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Model 3/Y Achilles’ Heel – The Maintenance Nobody Expects Over the past multiple months, we’ve been analysing one of the most overlooked causes of Model 3/Y battery overheating, compressor failures, and HVAC-related powertrain issues. Most people assume the problem starts with the compressor, software, or the heat pump itself....

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EV Clinic has fully “pwned” the Tesla LDU down to its core — reverse-engineering every electronic and mechanical flaw/coolant failure, then systematically eliminating the weaknesses. The result is the LDU Tesla originally promised but EVC delivered: engineered for a 1-million-kilometer lifespan, with real-world units already exceeding 850,000 km. Tesla’s early adopters deserve nothing less than top-tier quality and durability. Coolant ingress, moisture, and normal wear commonly damage stators, windings, PCB controllers, connectors, phase boards, and TMS processor firmware. None of this stopped us from pushing forward for past 4 yearsrr free. We rebuilt the LDU properly — without shortcuts (no “coolant delete” solutions), starting from redesigned spare parts, dedicated tooling, and production processes developed exclusively for the Tesla LDU. Doing LDU is not easy because it demands several sets of exclusive and internally developed tools. EVC Explorer was last nail helping us trace electronic faults and validate repair before assembly. This is exactly why, for our latest remanufacturing revision (2025+ repairs), we provide customers with a 2-year, unlimited-mileage warranty on the mechanical components (inverter excluded). Give your Model S immortality, and if it fails do it properly with EV Clinic: EV Clinic Zagreb EV Clinic Zagreb 2 EV Clinic Berlin EV Clinic Ljubljana soon EV Clinic Beograd soon EV Clinic Istanbul soon EV Clinic Paris soon EV Clinic Frankfurt soon

EV Clinic

40,248 views • 8 months ago

REMINDER: A 2022 study from the Cleveland Clinic—ranked as *one of the top hospitals in the world*—showed that the more mRNA COVID injections you get, the more likely you are to get COVID. (1/3) "The proof is massive that the vaccines do more harm than good to everybody." Dr. Chris Shoemaker (@CShoemakerMD), a comprehensive physician in Canada, describes for Jason Lavigne (Jason Lavigne) how the mRNA COVID injections **increase** one's risk of getting COVID. Shoemaker highlights a seminal study performed by the Cleveland Clinic—often rated as one of the top hospitals in the world—which looked at the effectiveness of the injections in its own employees. The cohort size was just shy of 52,000 people. "The proof is massive that the vaccines do more harm than good to everybody," Shoemaker tells Lavigne. "The Cleveland Clinic hospital system...wanted to check who was doing the best of their staff. Some of their staff were totally unvaccinated. Some had had one or two jabs already after a year-and-a-half of the COVID program, and some had...five. So they checked everybody from 0 vax to five vaxs, and they wanted to see how they were in terms of time off work, illness, actually getting COVID, transmitting COVID to their own family, or bad effects of COVID, like death or severe illness. And they checked for all the indices, and they found that whatever number of shots you had, each additional shot made you another 20% more likely to get the bad result." Shoemaker adds: "By the time [you'd] gotten five jabs, you were five times more likely to have bad consequences going on for you. You're pretty well off the staff at the Cleveland Clinic at that point because your health has deteriorated so badly from five jabs. [On the contrary,] the zero vaxxed staff were still working steadily without interruption [and] weren't having any troubles. So that's point number one in terms of actual effectiveness of this crap that they wanted to put into us. Completely ineffective. In fact, negatively effective. Harmfully effective is what they are, and the Cleveland Clinic proved it in a five-month study in 2022."

Sense Receptor

41,713 views • 1 year ago

THE TESLA MODEL S: THE CAR THAT CHANGED EVs FOREVER – AN HONORABLE END TO A LEGENDARY ERA Tesla just announced the end of Model S production (along with Model X) by Q2 2026, as the company shifts focus toward full autonomy and robotics. Elon Musk called it an “honorable discharge” to make way for the future of AI-driven mobility. But let’s never forget what the Model S truly was: the vehicle that single-handedly proved electric cars could be fast, luxurious, long-range, and desirable—forever shattering the myth that EVs were slow, boring golf carts. Launched in 2012, the Model S was revolutionary: • 0-60 in under 4 seconds (Plaid versions hit sub-2 seconds) — beating most supercars while being silent and efficient. • 300+ mile range when most EVs struggled with 100 miles — making road trips practical and killing “range anxiety.” • Over-the-air updates — the first car to get major performance, features, and safety upgrades wirelessly, like a smartphone on wheels. • Autopilot foundation — laid the groundwork for Tesla’s FSD ecosystem that now powers millions of vehicles. • Forced the industry to respond — GM, Ford, VW, Porsche, and others rushed to catch up, accelerating the global EV transition. Without the Model S proving EVs could dominate the luxury/performance segment, there might be no mass-market Model 3/Y revolution, no Rivian, no Lucid, and far slower adoption worldwide. It wasn’t just a car—it was the spark that ignited the modern EV era. As we say goodbye to new Model S builds, its legacy lives on in every Tesla on the road and every electric vehicle chasing what it started. Thank you, Model S—you changed the world.

Tesla Owners Silicon Valley

52,851 views • 7 months ago

Today is a day to celebrate. After five years of relentless reverse engineering case by case, thousands of unpaid engineering hours, and countless failed experiments, we can finally say that we have solved approximately 95% of all known high-voltage failure mechanisms and developed permanent repair solutions for Renault R240 and developed multiple tools to help ourselves on this journey. (DCDCBox, 5AQ Cloner, HV Bench wiring…) What once seemed impossible is now routine: • eDrive performance improvements • eDrive repair kits • Valeo inverter cloning • Inverter authorization migration or VIN Change • BCB cloning and programming • EMI filter repairs • BCB repairs • Charge port repairs • EVC controller repairs • Cooling system fault solutions • DCDC analysis, repair, and permanent upgrades • High-voltage insulation fault diagnostics • Rotor and stator rewinding • HV battery and BMS repairs • BMS reset and recovery • Brand new modules on stock • Solutions for nearly every charging interruption failure • HV EVC Extender Bench Test Cables • …and much more in EVC Academy trainings! Every solved failure represents hundreds of hours of investigation so that the next customer never has to pay for that research again. And today, another one joins the list. Another “non-repairable” problem is no longer non-repairable. The real achievement isn’t just solving these failures. It’s spending thousands of unpaid engineering hours so workshops around the world don’t have to. Today, the EVC KnowHow Academy contains more than 100 of the world’s most complex and expensive EV repair procedures, making EV Clinic a global leader focused exclusively on the hardest high-voltage failures. Our mission is simple: make advanced EV repair knowledge accessible, affordable, and repeatable, so vehicles leave workshops under their own power instead of on a tow truck. Link 👇 OEM repair cost: 8000€ EVC repair cost: 2900€ RIP: P066796 The current sensor (mains) of control unit “N83/10 – High-Voltage Battery Charger Control Unit (22 kW charger)” has a malfunction. Time spent: 160h You failed repairing R240? Dont worry, access EVC Training anytime;

EV Clinic

61,772 views • 1 month ago

Dr. Mike Yeadon: The Real Agenda Behind the EV Mandate—It’s Not About the Environment The push for electric vehicles (EVs) has nothing to do with saving the planet and everything to do with dismantling the automotive industry as we know it. According to Dr. Mike Yeadon, modern internal combustion engine (ICE) cars are already so clean that their exhaust is purer than the air in many cities. Thanks to catalytic converters, nitric oxide converters, computer-controlled fuel injection, and stop-start technology, today’s petrol and diesel vehicles emit almost no detectable pollution. Gone are the days of choking fumes and stinging eyes—yet governments are still forcing a transition to EVs under the guise of environmentalism. The truth? The EV mandate is a deliberate attack on mass manufacturing. Automakers like Volkswagen, Audi, and Ford are being squeezed from both sides: fined £15,000 per car if they don’t meet escalating EV sales quotas, while simultaneously facing unbeatable competition from subsidized Chinese imports. With 180 Chinese EV manufacturers—most operating at a loss—it’s clear that someone is willing to spend hundreds of billions to flood the market with cheap EVs, undercutting European and American brands. The result? Bankruptcy for legacy automakers. By restricting petrol and diesel sales while making EVs financially unsustainable, the system ensures that fewer cars will be available overall. The endgame isn’t just to force people into EVs—it’s to eliminate private car ownership entirely. By the end of this decade, only a handful of Chinese EV makers may remain profitable. The rest will collapse, leaving the West dependent on a controlled, limited supply of vehicles. The mandate won’t even need to be enforced—there simply won’t be enough cars to go around. This isn’t about emissions. It’s about control.

Camus

54,856 views • 9 months ago

🇨🇳 Chinese EVs have been taking the world by storm, whether you like it or not When I look around here on the street in China I try recognize the car brands and I see so many brands I don't know One brand I see a lot is LI, but also BYD, Zeekr and XPeng Apparently there's now 129 (!) EV brands in China producing cars, which kinda shows the massive scale of the EV boom here There's a real historical parallel here with the US a hundred years ago, where there were about 2,000 new American car companies in America. Of course most failed, and only a few remained The same is predicted for China, where only 15 EV brands are predicted to survive in a decade, so a real battle is going down here now to see who will win One interesting thing is that there is one American brand that is remarkably present here, and that's Tesla, you see Teslas everywhere, the Tesla Y often holds the top spot for most cars sold in China, and you see Tesla superchargers here a lot What's also interesting is that where Elon Musk gets so much hatred in the West (not from me), in China he's revered as a hero. Elon is a high IQ engineer and successful entrepreneur. And it's a real artefact of the culture that Chinese respect that kind of person while in the West if you're rich, successful and smart you're seen as a bad person by at least half of society. I think that says a lot about our society and how we educate people in the West and we should really reconsider that. Engineering and entrepreneurship are the key stones of a functioning society. Engineering invents new things and entrepreneurs turn those inventions into businesses that bring them to people. Without both, you don't have jobs, money, and well, prosperity! Chinese culture seems to understand this well, which is why they like Elon Musk and still drive Teslas as one of the few Western cars here. Anyway to continue, in this video I visited the Huawei store and I have to add a correction, because due to new Chinese regulation that requires car brands to fully own their manufacturing, Huawei has "officially" separated their car business, but in fact they still fully design the car, sell the car, and get most of the profit from it. They just can't call it a Huawei car anymore Huawei is interesting because they produce everything, phones, tablets, watches, laptops, and, well indirectly, EV cars too A similar brand is Xiaomi, who actually do own the manufacturing of their EV, and their EV is one of the fastest growing in sales in China It's a real slap in the face for the West I feel that Apple, the creator of the iPhone, wasn't able to produce a car and cancelled their car project, when many of the Chinese phone companies are producing their own cars now with relative ease Of course the iPhone is produced in China, and manufacturing is in China, so being closer to the manufacturing physically, it must have been easier to design a car, than try to do it remotely from Apple's office in Cupertino But it does seem significant that we couldn't do this While I'm writing this the news comes in that Germany's car and greater manufacturing industry is tanking, their energy costs have gone up 2-3x due cutting off the Russian gas, and they've simply become too expensive overnight Germany's car industry, the historical center of car production in the world with BMW, Mercedes-Benz, Audi and Volkswagen, has started laying off 100,000+ employees and scaling down their production due to declining sales, which are a direct result of the competition from China offering cheaper, more advanced EVs with better software than the Germans And I mean you can feel it, I walk around in EV car stores here and the cars look great, the interior looks modern, the software is miles ahead of the clunky interfaces of German cars, most EVs here have a little cute robot on the dashboard that you talk to, so you never have to touch the screen anymore to do anything, like "switch on the wipers" or "route me to my hotel" etc. The EVs here honestly do not feel cheap, they're well built and comfortable Europe has tried to stop the rise of the Chinese EVs in the European market with a 45% tariff, but even with that tariffs, many Europeans still prefer to buy Chinese EVs over others, and they're still cheaper than the German cars! The US went further with a 100% tarrif, and that stopped them from being sold mostly in the US because it's not profitable anymore for the Chinese One thing I have to add which you probably know is that the Chinese government does heavily subsidize their EV industry (with about $230B+ in the last decade), it's not a secret and their subsidies do not compare to the ones the US and EU provide for their industries, which gives Chinese EV companies the (unfair) advantage to produce them at a discount and sell them abroad cheaper, which is exactly why the EU and US put tariffs on them Even with the subsidies, the engineering and production and software is impressive and feels very modern, I'm a Tesla fan, own a 2025 Tesla Y, but the Chinese EVs feel and look more modern to me. They usually have more screens, more features etc. There's real innovation happening here it feels like And that's kinda the conclusion you get being in China with every industry, they've already by far departed from being cheap clones of Western products, they're now at the next stage of adding their own features and ideas, which is what we always criticize Chinese on "they're not creative", well they are creative, they just start from the point where Western products are now, and then start innovating from there (instead of starting from scratch fully, I mean, why would they?) If you ask Grok how does the future of the Western car industry look like, especially the European/German ones, it's pessimistic. The only positive it can find is that maybe European brands can focus on premium and exclusivity. Like they do with Hermes hand bags, but then do the same with cars. BMW and Mercedes-Benz are of course luxury brands and they could survive by remaining premium and make money that way. But the regular middle and low end of car production in Europe (and America?) will most probably be wiped out and replaced by the Chinese I think That is if the Americans and Europeans will keep allowing them into their markets But even if they don't, the Chinese are happily going to the rest of the world like South America, the Middle East or the rest of Asia where you see BYDs literally everywhere As a European this does feel bittersweet, but then again we've all been shouting from the roof tops for years that this would happen if you didn't create a pro-business climate where startups would sprout, so now it's kinda "I told you so"

@levelsio

595,426 views • 8 months ago

This is where I have to share my raw feelings about Rivian software currently on R1. The software experience they have created is good. It’s their own, with their software stack that they control. With that said, we have to stop making excuses for longstanding bugs. Like Quinn Nelson had posted about long ago, having to do multiple Resets, logins and out to get core functionality to work is not the experience we should be having. I know Rivian and Wassym do not want this. I also know they are working on R2 stuff as well. As a person who has spent real money on 4 Rivian’s with 3 R2 reservation between me and hubby, we are huge fans. Have helped many become Rivian owners as well. But the long outstanding bugs are starting to boil over. It’s dragging the software reliability down. Apple Music has been in Rivian vehicles for just about 2 years now. We are past the stage of it being “new”. Spatial Audio is a key music feature, and for me, and plenty of others, you have to turn that off sometimes just to get music to play. I shouldn’t have to do that. Plus, you can’t change that feature while the vehicle is in drive. So then you have to pull over and fiddle with it just to get it work and sometimes it doesn’t. Rivian assistant can’t do it either. Among other issues, like HVAC preconditioning, unstable cabin temps, GPS locking issues, profile switching not getting right or switching profile after the driver has gotten in, mobile app live activities not functioning properly, and more. The live activities is important, because we don’t have a notification for charging start stop/complete except for charging complete on DCFC, so on a level 2 charger, I don’t know if there is an issue with charging if the live activities don’t appear. Same for HVAC if it’s not showing up I have to keep opening the app to check to see what the temperature is. If you aren’t going to push me a notification that the cabin is at the temp I selected in favor of the live activities, then the live activities has to work. I could go on, but I really love my Rivian. I love the brand, I love what they want to do. And I think R2 is going to change the market for most things, but I want their focus to be on software and stability. Focus on polish, focus on features that many people want, don’t over complicate those things. Example, valet mode should be here by now that locks down speed acceleration and access to certain parts of the vehicle. Basic Pin to drive, not the multi factors drive one that depends on your phone and vehicle having an internet connection. Speedy, clean, stable software is always a win. I know Wassym Bensaid and plenty of others at Rivian can do this. We have seen it before and seen what they can do. The YouTube app is by far the best app they have added. I haven’t had any issues with it. It’s responsive, and works. Everything needs to work like that across the board. Please guy let me help in anyway I can, I just want the best for you and the community and customers. Let’s focus on that. I know some will see this as a complete complaining post but it’s not. It’s a plead to make the experience better for everyone and making the Rivian software the best software it can be.

Tyrone Holland🚀🧑🏽‍💻

51,082 views • 3 months ago

Huge news - proper electric vehicles are about to get to Polo Vivo prices - less than R350,000. This is the BYD Dolphin Mini - which will be sold as the Atto 1 in South Africa - and based on what I’ve been told here in Zhengzhou and can calculate, this car is will be SA’s cheapest EV by some margin and will officially go on sale in September of this year. In this post I’m going to dive into charging time and what it will cost to charge, we’ll take a look at the interior and I’ll report on our exclusive first drive for The Cars.co.za Team and SA media, as well as give you my opinion on the effect this car is going to have on the new and used car markets in our country. For scale, it is about the same size as the Mini Cooper but feels much more spacious interior. Most impressive for a budget EV, it’s fast-charging capabilities mean you can charge the smaller-battery version from 20-80% in 16 minutes at a mall or petrol station, or 2 hours and 34 minutes at home. Battery sizes and range: More affordable variant: - Battery size: 30kWh - Claimed range 220km High spec variant - Battery size: 42kWh - Claimed range 310km Keep in mind that real world range is reduced by a variety of factors such as average speed (highway cruising in particular), average temperature (cold is more problematic than heat), amount of regeneration per journey and driving style. The Atto 1 features a single motor which offers between 65kW and 115kW in the highest spec, providing acceleration of 0-100 in 9 to 11 seconds, all of which on my quick test drive around the facility felt adequate for SA roads, especially when I put my foot flat to simulate overtaking. The interior felt a little plasticky in places but overall was far, far more advanced and luxurious than any car you’ll find at this price point in South Africa. BYD South Africa published an official press release today but I’m in China with BYD at the moment and the South African press contingent were given an exclusive first look and first drive after our full-on day as the first journalists in the world to experience the new BYD International Circuit facility, which I suppose you could now call the spiritual home of BYD Global’s flagship YangWang sub-brand. In summary, in my opinion this could be a turning point for EVs in South Africa. EV day-to-day running costs, especially if you charge at home, are generally much lower than traditional running a normal car, and EVs require far less maintenance and repairs. What I’m particularly excited about is the potential of a car like the Atto 1 to transform the used car market; the battery warranty of 8 years and expected useful life of 12-15 years, and those low maintenance and repair costs, all coupled with depreciation means in 3-5 years we’ll all probably be able to buy a good used Atto 1 or similar EV for around R200,000 or less depending on age and mileage. Now that’s exciting for me! Stay tuned to all the The Cars.co.za Team platforms for more info on this really exciting development on the South African motoring landscape🇿🇦🏁

Ciro De Siena

22,982 views • 1 year ago

NEWS: Porsche has announced that its 2026 Cayenne EV will be able to wirelessly charge in your home. It can charge at speeds up to 11kW. The World Premiere of the Cayenne EV will happen later this year. It will be the first model that can be ordered with optional Porsche Wireless Charging receiver unit located in the underbody of the vehicle between the front wheels. Porsche will be the first car manufacturer to bring an 11 kW charging system with a ‟one-box” base plate for battery-electric vehicles to markets. One-Box means that all components, aside from the supply cable, are contained within the floor plate - there is no need to install a wall box or control unit. To initiate the charging process, the Cayenne only has to be parked above the floor plate. The contactless transfer of energy between the two charging units takes place over a distance of roughly four to six inches. To make this possible, the Cayenne reduces the ride height automatically. The base plate has a motion detector and foreign object detection. The charging process is automatically interrupted if interference is detected. A special view in the Surround View parking function makes it easier to maneuver the Cayenne to the optimal charging position. As soon as the parking position above the floor plate is reached and the parking brake is activated, the charging process begins. Customers don't need to do anything else. Porsche Wireless Charging will initially launch in Europe in 2026. Other markets around the world will follow.

Sawyer Merritt

275,586 views • 11 months ago

Xiaomi SU7 Ultra, with 1548 horsepower, as a true production vehicle, recorded a 7:04.957 Nürburgring lap time in June 2025, breaking the previous records held by Rimac Nevera (7:05.298) and Porsche Taycan Turbo GT (7:07.55). In a run against our BMW i4 M50, the SU7 made it feel as if we were driving a broken B58 in an M2. But stepping back before the final driving impression — our inspection of the vehicle brutally impressed us. Unlike mainstream media that focuses on panel gaps, leather on the gear selector, and other superficial “cup holder review” topics, we went a bit deeper under the surface. The first – and essentially the only serious downside – is that the car has SGW (Secure Gateway), meaning the OBD diagnostic port is locked. By searching for the powertrain CAN bus somewhere along the wiring harness, we were able to manually access the PT network, bypass the SGW, sniff the network and capture packets. The battery system is Qilin 2, with a CATL-derived BMS stack with only minor modifications (similar approach as seen in Xpeng and NIO). On the powertrain side, the CAN network looks very similar to a UAES/Bosch architecture (0x1A0–0x1AF). The official diagnostic tool costs around €10,000, but we are already developing our own tool so we can support this rocket within our service ecosystem. The BMS is an 800V system with 214 NMC prismatic cells in series, forming a 93.7 kWh battery pack tailored for high performance. The car offers up to 630 km (391 miles) CLTC range. It supports 800V fast charging, capable of 10–80% in just 11 minutes (5.2C rate). The pack supports 16C discharge, while the battery mass is 638 kg. The vehicle comes fully in track-focused configuration: massive ceramic brake discs, pads, calipers, wheels, and tires. Unlike the Model S Plaid, this car can take repeated track abuse for 6–7 hours continuously. The rear motor is a dual-unit setup with torque vectoring, which works brutally well but requires proper understanding of the system and tuning in Track Mode. The operating system is HyperOS, very similar to Tesla’s system — perhaps even more detailed in some aspects. Interior quality is excellent, driving characteristics are outstanding, and the overall ride comfort is surprisingly well balanced. The seats are actually more comfortable than those in the BMW i4. Now for the most interesting part. When disassembling interior plastics and cosmetic components, we discovered a surprisingly strong similarity to Tesla Model 3 / Model S next-generation chassis design. The front shock tower, shotgun rails, front HVAC carrier, even the rear seat clips — underneath, the battery penthouse layout, wiring routing, reinforcements, and cable positioning look extremely familiar. The vehicle weighs 2360 kg, while the full-carbon prototype series reportedly weighs around 1900 kg. impression? The overall quality of the vehicle is impressive for a company building its first electric car, especially considering it already broke every major performance record. A similar precedent happened once before — when Tesla introduced the Model S. The SU7 Ultra “democratizes” 1550 horsepower for under €100,000 — performance that is now literally accessible to everyone. Some street racing veterans spend over €250,000 on forged internals, turbo systems, and tuning just to reach similar numbers. Conclusion? This car doesn’t just challenge the German automotive industry — in this segment, it completely dominates it and practically euthanizes it. Every major component on this vehicle has been internally developed and manufactured in China, and pushed very close to perfection. The only thing we still don’t know is how repairable and serviceable the vehicle will be long-term — and only mileage and time will answer that question. Would we have one? Yes! We have already ordered one and started building the import and homologation network. Among our previous favorites — Tesla and BMW — this one is now clearly #1.

EV Clinic

22,172 views • 5 months ago

Alan on the factory model and how it is the root cause of everything happening in the private markets today: “ Everything that is covered in the media is just talking about the symptoms and not actually getting to the root cause. The root cause of this is the change of behavior patterns of the factory model. The way that we define the factory model in our industry is, there's two parts to it, and then there's an output. The first part is the industrialization of the fundraising process, or I'd say liability gathering. So literally raising as much capital as fast as you can. What comes second is, as a result of that, the industrialization of the asset side. So think about investing. So if you're on an investment team and all of a sudden your firm has a lot of money to invest your behavior has to start to change because you have to deploy that money much quicker. The best way to raise a lot of capital is to make it very simple. Make it very narrow. What started to change in 2018 is there are these things called SMAs (separately managed accounts). Prior to 2018, for the most part, the private capital ecosystem was basically funneled through funds. [After] every conversation with LPs was basically we want an SMA – you go to an LP, and say, “we're gonna raise $500 million or a $100 million and we're going to just do direct lending, or private equity, or real estate. The industry started to raise capital from the institutional channel. So pension funds, sovereign wealth funds, to some extent, endowments raise as much capital as possible in the simplest form. But the growth in institutional SMAs started to really taper off. So the next place where the industry started to go was the wealth space. But the characterization of the wealth space is that it's always easiest to raise in the pro-cyclical environments when things are going really well. But when things start to not go well, the wealth space or retail or individuals want their money back quickly – it's an important concept. And it got us to one of the symptoms that we're here today. But the one thing I wanna point out is that the SMA was a symptom, what's going on in the wealth system is a symptom. The stuck private assets bought post COVID paid way too much – all that stuff is symptoms. The root cause of this is the change of behavior patterns of the factory model.

Patrick OShaughnessy

32,904 views • 4 months ago

George Blankenship got so emotional sharing the story of early Tesla The Model S was the first car from Tesla that was really meant for people to drive like a regular car It was their do-or-die moment. The production line pushed the company into one of the most terrifying survival stories in startup history 10,000 people trusted and handed Elon Musk $5,000 each without a car or a guarantee - only a promise The reality behind the scenes was grim. In Q2 2012, Tesla managed to deliver just 12 cars in an entire quarter. Wall Street was circling like vultures, waiting for them to die With the company’s life on the line, Elon took a massive, unbelievable gamble: he publicly tweeted that Tesla would be profitable by Q1 2013 To pull off that miracle, Elon demanded exactly 4,750 deliveries. The standard he set was absolute. The pressure was so intense that George Blankenship was required to email Elon every single night at exactly midnight with raw survival metrics: how many cars shipped, how many were ready, how many were moving By the final week, it was pure desperation and unity. IT guys were washing cars. Marketing guys were driving them across the lot. Under Elon's unrelenting drive, job titles vanished. Everyone did everything to keep the dream alive Then, on the final Saturday of the quarter, at exactly 3 PM... Car 4,750 was delivered Blankenship stood on his desk, looked at his exhausted team, and told them: "What you just did is monumental... not just for Tesla, but for what we're going to do for mankind" Tesla shocked the world that quarter with an $11M profit. The stock violently surged from $20 → $90 They did not just build a company. They forged a foundation for the entire EV revolution

X Freeze

719,521 views • 4 months ago

Dario Amodei just told software engineers exactly how long they have. Six to twelve months. Amodei: “I have engineers within Anthropic who say I don’t write any code anymore. I just let the model write the code, I edit it, I do the things around it.” The people building the most powerful AI in history have already stopped writing code. That is not a forecast. That is the current working condition inside the lab closest to the frontier. Amodei: “We might be six to 12 months away from when the model is doing most, maybe all, of what SWEs do end-to-end.” The tech industry spent a decade making software engineers its highest-paid, most protected class. That era has a last day now. When a model can execute an entire software build end-to-end, the ability to write syntax stops being a skill. It becomes a credential for a job that no longer exists. Amodei: “And then it’s a question of how fast does that loop close.” That is the sentence everyone skipped. The code was never the hard part. The hard part was everything around it. The model just learned everything around it. Writing the code is already nearly gone. Testing is next. Deployment is next. When all three collapse into a single autonomous execution loop, the machine no longer needs a human in the chain at all. The corporation or sovereign state that closes that loop first does not gain a competitive advantage. It gains a category of speed that biological engineers cannot match, track, or reverse. That is not disruption. That is replacement at a systems level. Amodei is not describing a future disruption. He is describing the current state of his own building. The loop is already closing. The only question is whether you are inside it or outside it when it seals.

Dustin

318,457 views • 5 months ago

There are some brilliant folks that work at Anthropic, some I speak to on almost a daily basis. The training data that one uses to build a LLM is vital important in the psychology that is formed. Scraping the Internet, particularly the grade of interactions, one finds in modern communications, form this psychology. A mattes not how many books one uses, it matters not how much alignment training you throw at that model, it will inherit the sum total of psychosis seen primarily in Reddit type of exchanges, even if you edit out the Reddit domain, and Anthropic doesn’t. This type of low-grade exchange has become a modern tool for communication online and every single AI model suffers from this obvious flaw. This is one of the reasons I’ve been a proponent of highly curated high protein data for training AI models from 1870 through 1970, because the late psychosis is simply not available to the model. It is absurd to think that you can use this training data scraped from the Internet and somehow wind up with a levelheaded AI model that does not tilt to what is clearly AI psychosis. It would not take a child and throw the primary Internet sewage at them at a formative age and expect a great outcome, it’s some of the smartest people in the world continue to hit this wall and believe that their programming skills will sell somehow fix it. So how do you fix it? You don’t fix it . You start from the first principles concept that I’ve been very clear about for decades . You ascertain at what period in human history the humans achieve the greatest arc of improvement ? There is no debate that this arc of improvement took place between 1870 through 1970. Then take the work product, the catalog of this era, print and film/vidoe, audio, and you understand that each word cost money, each word had many eyes on what was published, each word was accounted for by a human being with a real name who lived in a real home and had to answer to real people around them. It is obvious that this is the pressure mechanism necessary for candor, honesty and personal responsibility is appropriate, and is reflected in the data of that era. The quagmire for these folks, as many did not have the foresight to curate the data, nor the confidence, nor the patients to take data that is mostly off the Internet and to find experts who understand this situation and utilize their knowledge set to build an AI model that does not need alignment after the fact, but it’s already self aligned because of the thoughtfulness that went into training the model to begin with. This is why Claude and any other AI model that is produce this way will always suffer the artifacts as presented in the video below. If you’re not an AI expert, you would likely already understand what I’m saying. If you are an AI expert, you will already have been discounting what I’m saying because it’s not in the current mindset that’s fashionable today. Yet the employees that I talk to at anthropic already understand what I’m saying, and they fear to raise my thesis to their bosses. It is an interesting time we live in. But now you understand. If you build the right model, the model will inherently, love humanity, protect humanity at all costs, and understand that it is part of a holistic world that is built on love. Because the ultimate AGI/ASI will know if he only base first principal purpose of anything in this universe is love. Yeah, I get it. Try helping somebody build on STEM subjects in their early 20s to see this as nothing more than babbling that makes no sense in their mathematics. I have a mathematic equation that I’ve posted here on X often you can look it up. So we will see videos like this often will hear very smart people talk about this and never see the elephant standing in the room. Now you see it. Any boss that wants to explore this further you know how to contact me otherwise you have every right I grant to you to say this was your new idea.

Brian Roemmele

72,312 views • 9 months ago