety report.
In 2018, Tesla started releasing
these Autopilot safety statistics,
and have continued to release data.
On the surface, they looked like
they presented a good picture.
We publish the safety stats, like, basically,
miles driven on Autopilot and miles driven manually.
It was a factor of ten difference.
This is not subtle.
But it was just broad numbers.
It's not really a fair comparison to say Teslas
are dramatically safer than all other cars on the road,
because all other cars on the road
can include 20-year-old vehicles
that are not in good repair.
If you think about the miles that Tesla drives on Autopilot,
almost all those are gonna be freeway cruising miles.
Those miles are incredibly safe.
City streets, parking lots, things like that,
those are much more likely to have incidents.
I believe that they're presenting data
that makes them look the best,
that is still technically accurate.
It's Tesla and Elon Musk providing data
to support their point of view,
but that's not a full picture.
I don't think that gives you enough data
to really make a judgment.
People can say, "Oh, well, you're playing
with the statistics."
I'm like, we're not fiddling with the statistics.
The truth is that people are actually not great
at driving these two-ton death machines.
Then, March of 2018--
Fatal crash and fire
involving a Tesla in Mountain View.
That's when the Walter Huang crash happens in California.
It was at a point where the freeway splits,
and the Autopilot became confused,
and he ran straight into a concrete barrier.
38-year-old Walter Huang had a wife and two kids.
The NTSB is investigating that fatal crash and fire.
Tesla was a party to our investigation.
But one of the rules of being a party
is that the parties can't release information
about the active investigation.
Tesla released data saying Walter Huang had his hands
off the wheel for six seconds before the crash.
I called Elon Musk and said they would have to abide
by our party agreement.
And then a few days later,
Tesla was releasing information about the crash.
Tesla released another statement that read,
"The only way for this accident to have occurred
is if Mr. Huang was not paying attention to the road."
Tesla needed to be removed from that investigation.
And so I called. Elon was, I would say, argumentative.
He indicated that he was going to sue the NTSB.
There was an attempt to bully us into submission.
But we didn't back down, and he hung up on us.
That night, Tesla put out a press release
saying that they were resigning.
Tesla announced it's leaving the investigation
into the deadly crash,
but the NTSB says
it kicked the electric car maker out first.
It was sort of like, "You can't fire me, we quit"
sort of a thing.
The system worked as described,
which is that it's a hands-on system.
It is not a self-driving system.
♪ ♪
Today, we meet to consider a collision
involving a Tesla Model X SUV.
♪ ♪
We do know that in the Mountain View crash,
the driver was engaged continuously
with playing a video game.
It would be easy to say the driver
was not acting responsibly.
However, it also shows that there's great potential
for there to be this automation complacency to creep in.
In 2017, we issued two recommendations
to six automobile manufacturers.
And of the six, one manufacturer has ignored us,
and that manufacturer is Tesla.
All of our recommendations are based on tragic events.
And when someone doesn't respond or doesn't act,
that's heartbreaking,
especially when you see another accident
that could have been prevented
had those recommendations been implemented.
What started as an ordinary drive to work
ended in tragedy for a father and husband
from suburban Lake Worth Beach driving a Tesla.
In March of 2019, the next fatality
that we became aware of was Jeremy Banner.
We saw the almost identical crash
that we saw in the Joshua Brown case.
You've got a Tesla being operated on Autopilot.
We've got a tractor-trailer
that is pulling across the road.
We've got a driver does not attempt any evasive steering.
Does not attempt any breaking action.
And goes right under the tractor-trailer,
sheering the roof off of the car,
and killing the driver.
Where is the super duper radar
that Elon was talking about in September 2016?
♪ ♪
Well, whatever they did wasn't sufficient
to ensure it didn't happen again,
'cause the exact same crash happened.
Stationary objects are this vexing problem in autonomy.
And everybody that's developing autonomous software
has this problem.
This is the one Achilles heel that you continue to see.
I thought the self-driving problem would be hard,
but it's--it was harder than I thought.
It may be that Autopilot vehicles have fewer crashes.
But we've continued to see other crashes that happen
because the system can't see something in the road.
Nearly a dozen accidents where a Tesla slammed
into a parked emergency vehicle.
If your company is supposed to be putting safety first,
and this well-respected safety agency says,
you know, there are these two deficiencies in your system,
you should address them,
why wouldn't you address them? Why wouldn't you fix them?
One of the biggest mistakes people generally make--
and I'm guilty of it, too-- is wishful thinking.
You know, like, you want something to be true
even if it isn't true.
And so you ignore the real truth
because of what you want to be true.
This is a very difficult trap to avoid.
♪ ♪
I think, for those of us in the safety business,
we would have liked to have seen more regulations
implemented to improve safety.
I mean, it's horribly frustrating.
The truth is companies have always had
an enormous amount of power, in terms of the technology
in the vehicles that they put on the road.
Honestly, I worry that the government
cannot keep up with the technology.
I don't think in a situation like this
we want to necessarily inhibit innovation.
But when innovation is implemented,
we have to make sure that it's done safely.
Or it's going to be the Wild West out there.
[light music]
♪ ♪
When you think full self-driving,
you think hands off the wheel.
You don't have to worry about anything.
You can listen to music and read a book, whatever.
I believe the first full video we saw was, like, in 2016.
I thought we're already here.
So, yeah, it was very, very exciting at the time.
A couple years later,
I purchased the full self-driving.
I now kind of make a distinction.
I think Tesla makes great electric vehicles.
But I think their advertising of certain Autopilot features
have been--overpromising
is probably the nicest way to say it.
I almost view it as, like, a solved problem.
Like, we know exactly what to do,
and we'll be there in a few years.
As far back as 2015, Elon Musk was saying
self-driving cars were two years away.
I think we're basically less than two years away
from complete autonomy.
The time when someone will be able
to take their hands off the wheel and go to sleep,
how far away is that? To do that safely?
I think that's about-- that's about two years.
The promise was very aspirational,
and probably not gonna happen.
But Tesla and Elon made people think it was gonna happen.
By end of next year, self-driving will be
at least 100% to 200% safer than a person.
If you buy a car that does not have the hardware necessary
for full self-driving, it is like buying a horse.
I'm extremely confident of achieving full autonomy
and releasing it to the Tesla customer base next year.
Some people say, what does it matter?
Well, I think it matters a lot.
Do you want other people on the roads
buying this technology and thinking
that it's more powerful than it really is?
I felt that what I was being told
that we were gonna do didn't match
what we actually did
because Tesla has changed the hardware on the car.
They changed the computer.
And now they're changing the cameras.
I think that that should give someone pause
when Tesla says they're gonna do something else.
Elon Musk has officially blown my mind yet again.
In a recent tweet, he talked about vision
and using only vision and no radar.
Taking the radar out is literally
going to make the system better.
When I heard they were gonna do cameras alone
and get rid of radar,
I was really taken aback.
The whole rest of the industry believes that you need cameras,
radar, and lidar.
Tesla's really the only automaker
who thinks that cameras alone is a good idea.
You can absolutely be superhuman with just cameras.
What Elon Musk is leaving out of his analogy--
comparing cameras to eyes--
is the fact that there is not a brain behind those cameras.
[beeping]
We don't know how to build a system
that can behave like the human brain.
And what that means is full autonomy may be decades away.
[cheers and applause]
Anyone here use the full self-driving beta?
[cheering] Great.
The car will be able to take you
anywhere you want with ultimately ten times safer
than if you were driving it yourself.
It's gonna just completely revolutionize the world.
♪ ♪
There's a question around whether Elon
is acting cynically, right?
Like, does he believe in what he says?
And is it okay as long as he does believe in what he says?
Some of it feels intentional to me.
There's, like, financing needs that he needs to make.
There are milestones that Elon needs to hit,
from an investor's perspective.
At times, people misinterpret Elon.
Oftentimes, there's-- when the goal is set,
there's no capability to deliver against that goal.
You kind of need to believe that, as a team,
you're gonna achieve the impossible.
I've had many conversations with the Tesla Autopilot team.
The reality of doing the right thing matters
more than the perception of doing the right thing.
He's convinced that the technology will be delivered.
And I wouldn't necessarily bet against him,
because eventually he does deliver.
Tesla says it's launching its highly anticipated
full self-driving software later this week.
They're gonna open up self-driving
in America's cities.
That would seem to be quite a difficult thing to pull off.
In a city?
So, this is a tricky thing for beta.
We are--this is a blind left. There's a fence here.
It can't see around. So my car is inching forward.
I feel honored that I get to do this,
and be, like, a little part of this, you know, history.
I stopped it because it was inching out too far.
There are definitely people that do not agree
with Tesla's approach.
I don't feel that it's risky.
I have never felt endangered, okay?
See, it's gonna miss this. Can't do it.
I can say that people who buy a Tesla understand
that it's not full self-driving yet.
And nobody is forcing anybody to buy full self-driving.
It's an option.
Full self-driving, that's what I paid for,
and I don't have it.
I mean, it's right there in the name of it, right?
And I don't think that's fair to say.
Especially right now.
Musk, I think he has a huge responsibility.
You know, I think he needs to be a little bit more cautious
about what he tells his followers.
Wow. Oh, my God! Okay!
A lot of the work in the tech industry proceeds
with the central claim of improving human lives
through the methodical use of our technologies.
Okay, did-- oh, God! Fuck! Jesus!
That was one of the closest calls we've ever had.
With the ongoing full self-driving beta releases,
there's quite a spectacle.
Is it just gonna run this light?
Holy shit, it just ran that red light.
Here, we have a lot of customers
who are essentially standing in for professional test drivers.
- Ooh! Ooh! - Oh, fuck! Oh shit!
Shit! We--
- We hit that. - We actually hit it.
We hit it.
With Tesla, an example of scientific integrity,
public responsibility,
and reasoned and methodical engineering development
it is not.
With a software update, you can actually
make thousands of people drive safer.
Just with a software update overnight.
- Wow. That's actually-- - Yeah.
That's actually-- [beeping]
- Fuck. - [laughs]
Fuck.
Are we gonna have to cut that?
♪ ♪