Tesla

Tesla has revolutionized the industry with a 9,000-ton Giga Press. China has responded with the world’s largest

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Tesla has revolutionized car production. He has done it with the help of his Giga Press, a huge assembler capable of producing huge parts of the chassis to save time and money. In their race to lower costs, numerous brands have ordered their own. And a Chinese manufacturer has the largest in the world. What is a Giga Press? A Giga Press It is a machine capable of producing huge parts of a car chassis in a single process. Until now, those huge pieces have been (and continue to be for most manufacturers) assembled separately, slowly taking shape like a 10,000-piece puzzle. What is achieved with a Giga Press is to reduce the number of those pieces that have to be assembled. That is to say, simplify the puzzle. This is achieved with a huge press into which the material is injected to produce the part and the mold is pressed with great force to obtain the desired final part. Why is it so important? With the Giga Press, Tesla has managed to save time and money in the production of their vehicles. By simplifying the process, you can produce much more in less time and, therefore, amortize the investment more quickly. In fact, one’s own Tesla trusts in new evolutions to be able to reduce hypotheticals but also there are not a few companies that have ordered theirs with a view to achieving these same results. The largest in the world, of course, is in China. 16,000 tons. This is the figure that the Giga Press that Dongfeng has in its facilities in Wuhan (China) manages to apply, as reported in Car News China. This company has been working since last January with a new machine capable of casting parts with a pressure never before seen in the industry. The machine, they explain in the middle, has been designed, developed and produced entirely in China by LK Machinery which also provides these machines to other companies like XPeng. To give us an idea, Tesla’s Giga Press are capable of assembling parts with 9,000 tons of pressure. In this case, Dongfeng will dedicate the pressing to parts of battery casings of their electric cars. They assure that the machine will improve the rigidity of the assembly and the protection of the energy accumulator. Each piece moves forward every 135 seconds. And it’s not the only one. In parallel, Dongfeng will also have another press, this one capable of applying 10,000 tons of pressure. In this case it has a moving part and a stationary mold. The latter is filled with molten steel at a temperature of 720ºC and the moving part is placed on it. From there, pressure is applied until the new piece is shaped. The objective between both presses is to produce up to 600,000 pieces annually to incorporate into your cars. For now, in the first phase, up to 200,000 pieces will be counted and the objective is to gradually scale production until reaching the desired cruising speed. Both machines are the result of a clear commitment to this type of machines in China in recent years. Already in 2021, InsideEVs It stated that local manufacturers were looking for their own and, above all, that Tesla had managed to locate the supply of its suppliers in China so the materials used in the Shanghai machine did not have to be imported from third countries. It has its problems. Although the mass pressing of parts has revolutionized the industry and many manufacturers have sought their own machines, the truth is that this type of production It also has its negative side. And millions of copies are needed to amortize the set and get economic return on a very important investment. This also requires maintaining a design for a long time because any variation in the part forces the production line to stop for too long until the desired original mold is found. That “slave” design of the brand itself is one of the problems that Tesla has encountered, which is that it cannot launch cars on the market with new variations beyond small aesthetic touches. Photo | LK Machinery In Xataka | Tesla was supposed to be a company that sold cars. And the problem is that it is stopping selling them at full speed

Tesla aspired to bring the automobile industry to its knees. Now the auto industry is giving it back

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Tesla has been held accountable to investors. His 2025 numbers have been bad. Pretty bad, in fact. So much so that it has confirmed the almost immediate cessation of the Tesla Model S and Model X, the cars that helped popularize the brand but whose sales are already minimal. It will make robots instead. It is confirmation of a much deeper problem. Bye. Elon Musk confirmed it a few days ago. Tesla will stop manufacturing its most expensive vehicles. The Freemont factory, where the company produces the Tesla Model S and Model will start producing humanoid robots Optimus. Without just a very sentimental message, as usually happens in the motor industrythe CEO of Tesla has practically treated these models as mere employees. The farewell is similar to that given to the classic worker who ends up at the exit door with a cardboard box in his hands to carry a photo of his children, three pens and the stapler that the company refused to buy. I can almost see the sleeve of the sweater sticking out and the shirt half removed from the pants. Deeper. Stopping production of its most expensive electric cars, no matter how few they sold, points to Tesla having a deeper problem: it wanted to reconvert the automobile industry. And, over the years, the automobile industry seems to be beating the company. To understand what we are talking about, we must take into account different variables: how Tesla carved out a niche for itself in the market, how it revolutionized automobile production and how that same revolution has put a back on the backpack that is becoming more complicated to handle every day. And, of course, how it is facing the same problems as every other automaker. His emergence. Building a car brand from scratch is complicated. Almost impossible, as many Chinese companies are experiencing firsthand. Tesla was born in 2003 and It wasn’t until 2020 when it was profitable each and every quarter of the same year. It was thanks to the sale of emissions credits and bitcoins. It wouldn’t be until later when it became profitable on its own selling electric cars. In those 17 years, the company was sustained with the help of investors, partnerships with companies like Toyota and aid from the United States Government. And if they managed to keep losing money for almost two decades, it was because they promised a differential technology, something that only they could deliver at that time. A groundbreaking vehicle for what was on the market. Aspirational. Tesla became an aspirational company. He Tesla Roadster (the only one that has existed so far) walked all over Hollywood and later the Tesla Model S and Model X they became neck-turning vehicles of worship. I still remember the first time I saw a Tesla store in Amsterdam and how that huge vertical screen in the sedan It attracted the attention of all of us who were there sightseeing. Both cars were confirmation that a company could put an electric car on the street with an autonomy that allowed travel, with a striking aesthetic at that time and unbridled power compared to combustion cars. It was a desirable brand, a status symbol. Millions of copies. The Tesla Model 3 and Model Y They were the next step. The key to making Tesla a profitable company on its own was to sell millions of copies. To put an “affordable” electric car on the road or, at least, much cheaper than the competition with equal benefits, Tesla showed off its Gigapress. This machine allows you to create huge body parts, much larger than competing machines. This allows Tesla to produce faster and at a lower cost. But it has a problem: it needs millions and millions of copies to make it profitable and take advantage of it. Each profound change in the part to be produced forces very long development times and excessively extended technical stops. Furthermore, it is not easy to create that first original piece. Disadvantages that have forced the design of Tesla cars to remain practically unchanged. Too seen. Being a slave to design is a problem in the automobile industry. Tesla thought it could sell the same car for years or decades, but time is telling it that customers like to see new things. When someone spends tens of thousands of euros on a car, they like it to look fresh and new. The purchase of a car is still marked by irrational and passionate concepts above all logic. A car, no matter how much it is sold like that, is not a mobile phone. It’s not a black turtleneck either. These are products that, with a perfected and standardized design, differ little from each other without being fashionable. But above all, they are products with a rapid renewal rate. The car, if all goes well, will be in our house for more than a decade, which is why we like to buy the latest things within our budget. Millions of copies of the Tesla Model 3, Model Y, Model S and Model with hardly any renovations they have diluted its novel image. Their cars have an aesthetic designed not to go out of style quickly but the customer needs to put new things in their mouths every so often. That is why generations in the automobile industry last between six and eight years, with a more or less profound renewal in the middle of the commercial life to boost sales again. And the competition tightens. Tesla thought he could turn the automobile into another consumer good. Elon Musk even promised sales of 20 million units per year. An outrage if we take into account that it is doubling the production of Toyota, the largest manufacturer in the world. This would be possible (and with many doubts) if its competitive advantage was so overwhelming that it left its cars in a position years ahead of the competition. But if we have seen anything since 2020, … Read more

Tesla is pivoting to turn its cars into a side business. The reason: their income falls by 61%

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The Tesla Model S and Model X are incredible cars. Get them while they’re still available! With these phrases, Elon Musk, CEO of Tesla, has accompanied the company’s announcement in X in which they point out that during the next quarter they will reduce their production of the Tesla Model S and Model To its credit, the company will produce Optimus robots. by surprise. It was known that Elon Musk has been pushing for some time for Tesla to increase its investments in artificial intelligence and robots, either in humanoid form like Optimus or through its robotaxis for autonomous driving. But what we did not expect is that this bet would displace two of its most iconic models. And the company will stop producing its Tesla Model S, its first sedan, and the Model X, its first SUV, in Freemont (California) to make way for the production of Optimus robots. The company closes a chapter by recognizing that “Tesla would not be what it is today” without these cars. In Xataka Tesla wanted to make 20 million cars in 2030. The reality in 2025 is that Tesla has crashed and BYD is already leading A paradigm shift. The decision to invest in this factory to increase robot production is more than just a redistribution of its efforts, it is confirmation of a change in strategy in the company. Musk seeks invest $2 billion in xAIthe company dedicated exclusively to artificial intelligence. Intertwining your companies is one of the obsessions from the CEO of Tesla so that some feed each other. xAI is key to power and improve Grok which, in turn, is already included in Tesla vehicles as an artificial intelligence assistant. At the same time, xAI is also decisive for the functioning of its robotaxisthe cabin without wheels or steering wheel that Tesla wants to put on the street to offer a completely autonomous taxi service. In Xataka Tesla can’t wait for us to take our hands off the wheel. We have tried it and we have opinions More than complicated numbers. Optimus has left many doubts and Musk himself has confirmed that he expects a slow deployment. However, dedicating a plant that only manufactured a handful of cars is not only confirmation that the company does not care in the least about killing a product if it understands that it is not profitable or that its future is much less interesting than a new bet. Changing the use of the factory is also a necessity. And the numbers presented by Tesla are something much more than complicated: Net profit has gone from 7.1 billion to 3.8 billion dollars, 45% less. In the last quarter, turnover has fallen from $2.1 billion last year to $840 million. It is a drop of 61%. The company has delivered 1.64 million cars in 2025 in what is its second year reducing its sales. In the United States the drop in sales is 7%, according to Cox Automotive, reported in The New York Times.  In the same period, it is estimated that BYD has sold 2.25 million cars Purely electric. In Xataka The Tesla Cybertruck is such a sales failure that Elon Musk has only found one solution: buy them from himself Loss of identity. The Tesla Model S and Model X have become residual cars for the company since the Model 3 and Model Y occupied the bulk of sales. Both are very expensive cars that cost around or exceed 100,000 euros. Both the saloon and the SUV served the brand to boost your image and personality as unique cars. Over the years, that has been lost. And the huge screens that previously surprised now do not stand out in a market that has turned to trying turn the cabin into a multimedia centerespecially in China. Your own assembly line has been forced to keep its design unchangedwhich has made them lose freshness. The popularization of its Tesla Model 3 and Model Y has popularized access to the company, making them lose part of that desirable car aura. {“videoId”:”x9tnvi4″,”autoplay”:false,”title”:”Why YOUR NEXT CAR WILL SURELY BE CHINESE”, “tag”:”Webedia-prod”, “duration”:”614″} A cut production. The decline in sales has led to declining production of both models. To give us an idea, nothing is better than the data provided by the company itself: 2022: 71,777 units produced and 66,705 deliveries 2023: 70,826 units produced and 68,874 deliveries 2024: 94,105 units produced and 85,133 deliveries* 2025: 53,900 units produced and 50,850 deliveries* Starting in 2024, Tesla accounts for the production and deliveries of the Tesla Model S, Model X and Cybertruck in the same item. That’s whyCybertruck sales are estimates outside of Tesla The Tesla Model 3 and Model Y Standard confirms a story. The story of what I want and I can’t of Tesla’s 25,000 euro car In Xataka The Tesla Model 3 and Model Y Standard confirms a story. The story of what I want and I can’t of Tesla’s 25,000 euro carThe limits . Tesla is in a stagnant situation with its electric cars. The company stepped on the accelerator in 2024 to remain the best-selling electric car brand in the world and improve the previous year’s data. But it did not succeed, going from 1.85 million cars produced and 1.81 million cars delivered in 2023 to 1.77 million units produced and 1.79 million cars deliveredin 2024 . Year in which, in addition, They increased their range with the Cybertruck which started at a very good pace. The company, therefore, needs to kill some very expensive cars that are barely generating a positive impact on its accounts no matter how high the profit margin obtained with each unit. To begin with, because the company needs a boost from its investors, who seem to support these decisions. And, second, because we have to see if the company has not already peaked in its vehicle sales. At leastwith its particular way of producing cars with huge presses that are only profitable by manufacturing millions and … Read more

Tesla turns on the mega-refinery in Texas with which it wants to break China’s game

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The map of global power is no longer drawn only with oil wellsbut with the critical mineral pathways. In a move that redefines the auto industry and energy geopolitics, Tesla has announced that its lithium refinery in Texas is already an operational reality. It is not just another factory; It is the West’s first major attempt to wrest the keys to 21st century mobility from China. The advertisement. tesla sent a strong message through its official channels: its lithium refinery is now operational. According to Elon Musk himselfthis milestone “marks the beginning of energy independence for North America.” The facility, located in Robstown, near Corpus Christi Harbornot only seeks to ensure the supply of components, but also to reduce logistics emissions and generate regionalized employment. As detailed by Spectrum Newsthe plant has met the ambitious deadlines set since it was launched the first stone in May 2023. What was then a project of more than 1,000 million dollars, today is, according to Musk’s wordsthe largest and most advanced facility of its kind on the continent. A look towards China. To understand the magnitude of this step, you have to look at the Asian giant. Tesla is replicating the successful strategy of the Chinese giant BYD: absolute vertical integration. It’s no longer just about designing software or assembling chassis; it’s about controlling the entire value chainfrom when the mineral comes out of the ground until it becomes a battery cell. The capacity of this plant is massive. According to the specialized media DiscoverAlertthe refinery has a capacity of 50 GWh per year, which translates into enough lithium to manufacture approximately one million battery packs per year. By eliminating intermediaries, Tesla not only ensures its production rate, but also shields itself from the frailties of global logistics and geopolitical tensions. Texas alchemy. The real revolution of this plant is not only its size, but its chemistry. As Jason Bevan explainsmanager of Tesla, the plant uses a pioneering process in the United States: alkaline leaching to directly convert spodumene mineral into lithium hydroxide suitable for batteries. Unlike traditional refining—which often relies on aggressive acids and generates hazardous waste such as sodium sulfate—Tesla’s method is acid-free (acid free). As the refinery staff explains in the official video released by the brandthis process eliminates toxic byproducts. Instead, it generates a mixture of sand and limestone known as “anhydrite.” This byproduct, far from being waste, is being integrated into the circular economy. tesla confirmed from the beginning of the project that this material would be used in the production of construction materials (concrete), turning a traditional waste stream into a useful resource. Is it possible to break away from China’s shadow? Despite the optimism in Texas, the reality of the global market remains overwhelmingly favorable to Asia. How we have developed in XatakaChina currently controls the refining of 19 of the 20 strategic minerals evaluated by the International Energy Agency (IEA). Their dominance is almost total, since they process 95% of the graphite and 98% of the rare earths on the planet. Furthermore, the Chinese advantage is not coincidental, but the result of decades of investment under the “Made in China 2025” plan. While Tesla has managed to build its refinery in a record time of 19 months, the IEA warns that, on average, a mine takes up to 17 years to be operational. However, the United States has begun to play its cards with unprecedented aggressiveness. According to OilPricethe US administration has moved from traditional lending to direct involvement, acquiring stakes in mining companies such as Lithium Americas. This paradigm shift seeks to close the gap with China through public-private collaboration that includes massive projects such as Thacker Pass in Nevada, which is expected to be the largest lithium supply in the Western Hemisphere by 2027. The mining ecosystem: from Nevada to Texas. Until now, lithium production in the United States was almost negligible. According to a CNBC report, the Silver Peak plant in Nevada, owned by Albemarle, has been the only active source in the country for decades. Their method, based on solar evaporation in giant pools covering 13,000 acres, is a slow process that requires 18 to 24 months to concentrate the mineral. The arrival of Tesla and other players such as American Lithium (which recently expanded its assets in Nevada according to their own corporate statements) is transforming the sector. While Albemarle focuses in the extraction of underground brinesTesla focuses on the refining of hard rock (spodumene), creating a diversified ecosystem that seeks to feed the growing demand for electric vehicles. A change of era. The success of the Texas refinery will not be measured only by the tons of lithium hydroxide it produces, but by its ability to demonstrate that the West can compete on costs and sustainability without depending on Chinese infrastructure. Tesla isn’t just making electric cars; is building the foundations of industrial sovereignty. This project is the first concrete step to reduce a dependency that until recently was considered inevitable. Time will tell if 19 months of Texan engineering can beat two decades of Chinese strategy, but, for now, Tesla already has one of the keys. Image | tesla Xataka | Tesla urgently needs to make its electric cars cheaper. And their plan is to produce batteries in Germany

The Xiaomi electric car that beat Tesla in sales has been renewed. And he has shattered a resistance record along the way

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Xiaomi’s Xiaomi SU7 has broken a world endurance record and has become the first electric sedan in the world capable of traveling 4,264 kilometers in 24 hours. The previous record was held by another Chinese company. the car. The Xiaomi SU7 renewed just a few weeks ago not only some aesthetic touches: now the engine is the V6s Plus, the same one fitted to the Xiaomi YU7 with the promise of achieving 902km (under CLTC cycle) on a single charge and 670 kilometers of autonomy in 15 minutes. The test. The Chinese brand has just announced that the Xiaomi SU7 Max has just broken a record that until now was held by Xpeng’s P7. 4264 kilometers traveled in 24 hours, within a closed circuit. Why is it important. First of all, this number is the immediate translation of what Xiaomi has achieved with its affordable sedan: shattering the endurance record for electric vehicles. A milestone that places it far above the Xpeng P7. Bringing the circuit test to the practical world, the record comes close to the new SU7 going on sale in China. Xiaomi wants to make it clear that its car is capable of withstanding limits well above those that no user will expose it to on the street. How has he achieved it. For much of the test, the SU7 Max maintained a constant speed of 240 km/h, with a maximum of 265 km/h along CATARC, a 7.8 kilometer oval track. The only stops made were to recharge the vehicle. The engine of this updated SU7 mounts a 101.7 kWH NMC battery, capable of recovering 670 km of autonomy (according to the Chinese CLTC cycle) in just 15 minutes. A V6s Plus engine capable of rotating at 22,000 rpm and extracting a maximum power of 681 HP. Sales success. Xiaomi’s SU7 is an unprecedented success. Being the first car manufactured by the company, it has achieved sell more than the Tesla Model 3, outperform rivals in specifications like him Taycan Turbo in its Ultra version. Still, the company is losing money. 800 million dollars. Ironic as it may seem, Xiaomi lost close to a billion dollars in the first year manufacturing the SU7. The company has placed more than 350,000 cars on the market since the launch of the SU7 but… Between 2021 and 2025, it spent 3.3 billion on the development of both the car and its ecosystem. The figure increased to 4.2 billion in research in 2025. Figures that, as astronomical as they may seem, do not represent a major problem for a company that aspires to become the largest manufacturer of electric cars in the world, above Tesla. Image | Xiaomi In Xataka | Xiaomi’s electric car heads to Europe: the global launch will take place in 2027

Tesla resurrects the Dojo project with a radically different philosophy

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Elon Musk is one of the most important agents in the era of artificial intelligence. Meta, Alphabet, Microsoft with OpenAI and Oracle are prominent names when we talk about gigantic data centersbut if there is someone who cuts the mustard, it is Musk with his xAI company. His Colossus Memphis with 100,000 H100 from NVIDIA to train Grok surprised even Jensen HuangCEO of NVIDIA, but Musk’s goal is not to depend on others. NVIDIA leads the way in chips to train AI (so much so that even Chinese companies want to buy its H200, even if they don’t let them do it). But Musk, like China, wants independence and technological sovereignty, and That’s why he invested in Dojo. It was an ambitious plan to build a customized supercomputer to train the neural networks of the controversial autonomous driving (the FSD). After more than five years in development, 1,000 million dollars invested and key engineers who took the lead drainMusk hill the tap in August of last year. The future was in the AI5 and AI6 chips which were less specific, but could still be used to train the FSD system. However, there is a new twist to this tortilla chip and Musk has decided to relaunch the project. tesla reactive the development of Dojo 3, and it does so by burning bridges with the previous philosophy of this supercomputer. Dojo 3, the heart of Tesla’s autonomous driving Although Tesla has stopped more doubts than anything else these last few years regarding autonomous driving concerned, this continues to be one of the pillars in the company’s short-term strategy. Because they not only have the FSD in their cars, but also in the controversial ‘robotaxis’. Supposedly, it will be this 2026 when Cybercaps will begin to be manufacturedcars that, unlike the taxis that we already see in some cities, will arrive without pedals or a steering wheel. But he doesn’t just want to fuel his cars. Musk wants to make money with softwarebut to have that software, you need to train the system and make it more secure than now. That’s where Dojo came into play. This hardware depended on a very specialized and complex architecture. The D1 chip was the heart of it all, but to achieve high computing power a complex network of thousands of D1 chips mounted in physically separate cases and interconnected by Ethernet cables was needed. It was a very specialized system, but complex to scale without skyrocketing costs. When Tesla turned off the Dojo tap, it commented that its companies would continue investing in the creation of less specialized chips such as the AI5, AI6, AI7 and subsequent ones. More conventional and easier to scale chips. And, precisely, the advances in this architecture are the decisive factor for Musk to revive Dojo. Instead of requiring complex interconnected equipment, Dojo 3 will adopt a modular architecture in which several AI chips can be installed on a single board. Not only is wiring complexity reduced, but heat dissipation is facilitated and the space required for installation is reduced. And, the easier it is and the less space it requires, the more chips can be mounted and the greater computing power. It is not the only advantage. Grouping chips on a single board reduces latency within the chips and improves the power efficiency of the device. To give an example, although they are a headache for expansion, it is the same philosophy that laptops with SSD or RAM memory soldered to the board: Everything communicates faster, more fluidly and requiring less energy to operate. Furthermore, being less specific than D1, xAI’s AIs fulfill both training and inference functions (the Dojo only served for training), which represents cost savings for the company. Now, Dojo 3 will not be a reality immediately. In recent days, Musk has shared via Twitter X the roadmap for its semiconductors. The AI5 developed together with TSMC is “almost finished” and they are already in the early stages of AI6. Meanwhile, he hopes that there will be a new version every nine months, with the AI7 and subsequent ones in the company’s plans for 2027. And a big question is who will make these chips. We can immediately think of TSMC, a leading company in these fields that even is expanding in the United States and that already has clients like herself NVIDIA for its new AI training chips. But no: it will be Samsung. At least, of course, for an AI6 with which Tesla signed a $16.5 billion deal that was seen as a victory for the South Korean giant’s function. We will see how the plans evolve, since if something appears that they consider better, they have shown us that their hand does not tremble when it comes to swerving, but This strategy on less specialized chips is interesting taking into account the needs in autonomous driving, AI training and robotics that the company faces. Images | xAI, Steve Juvetson In Xataka | Elon Musk wants to turn xAI into an ultra-valuable company and he knows how to do it: using the SpaceX vault

Tesla wanted to make 20 million cars in 2030. The reality in 2025 is that Tesla has crashed and BYD is already leading

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Tesla has had another setback in 2025. And it has accumulated two years in a row of decline. The company had experienced a meteoric rise until 2023 but has accumulated two years of clear decline. And the most worrying thing is that their promises were to multiply their sales but, above all, to take advantage of the pull of an electric car that is gaining followers. When it is easier to sell electric cars, Tesla falls. 1,636,129. These have been the cars delivered by Tesla in 2025. Of them, 1,585,279 correspond to the sum of the Model Y and Model 3, which leaves the S, X and Cybertruck slightly above 50,000 units in an entire year. Why does an electric car have less autonomy than advertised? For the second year in a row, Tesla falls. If we review the figures for 2024, the company put about 150,000 more electric cars on the market than this year. to get it pressed the accelerator to the floor in the last quarter of the year but this time it has not worked for him. two years. Although Elon Musk’s team tried by all means to stop the fall in 2024, this time it has been impossible. The drop in deliveries is significant but it is much more so if we look at 2023. That continues to be a record year for the company. So they put 1.81 million cars on the market. If we look back, Tesla has stopped selling around 10% of electric cars compared to two years ago. That year, Tesla positioned the Tesla Model Y as the best selling car in the world. With his final push, Tesla managed to stop BYD from overtaking him. But it was a victory with an expiration date because the Chinese company has far surpassed it in 2025. According to data collected by ElectrekBYD has sold 2.25 million electric cars in 2025 (exceeding 4.5 million cars in total). 20 million. Tesla’s data is especially concerning for the company because its promises were enormous. In 2022, Elon Musk aimed to In 2030 they would sell 20 million cars. To give us an idea, it is the sum of all the sales of Toyota and the Volkswagen Group together. The problem for Elon Musk’s company is not just that its growth has stagnated. The real problem is that it does so just when the electric car market is broader than ever. In the absence of knowing the definitive data for 2025, the truth is that Every year the electric car market is broader and the possibilities of placing a car in it are broader. In the European Union (with data from November) The electric car has grown by 27.6%. And the share of electric cars has grown by three points, standing above 16%. According to ACEA data, only in Croatia, Estonia, Luxembourg and Romania have fewer electric cars been sold than in 2024. And sales of electric cars in China continue to grow. Because? There are several factors that explain Tesla’s sharp sales decline. Elon Musk’s company has experienced a rollercoaster of emotions in 2025. The first stages of the year They didn’t anticipate a good workout. and it has ended up being confirmed: And he has made efforts. And the company has tried to turn the tables. The most obvious efforts are the redesign of the Tesla Model 3 (September 2023) and Tesla Model Y. The latter has undoubtedly had to impact its production in 2025 but it is clear that it has not managed to gain traction as expected in the market. But, in addition, the company has put on the market two shortened versions called Standard. The objective is clear: to make the product more attractive while raising the price of the previous options so that anyone interested in them would have to spend some extra money. At the same time, it looks like a great car to sell to large fleets. No gap. The other big problem for Tesla is that rivals seem to have entered territory that seemed limited for the company. In China, the market has long turn towards local products and in Europe more attractive sized versions are arriving. And the Tesla Model 3 and Model Y are large for the size they are usually purchased in Europe. Before, with less competition, they seemed like the ideal product. and for price They are still one of the best options of the market but unaffordable for those looking for cars of about four and a half meters. Tesla is also not managing to carry out options that are clearly cut from the Model 3 or Model Y. The company had the objective of launching an electric car smaller than these two models but if it has not launched them on the market it is because can’t make them profitable. Photo | Bram Van Oost In Xataka | The Tesla Model 3 and Model Y Standard confirms a story. The story of what I want and I can’t of Tesla’s 25,000 euro car

NVIDIA already has its own Autopilot. And Tesla has reason to worry

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NVIDIA has presented at the CES 2026 Alpamayo, a family of open source AI models designed specifically for autonomous vehicles. The system not only detects obstacles and plans routes, it “reasons” about complex situations and explains your driving decisions. Mercedes-Benz will be the first to implement it in the CLA, which will arrive in the United States in the first quarter of 2026. Why is it important. Tesla has kept its FSD system completely closed since 2016, and now NVIDIA is betting on releasing the weights of the model, the framework of simulation and more than 1,700 hours of driving data. This strategy can make NVIDIA “the Android of autonomous mobility” and allow any manufacturer to access capabilities comparable to Tesla’s without requiring years of internal development. The contrast: Tesla sells its FSD as a proprietary system integrated only into its cars, generating recurring income from your own clients. NVIDIA wants to sell chips to the entire industry, providing the base technology for others to build their systems. The first model earns more per individual sale, but the second can scale exponentially if multiple manufacturers adopt the platform. In detail. Alpamayo 1 is a 10 billion parameter model that processes video and generates both a trajectory and the logic behind each decision. Jensen Huang has described it as the “ChatGPT moment for physics AI.” The Mercedes CLA will integrate 30 sensors (cameras, radar, ultrasonic…) and will be marketed as a “Level 2+” system, similar to Tesla’s FSD in that it requires constant attention from the driver. Between the lines. NVIDIA’s move seems really good from a regulatory point of view: By generating a “reasoning traceability” that explains every decision, it reassures regulators who are often terrified by black-box models. And by releasing the code, it hooks startups and manufacturers in your CUDA ecosystem. If you can’t develop autonomy yourself (most traditional manufacturers can’t), you just use Alpamayo… and run it on NVIDIA chips. The threat. For Tesla, this means the dreaded commoditization of a technology that has been its main differentiator. If Mercedes delivers FSD-like capabilities in March based on a system that any brand can buy, Tesla’s sales pitch weakens. Elon Musk You have already commented on this announcement on your X profile: “It’s easy to get to 99%, then it’s very difficult to solve the rest.” It also seems like an implicit admission that Tesla hasn’t solved that final problem either. Yes, but. Open source does not guarantee success or similarity with Android in telephony. Actual implementation, integration with specific sensors and validation in real conditions remain complex. Tesla has been accumulating millions of kilometers of driving data for years. NVIDIA offers 1,700 hours, a tiny fraction in comparison. The question is whether that data advantage for Tesla offsets the distribution advantage NVIDIA can get by partnering with multiple manufacturers. Time and the market will tell. In Xataka | If it seems expensive to change the battery in an electric car, wait until you see what it costs in a Ferrari LaFerrari: more than 200,000 euros Featured image | Pixilustration

The Tesla Cybertruck is such a sales failure that Elon Musk has only found one solution: buy them from himself

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It could have been a flagship model with short production and huge margin. But Tesla decided that it had to turn it into just another car, a product for which it expected success comparable to any other company model. They have missed the mark so much that Elon Musk’s companies are buying the Tesla Cybertruck to boost sales. Blowing up the numbers. At the moment there are 1,000 units and they could reach 2,000, they say in Electrek. The media specialized in electric mobility in the United States assures that an internal source has confirmed that these are the Tesla Cybertrucks that SpaceX and xAI have already purchased from the car manufacturer. Why does an electric car have less autonomy than advertised? The information expands a publication from the medium itself which already pointed out in October that Tesla was selling its cars to Elon Musk’s other two companies. Then they pointed out that the movement could be interesting for companies because the purchase of this type of automobile was subsidized. If SpaceX and xAI had to buy cars, at least they were helping to make the hole in Tesla’s accounts a little less deep. Click on the image to go to the original tweet 80 million dollars (at least). However, we must not overlook the fact that SpaceX and xAI have spent more than 80 million dollars in buying Tesla cars. And that is in the best of cases because the company is selling the electric pick-up in versions of $80,000 and $115,000. A figure extraordinarily higher than the $39,900 promised the first day of its announcement. And the company started selling the most expensive versions of its pick-up like hotcakes. So much so that the price of the car skyrocketed on the second-hand market for those who wanted to skip the line and others made a splash by ordering several units and ordering them for days. Months later, the bubble burst to the point that Tesla cannot sell its production. There is no way out. And the company is having real problems putting its Cybertruck on the street. First, it is not easy how many you actually sell because in your accounts Tesla groups sales by category. One is for the land vehicles (Model 3 and Model Y) and the rest for its luxury options (Model S, Model Y and Cybertruck). Despite this, in Electrek They point out that they are not selling more than 20,000 units a year. It is a resounding failure because the company has the capacity to produce 250,000 units and Elon Musk even stated that They could sell half a million units of your electric pick-up. As the months go by, however, all we have is news about shopping centers in which they accumulate unsold electric SUVs or vehicle deliveries that carry collecting dust for months in a field There is no market. There is worse news for Tesla: there is no market for the Cybertruck. the car hasn’t shown much on their off-road excursions but, in addition, the very idiosyncrasies of the country in which it is sold means that this enormous electric pick-up that promises to be able to go anywhere is unusable for use as a work vehicle. And the Cybertruck has remained an exotic vehicle in urban areas. In a country where charging points are scarcea high-consumption electric pick-up (imagine its use on a ranch, towing another vehicle…) is useless. Much more if we review all its design and reliability problems. And it’s not just a Tesla thing. Ford has had to cancel production of its F-150 Lightning because you can’t sell the car once the most passionate customers have already purchased it. The alternative will come with a extended range system to function most of the time as an electric vehicle but extend its range by hundreds of kilometers. Photo | Maxim In Xataka | Those who don’t know a C15, pray to any Tesla Cybertruck: Twitter has been filled with videos of Citroën humiliating the off-roader

Tesla urgently needs to make its electric cars cheaper. And their plan is to produce batteries in Germany

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Tesla will take the production of batteries for its European Tesla Model Y to Germany. This is what the German press agency DPA assures, information that has been echoed by German media such as Handelsblatt. “From battery cells to vehicles, everything must be produced in one place,” a spokesperson told DPA. For now, the statements remain somewhat cautious. The company talks about a three-digit investment (speaking of millions of euros) and that the decision will be confirmed “if the framework conditions are adjusted”. It must be taken into account that Elon Musk already assured in 2020 that they would raise “the largest battery factory in the world” in Germany which, of course, has not been carried out. Tesla’s intentions are to make the production of the Tesla Model Y as cheap as possible in order to face European competition. Right now, the company has to import its batteries to Germany from the United States, an environment that is also complicated in production due to the tariffs that the country has raised on components that arrive from abroad. If consolidated, Tesla aspires to produce batteries worth 8 GWh, a figure that is far from the 50 GWh it aspires to produce. Stellantis with CATL in Aragon. Why does an electric car have less autonomy than advertised? Between the bad and the worst If we take the month of October as a reference (the last analyzed by ACEA), Tesla has fallen almost 40% in sales in Europe in the first eight months of the year. The figure has left the company with 117,000 units sold compared to the 192,439 units it had registered last year in the same period of time. Obviously, its weight in the market has also fallen, to the point that it has been reduced by almost half. Right now, 1.3% of the cars purchased in Europe are Tesla vehicles when the company reached a market share of 2.2% and in 2024 it will make the Tesla Model Y the best-selling car in the world. Suzuki, Nissan or SAIC (owner of MG) have overtaken Tesla this year. However, 2025 is being a fateful year for the company. Especially in Europe where Elon Musk’s political positioning has squandered the brand image in countries like Germany and France. The company is facing new proposals from its rivals that are close in price and already offer a real alternative to Tesla cars. To solve it, and no smaller, more affordable versions on the horizonTesla has launched the Standard versions of its Model 3 and Model Y. They are versions with reduced equipment that try to reduce prices to keep both cars as attractive options. At the same time, yes, the price of the rest of the versions has increased to increase the gap and force the customer who does not want a shortened version to spend more money. The announcement also comes in a strange context in the European Union. media like Bloomberg They emphasize that the announcement has been made at a time when solutions are being sought to lower the limits of polluting emissions, but the truth is that European manufacturers They still need to sell many electric cars even if the measures proposed by the European Commission were approved. What is true is that Tesla is manufacturing its batteries in the United States but they have had to face an extra cost for them because the country has raised harsh tariffs on all components arriving beyond its borders. Although Tesla has been one of the least affected manufacturersthe extra cost appears to be high enough for the company to invest in Europe. And Tesla itself has pointed out that producing batteries on our continent continues to have such a high price that its profitability is doubted. Therefore, the only reason for Tesla to continue investing in Germany and not opt ​​for other European countries such as Spain (as it has done CATL with Stellantis or the Volkswagen Group) is because It already has part of the structure assembled in the German country and it would be a matter of increasing the productive land on their land. Furthermore, it is to be hoped that the European Union will further pave the way for attract investments in terms of battery production. Our continent is still far behind the United States but, especially from China and the most renowned attempts have been a total failure like Northvolt. It remains to be seen to what extent this movement allows Tesla to make its vehicles cheaper and continue to stand up to increasingly stronger European manufacturers. And some Chinese companies that hope that the negotiations between their country and the European Union to lift tariffs come to fruition. What Tesla is surely looking for are more stable policies than those of the United States, something complex in such a changing geopolitical context. Photo | In Xataka | Car manufacturers bend their arm to the European Union: we will have combustion engines in 2035

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