Tag Archives: Tesla

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Tesla Loses the EV Sales Crown—And the Margin for Error Is Shrinking

For the first time in years, Tesla isn’t sitting on top of the electric-vehicle world. The company that once made EV dominance look inevitable has officially ceded its global sales crown, as a mix of customer backlash, policy headwinds, and increasingly competent rivals took their toll.

Tesla says it delivered 1.64 million vehicles in 2025, a 9 percent decline from the year before and the second straight annual drop. That slide was enough to push the brand out of first place, overtaken by China’s BYD, which moved 2.26 million electric vehicles over the same period. The numbers, first reported by the Associated Press, mark a symbolic turning point: Tesla is no longer the default leader in a market it helped create.

The slowdown was especially visible at the end of the year. Fourth-quarter deliveries came in at 418,227 vehicles—well short of the roughly 440,000 analysts had been expecting, according to FactSet. That shortfall underscores how thin the company’s margin for error has become, particularly as price cuts lose their shock value and competition tightens across every major market.

Policy didn’t help. The expiration of the $7,500 federal EV tax credit at the end of September—phased out under President Donald Trump’s administration—likely chilled demand in the U.S., where Tesla has long relied on incentives to keep monthly payments attractive. Pull that lever away, and suddenly a Model Y looks a lot more expensive next to a rapidly improving field of alternatives.

There’s also the Musk factor. Tesla’s polarizing CEO remains one of the brand’s greatest assets and biggest liabilities, with some customers openly rebelling against his politics and public persona. In a market that’s maturing—and one where buyers increasingly have choices—that kind of reputational drag matters more than it once did.

And yet, Wall Street remains oddly optimistic. Despite missed expectations and shrinking sales, Tesla stock finished 2025 up about 11 percent. Investors, it seems, are still buying the future rather than the present. Musk’s long-promised pivot toward robotaxi services and humanoid robots capable of basic household and office tasks continues to fuel hopes that Tesla is less a car company than a technology company waiting to cash in.

That may be true—but for now, the scoreboard is clear. Tesla is no longer the world’s best-selling EV manufacturer. Whether this moment marks a temporary stumble or a more permanent reshuffling of the electric order will depend on how quickly Tesla can turn ambition into reality—and how much patience buyers, and investors, are willing to keep.

Source: Tesla

News

Tesla’s Robotaxi Cleanup Fees Reveal the Messy Reality of “Hands-Free” Autonomy

Tesla’s long-promised robotaxi future just ran into a very human problem: people are gross.

According to Tesla watcher Sawyer Merritt, the company has quietly rolled out cleaning fees for users of its Robotaxi service, introducing a two-tier system that will feel familiar to anyone who’s ever used Uber or Lyft. Minor messes—think crumbs, dirt, or the remains of a fast-food drive-thru—can trigger a $50 charge if vacuuming is required. Bigger offenses, including spilled liquids, smoking, or the ride-hailing cardinal sin of vomiting, can cost riders up to $150.

On its own, none of this is surprising. Ride-hailing services have been charging cleanup fees for years, largely because no driver wants to discover last night’s poor life choices smeared across the back seat. The fascinating part isn’t the fee—it’s what the fee says about where Tesla’s robotaxi ambitions actually stand today.

Tesla has spent years pitching a vision of autonomous vehicles that are not just self-driving, but fully self-sustaining. In this future, robotaxis would clean themselves, recharge themselves, and redeploy themselves without human involvement, dramatically lowering operating costs and making conventional ride-hailing look inefficient by comparison. Fleet management—the hardest and most expensive part of the business—was supposed to become almost trivial.

Reality, as usual, has other plans.

Despite the “Robotaxi” branding, Tesla’s vehicles are still far from being fully autonomous, and they’re even farther from being self-cleaning. For now, they still rely on humans to handle the unglamorous but essential tasks of vacuuming interiors, scrubbing stains, and making sure the cabin doesn’t smell like a college dorm the morning after a party. Until a Model Y can politely hose itself down and deodorize its own upholstery, someone has to do the work—and someone has to pay for it.

That someone, increasingly, is the passenger.

The cleanup fee doesn’t break Tesla’s business model, but it does poke a hole in the company’s carefully crafted narrative of frictionless autonomy. A robotaxi that still needs human intervention for cleaning and charging isn’t yet the radically cheaper, always-available mobility solution Tesla has promised. It’s a high-tech ride-hailing car with fewer drivers and many of the same operational headaches.

And those headaches matter. Keeping a ride-hailing fleet clean isn’t just about aesthetics—it’s about trust. If passengers open the door to a dirty interior, confidence in the technology erodes fast, regardless of how impressive the software might be.

For now, Tesla’s robotaxis remain caught between the future they’re meant to represent and the present they still have to operate in. The cleanup fee is a small detail, but it’s a revealing one: autonomy may be advancing quickly, but it still hasn’t solved the age-old problem of humans making a mess.

Source: Sawyer Merritt

News

Tesla’s Door Handle Problem, Explained

Door handles used to be simple. You grabbed, you pulled, you exited. Today, they’re software-adjacent components tied into power networks, sensors, and sleek design briefs—and when they fail, the consequences can be far more serious than a broken fingernail. A new investigation by the National Highway Traffic Safety Administration into the 2022 Tesla Model 3 is a sobering reminder of what happens when modern convenience collides with old-fashioned physics.

The probe stems from a single but chilling complaint filed with NHTSA’s Office of Defects Investigation. One report was enough to open the door—pun unavoidable—on a potential issue affecting 179,071 Model 3 sedans from the 2022 model year, with the possibility that more vehicles could be added later.

According to the complaint, the driver was involved in a head-on collision in Georgia. The crash knocked out the car’s electrical system, rendering the Model 3’s electronic door releases inoperative. As the interior began to burn, the driver found himself trapped.

His escape was desperate and damaging. He climbed into the back seat and kicked out a rear passenger window to get free, suffering a broken hip, a broken arm, and ultimately requiring a full hip replacement. It’s a horrifying scenario, and one that understandably grabbed NHTSA’s attention.

Still, an investigation does not equal a recall. At this stage, the agency is simply trying to determine whether the incident points to a genuine design defect, insufficient labeling or owner education, or an unfortunate convergence of panic, unfamiliarity, and extreme circumstances. That distinction matters—legally, financially, and philosophically.

Here’s the uncomfortable truth: the driver was likely inches from an easier escape.

Tesla, like many manufacturers using electronic door latches, includes a manual mechanical release. In the Model 3, it’s integrated into the door armrest and requires no tools, no panel removal, and no extraordinary strength. Pull up on the forward portion of the armrest, and the door opens—power or no power.

The complainant, however, says he didn’t know it existed. He describes the release as “hidden,” not visibly labeled, not explained during delivery, and not intuitive in an emergency. That claim cuts straight to the heart of the issue: where does responsibility lie?

Is it on the automaker to make emergency systems unmistakably obvious, even at the expense of clean interior design? Or does some of the burden fall on owners to understand how their vehicle works—especially when it comes to basic safety features?

Tesla will point out, correctly, that the emergency door release is described in the owner’s manual. Critics will counter, also correctly, that very few people read manuals cover to cover, and even fewer recall fine-print details while sitting in a burning car.

The situation becomes even more complicated once you look beyond the driver’s door. According to Tesla’s own documentation for the 2017–2022 Model 3, there are no mechanical emergency door releases for rear-seat occupants. That means passengers in the back are entirely dependent on electrical power or on breaking glass to escape—a fact that could widen the scope of this investigation significantly.

For now, it’s unclear whether NHTSA will conclude that this setup violates federal safety standards. Tesla was almost certainly compliant at the time these cars were built; if not, this issue would’ve surfaced years ago. But compliance doesn’t always equal best practice, and regulators have a habit of re-evaluating what’s “acceptable” after real-world incidents expose the cracks.

Tesla has been here before. Earlier versions of the Model S famously hid rear-seat emergency releases under the carpet—an arrangement that looked clever on a CAD screen and less so when tested by actual humans in actual emergencies.

The broader question goes beyond Tesla. Automakers across the industry are rushing toward electronic latches in the name of packaging efficiency, aerodynamic gains, and futuristic feel. The problem is that electricity, by definition, can stop. Fires burn wires. Crashes sever connections. And when that happens, a door should still open the same way doors have opened for more than a century.

Plenty of manufacturers already hedge their bets by integrating mechanical backups directly into the door handle itself. It’s not glamorous, and it doesn’t photograph well for marketing decks, but it works—and in moments like this, “works” is the only metric that matters.

The NHTSA investigation may or may not end with a recall. But regardless of the outcome, it shines a harsh light on a trend that deserves reconsideration. When a car’s most basic function—letting people get out—depends on electrons behaving perfectly after a violent crash, something has gone wrong.

Maybe it’s time we admit that the best door handle is still the boring one.

Source: NHTSA