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Tesla and Panasonic also collaborated on the manufacturing and production of photovoltaic (PV) cells and modules at the Giga New York factory in Buffalo, New York. The partnership started in mid-2017 and ended in early 2020, before Panasonic exited the solar business entirely in January 2021.
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In March 2021, the outgoing CEO of Panasonic stated that the company plans to reduce its reliance on Tesla as their battery partnership evolves.
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Tesla has long-term contracts in place for lithium supply. In September 2020, Tesla signed a sales agreement with Piedmont Lithium to buy high-purity lithium ore for up to ten years, specifically to supply "spodumene concentrate from Piedmont's North Carolina mineral deposit". In 2022, Tesla contracted for 110,000 tonnes of spodumene concentrate over four years from the Core Lithium's lithium mine in the Northern Territory of Australia.
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Tesla also has a range of minor partnerships, for instance working with Airbnb and hotel chains to install destination chargers at selected locations.
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Daimler AG and Tesla began working together in late 2007. On May 19, 2009, Daimler bought a stake of less than 10% in Tesla for a reported $50 million. As part of the collaboration, Herbert Kohler, vice-president of E-Drive and Future Mobility at Daimler, took a Tesla board seat. On July 13, 2009, Daimler AG sold 40% of its acquisition to Aabar. Aabar is an investment company controlled by the International Petroleum Investment Company (IPIC), which is owned by the government of Abu Dhabi. In October 2014, Daimler sold its remaining holdings for a reported $780 million.
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Tesla supplied battery packs for Freightliner Trucks' Custom Chassis electric van in 2010. The company also built electric-powertrain components for the Mercedes-Benz A-Class E-Cell, with 500 cars planned to be built for trial in Europe beginning in September 2011.
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Tesla produced and co-developed the Mercedes-Benz B250e's powertrain, which ended production in 2017. The electric motor was rated and , with a battery. The vehicle had a driving range of with a top speed of . Daimler division Smart produced the Smart ED2 cars from 2009 to 2012 which had a lithium-ion battery from Tesla.
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In May 2010, Tesla and Toyota announced a deal in which Tesla purchased the former NUMMI factory from Toyota for $42 million, Toyota purchased $50 million in Tesla stock, and the two companies collaborated on an electric vehicle.
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In July 2010, the companies announced they would work together on a second generation Toyota RAV4 EV. The vehicle was unveiled at the October 2010 Los Angeles Auto Show and 35 pilot vehicles were built for a demonstration and evaluation program that ran through 2011. Tesla supplied the lithium metal-oxide battery and other powertrain components based on components from the Roadster.
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The production version was unveiled in August 2012, using battery pack, electronics and powertrain components from the Tesla Model S sedan (also launched in 2012). The RAV4 EV had a limited production run which resulted in just under 3,000 vehicles being produced, before it was discontinued in 2014.
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According to Bloomberg News, the partnership between Tesla and Toyota was "marred by clashes between engineers". Toyota engineers rejected designs that Tesla had proposed for an enclosure to protect the RAV4 EV's battery pack. Toyota took over responsibility for the enclosure's design and strengthened it. In 2014, Tesla ended up adding a titanium plate to protect the Model S sedan's battery after some debris-related crashes lead to cars catching fire. On June 5, 2017, Toyota announced that it had sold all of its shares in Tesla and halted the partnership.
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Initial versions of Autopilot were developed in partnership with Mobileye beginning in 2014. Mobileye ended the partnership on July 26, 2016, citing "disagreements about how the technology was deployed."
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In 2021, seven women came forward with claims of having faced sexual harassment and discrimination while working at Tesla's Fremont factory. They accused the company of facilitating a culture of rampant sexual harassment. The women said they were consistently subjected to catcalling, unwanted advances, unwanted touching, and discrimination while at work. "I was so tired of the unwanted attention and the males gawking at me I proceeded to create barriers around me just so I could get some relief," Brooks told The Washington Post. "That was something I felt necessary just so I can do my job." Stories range from intimate groping to being called out to the parking lot for sex.
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Women feared calling HR for help as their supervisors were often participants. Musk himself is not indicted, but most of the women pressing charges believe their abuse is connected to the behavior of CEO Elon Musk. They cite his crude remarks about women's bodies, wisecracks about starting a university that abbreviated to "T.IT.S", and his generally dismissive attitude towards reporting sexual harassment. "What we're addressing for each of the lawsuits is just a shocking pattern of rampant harassment that exists at Tesla," said attorney David A. Lowe. In 2017, another woman had accused Tesla of very similar behavior and was subsequently fired. In a statement to the Guardian, Tesla confirmed the company had fired her, saying it had thoroughly investigated the employee's allegations with the help of "a neutral, third-party expert" and concluded her complaints were unmerited.
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In May 2022, a California judge ruled that the sexual harassment lawsuit could move to court, rejecting Tesla's request for closed-door arbitration.
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In June 2016, the National Highway Traffic Safety Administration (NHTSA) took issue with Tesla's use of nondisclosure agreements (NDAs) regarding customer repairs and, in October 2021, the NHTSA formally asked Tesla to explain its NDA policy regarding customers invited into the FSD Beta. Tesla has used NDAs on multiple occasions with both employees and customers to allegedly prevent possible negative coverage.
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From 2014 to 2018, Tesla's Fremont Factory had three times as many Occupational Safety and Health Administration (OSHA) violations as the ten largest U.S. auto plants combined. An investigation by the Reveal podcast alleged that Tesla "failed to report some of its serious injuries on legally mandated reports" in order to downplay the extent of injuries.
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In January 2019, former Tesla security manager Sean Gouthro filed a whistleblower complaint alleging that the company had hacked employees' phones and spied on them, while also failing to report illegal activities to the authorities and shareholders. Several legal cases have revolved around alleged whistleblower retaliation by Tesla. These include the dismissal of Tesla safety official Carlos Ramirez and Tesla security employee Karl Hansen. In 2020, the court ordered Hansen's case to arbitration. In June 2022, the arbitrator filed an unopposed motion with the court stating Hansen "has failed to establish the claims...Accordingly his claims are denied, and he shall take nothing".
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In September 2019, a California judge ruled that 12 actions in 2017 and 2018 by Musk and other Tesla executives violated labor laws because they sabotaged employee attempts to unionize.
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In March 2021, the US National Labor Relations Board ordered Musk to remove a tweet and reinstate a fired employee over union organization activities.
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There have been numerous concerns about Tesla's financial reporting. In 2013, "Bloomberg News" questioned whether Tesla's financial reporting violated Generally Accepted Accounting Principles (GAAP) reporting standards. "Fortune" accused Tesla in 2016 of using creative accounting to show positive cash flow and quarterly profits. In 2018, analysts expressed concerns over Tesla's accounts receivable balance. In September 2019, the SEC questioned Tesla CFO Zach Kirkhorn about Tesla's warranty reserves and lease accounting. Hedge fund manager David Einhorn accused Elon Musk in November 2019 of "significant fraud", and publicly questioned Tesla's accounting practices, telling Musk that he was "beginning to wonder whether your accounts receivable exist."
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From 2012 to 2014, Tesla earned more than $295 million in Zero Emission Vehicle credits for a battery-swapping technology that was never made available to customers. Staff at California Air Resources Board were concerned that Tesla was "gaming" the battery swap subsidies and in 2013 recommended eliminating the credits.
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A consolidated shareholders lawsuit alleges that Musk knew SolarCity was going broke before the acquisition, that he and the Tesla board overpaid for SolarCity, ignored their conflicts of interest and breached their fiduciary duties in connection with the deal, and failed to disclose "troubling facts" essential to an analysis of the proposed acquisition. The members of the board settled in 2020, leaving Musk as the only defendant. In April 2022, a Delaware court ruled in favor of defendant Elon Musk in a shareholder lawsuit over Tesla's $2.6 billion acquisition of SolarCity. "[The] Tesla Board meaningfully vetted the Acquisition, and Elon did not stand in its way," read the opinion by Vice Chancellor Joseph Slights. "Equally if not more important, the preponderance of the evidence reveals that Tesla paid a fair priceSolarCity was, at a minimum, worth what Tesla paid for it," Slights added.
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On August 7, 2018, Elon Musk tweeted, "Am considering taking Tesla private at $420. Funding secured." The tweet caused the stock to initially rise but then drop when it was revealed to be false. Musk settled fraud charges with the U.S. Securities and Exchange Commission (SEC) over his false statements in September 2018. According to the terms of the settlement, Musk agreed to have his tweets reviewed by Tesla's in-house counsel, he was removed from his chairman role at Tesla temporarily, and two new independent directors were appointed to the company's board. Tesla and Musk also paid civil penalties of $20 million each. A civil class-action shareholder lawsuit over Musk's statements and other derivative lawsuits were also filed against Musk and the members of Tesla's board of directors, as then constituted, in regard to claims and actions made that were associated with potentially going private.
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In September 2018, Tesla disclosed that it was under investigation by the U.S. Federal Bureau of Investigation (FBI) regarding its Model 3 production figures. Authorities were investigating whether the company misled investors and made projections about its Model 3 production that it knew would be impossible to meet. A stockholder class action lawsuit related to Model 3 production numbers (unrelated to the FBI investigation) was dismissed in Tesla's favor in March 2019.
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Unlike other automakers, Tesla does not rely on franchised auto dealerships to sell vehicles and instead directly sells vehicles through its website and a network of company-owned stores. In some areas, Tesla operates locations called "galleries" which "educate and inform customers about our products, but such locations do not actually transact in the sale of vehicles." This is because some jurisdictions, particularly in the United States, prohibit auto manufacturers from directly selling vehicles to consumers. Dealership associations have filed lawsuits to prevent direct sales. These associations argued that the franchise system protects consumers by encouraging dealers to compete with each other, lowering the price a customer pays. They also claimed that direct sales would allow manufacturers to undersell their own dealers. The United States Federal Trade Commission ultimately disproved the associations' claims and recommended allowing direct manufacturer sale, which they concluded would save consumers 8% in average vehicle price.
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Tesla has also lobbied state governments for the right to directly sell cars. The company has argued that directly operating stores improves consumer education about electric vehicles, because dealerships would sell both Tesla and gas-powered vehicles. Doing this, according to the company, would then set up a conflict of interest for the dealers since properly advertising the benefits of an electric car would disparage the gas-powered vehicles, creating a disincentive to dealership EV sales. Musk himself further contended that dealers would have a disincentive to sell electric vehicles because they require less maintenance and therefore would reduce after-sales service revenue, a large profit center for most dealerships.
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In January 2021, Tesla filed a lawsuit against Alex Khatilov alleging that the former employee stole company information by downloading files related to its Warp Drive software to his personal Dropbox account. Khatilov denies the allegation that he was acting as a "willful and malicious thief" and attributes his actions to an accidental data transfer. The case was settled in August 2021 through mediation.
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Tesla has sued former employees in the past for similar actions; for example, Guangzhi Cao, a Tesla engineer, was accused of uploading Tesla Autopilot source code to his iCloud account; Tesla and Cao settled in April 2021.
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In January 2022, Tesla's China division announced that it is taking legal action against Xiaogang Xuezhang (), a Douyin (TikTok) user with over 14 million followers on the platform. The lawsuit arose after Xiaogang posted two videos on Douyin in April 2021, in which he tested the automated emergency braking (AEB) systems of a Tesla Model 3 and an XPeng P7. In the videos, Xiaogang said the Model 3's AEB system failed to activate two out of three times, leading to collisions. Tesla claims the data was fabricated and tarnishes the brand's reputation among consumers.
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In 2018, a class action was filed against Musk and the members of Tesla's board alleging they breached their fiduciary duties by approving Musk's stock-based compensation plan. Musk received the first portion of his stock options payout, worth more than $700 million in May 2020.
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In 2019, The United States Environmental Protection Agency fined Tesla for hazardous waste violations that occurred in 2017. In June 2019, Tesla began negotiating penalties for 19 environmental violations from the Bay Area Air Quality Management District; the violations took place around Tesla Fremont's paint shop, where there had been at least four fires between 2014 and 2019. Environmental violations and permit deviations at Tesla's Fremont Factory increased from 2018 to 2019 with the production ramp of the Model 3.
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In June 2018, Tesla employee Martin Tripp leaked information that Tesla was scrapping or reworking up to 40% of its raw materials at the Nevada Gigafactory. After Tesla fired him for the leak, Tripp filed a lawsuit and claimed Tesla's security team gave police a false tip that he was planning a mass shooting at the Nevada factory. The court ruled in Tesla's favor on September 17, 2020.
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In August 2019, Walmart filed a multi-million dollar lawsuit against Tesla, claiming that Tesla's "negligent installation and maintenance" of solar panels caused roof fires at seven Walmart stores dating back to 2012. Walmart reached a settlement with Tesla in November 2019; the terms of the settlement were not disclosed.
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In May 2021, a Norwegian judge found Tesla guilty of throttling charging speed through a 2019 over-the-air software update, awarding each of the 30 customers who were part of the lawsuit 136,000 Norwegian kroner ($16,000). Approximately 10,000 other Norwegian Tesla owners may be granted a similar award.
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Tesla has faced numerous complaints regarding workplace harassment and racial discrimination, with one former Tesla worker who attempted to sue the employer describing it as "a hotbed of racist behavior". As of December 2021, three percent of leadership at the company are African American. A former black worker described the work environment at Tesla's Buffalo plant as a "very racist place". Tesla and SpaceX's treatment of Juneteenth in 2020 also came under fire. Approximately 100 former employees have submitted signed statements alleging that Tesla discriminates specifically against African Americans and "allows a racist environment in its factories." According to the state's Department of Fair Employment and Housing, the Fremont factory is a racially segregated place where Black employees claim they are given the most menial and physically demanding work. The accusations of racism culminated in February 2022 with the California Department of Fair Employment and Housing suing Tesla for "discriminating against its Black workers."
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In July 2021, former employee Melvin Berry received $1 million in his discrimination case in arbitration against Tesla after he claimed he was referred to by the n-word and forced to work longer hours at the Fremont plant.
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In October 2021, a jury verdict in the "Owen Diaz vs. Tesla" trial awarded the plaintiff $137 million in damages after he had faced racial harassment at Tesla's Fremont facility during 2015–2016. In a blog, Tesla stressed that Diaz was never "really" a Tesla worker, and that most utterings of the n-word were expressed in a friendly manner. In April 2022, federal judge William Orrick upheld the jury finding of Tesla's liability but reduced the total damage down to $15 million. Diaz was given a two-week deadline to decide if he would collect the damages. In June 2022, Diaz announced that he would be rejecting the $15 million award, opening the door for a new trial.
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Few of these cases against Tesla ever make it to trial as most employees are made to sign arbitration agreements. Employees are afterwards required to resolve such disputes out of court, and behind closed doors.
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Tesla's initial response to the COVID-19 pandemic in the United States has been the subject of considerable criticism. Musk had sought to exempt the Tesla Fremont factory in Alameda County, California from the government's stay-at-home orders. In an earnings call in April, he was heard calling the public health orders "fascist". He had also called the public's response to the pandemic "dumb" and had said online that there would be zero cases by April. In May 2020, while Alameda County officials were negotiating with the company to reopen the Fremont Factory on the 18th, Musk defied local government orders by restarting production on the 11th. Tesla also sued Alameda County, questioning the legality of the orders, but backed down after the Fremont Factory was given approval to reopen. Tesla published a detailed plan for bringing employees back to work and keeping them safe, however some employees continued to express concern for their health.
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In May 2020, Musk told workers that they could stay home if they felt uncomfortable coming back to work. But in June, Tesla fired an employee who criticized the company for taking inadequate safety measures to protect workers from the coronavirus at the Fremont Factory. Three more employees at Tesla's Fremont Factory claimed they were fired for staying home out of fear of catching COVID-19. This was subsequently denied by Tesla, which even stated that the employees were still on the payroll. COVID-19 cases at the factory grew from 10 in May 2020 to 125 in December 2020, with about 450 total cases in that time period out of the approximately 10,000 workers at the plant (4.5%).
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In China, Tesla had what one Tesla executive described as "not a green light from the government to get back to workbut a flashing-sirens police escort." Tesla enjoyed special treatment and strong government support in China, including tax breaks, cheap financing, and assistance in building its Giga Shanghai factory at breakneck speeds. Musk has praised China's way of doing things, a controversial stance due to deteriorating U.S.–Chinese relations, China's ongoing persecution of Uyghurs, and alleged human rights abuses in Hong Kong.
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Musk has been criticized for repeated pushing out both production and release dates of products. By one count in 2016, Musk had missed 20 projections. In October 2017, Musk predicted that Model 3 production would be 5,000 units per week by December. A month later, he revised that target to "sometime in March" 2018. Delivery dates for the Model 3 were delayed as well. Other projects like converting supercharger stations to be solar-powered have also lagged projections. Musk responded in late 2018: "punctuality is not my strong suit...I never made a mass-produced car. How am I supposed to know with precision when it's gonna get done?"
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In 2020, the New York State Comptroller released an audit of the Giga New York factory project, concluding that it presented many red flags, including lack of basic due diligence and that the factory itself produced only $0.54 in economic benefits for every $1 spent by the state.
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According to automotive journalist Jamie Kitman, when multiple CEOs of major automotive manufacturers approached Tesla for EV technology that Musk had claimed the company was willing to share, they instead were offered the opportunity to buy regulatory credits from Tesla. This suggested, according to Kitman, that "the company may not be as eager for the electric revolution to occur as it claims."
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TSLAQ is a collective of Tesla critics and short sellers who aim to "shape [the] perception [of Tesla] and move its stock." In January 2020, 20% of Tesla stock was shorted, the highest at that time of any stock in the U.S. equity markets. By early 2021, according to CNN, short sellers had lost $40 billion during 2020 as the stock price climbed much higher. Michael Burry, a short seller portrayed in "The Big Short", had shorted Tesla previously via his firm Scion Asset Management, but removed his position in October 2021.
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On April 20, 2017, Tesla issued a worldwide recall of 53,000 (~70%) of the 76,000 vehicles it sold in 2016 due to faulty parking brakes which could become stuck and "prevent the vehicles from moving". On March 29, 2018, Tesla issued a worldwide recall of 123,000 Model S cars built before April 2016 due to corrosion-susceptible power steering bolts, which could fail and require the driver to use "increased force" to control the vehicle.
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In October 2020, Tesla initiated a recall of nearly 50,000 Model X and Y vehicles throughout China for suspension issues. Soon after in November, the NHTSA announced it had opened its own investigation into 115,000 Tesla cars regarding "front suspension safety issues", citing specifically 2015–2017 Model S and 2016–2017 Model X years. Cases of the "whompy wheel" phenomenon, which also included Model X and the occasional Model 3 cars, have been documented through 2020.
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In February 2021, Tesla was required by the NHTSA to recall 135,000 Model S and Model X vehicles built from 2012 to 2018 due to using a flash memory device that was rated to last only 5 to 6 years. The problem was related to touchscreen failures that could possibly affect the rear-view camera, safety systems, Autopilot and other features. The underlying technical reason is that the car writes a large amount of syslog content to the device, wearing it out prematurely.
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Also in February 2021, the German Federal Motor Transport Authority (KBA) ordered Tesla to recall 12,300 Model X cars because of "body mouldings problems".
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In June 2021, Tesla recalled 5,974 electric vehicles due to worries that brake caliper bolts might become loose, which could lead to loss of tire pressure, potentially increasing the chance of a crash.
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On December 30, 2021, Tesla announced that they are recalling more than 475,000 US model vehicles. This included 356,309 Model 3 Tesla vehicles from 2017 to 2020 due to rear-view camera issues and a further 119,009 Tesla Model S vehicles due to potential problems with the trunk or boot. The Model S recall includes vehicles manufactured between 2014 and 2021. Around 1% of recalled Model 3s may have a defective rear-view camera, and around 14% of recalled model S's may have the defect. The recall was not linked to a contemporaneous issue regarding the Passenger Play feature, which allowed games to be played on the touchscreen while the car is in motion. After an investigation was launched by the NHTSA covering 585,000 vehicles, Tesla agreed to make changes where the feature would be locked and unusable while the car is moving.
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In September 2022, Tesla announced that they are recalling almost 1.1 million US model vehicles because the automatic window reversal system might not react correctly after detecting an obstruction, increasing the risk of injury. In response, Tesla announced an over-the-air software fix.
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Tesla customers have reported the company as being "slow" to address how their cars can ignite. In 2013, a Model S caught fire after the vehicle hit metal debris on a highway in Kent, Washington. Tesla confirmed the fire began in the battery pack and was caused by the impact of an object. As a result of this and other incidents, Tesla announced its decision to extend its current vehicle warranty to cover fire damage. In March 2014, the NHTSA announced that it had closed the investigation into whether the Model S was prone to catch fire, after Tesla said it would provide more protection to its battery packs. All Model S cars manufactured after March 6, 2014, have had the aluminum shield over the battery pack replaced with a new three-layer shield. In October 2019, the NHTSA opened an investigation into possible battery defects in Tesla's Model S and X vehicles from 2012 to 2019 that could cause "non-crash" fires.
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A Model S driver died in a collision with a tractor-trailer in 2016, while the vehicle was in Autopilot mode; the driver is believed to be the first person to have died in a Tesla vehicle in Autopilot. The NHTSA investigated the accident but found no safety-related defect trend. In March 2018, a driver of a Tesla Model X was killed in a crash. Investigators say that the driver of the vehicle had his car in 'self-driving' mode and was using his phone to play games when the vehicle collided with the barrier in the middle of the freeway. Through investigation, the NTSB found that the Tesla malfunctioned due to the system being confused by an exit on the freeway.
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According to a document released in June 2021, the NHTSA has initiated at least 30 investigations into Tesla crashes that were believed to involve the use of Autopilot, with some involving fatalities. In early September 2021, the NHTSA updated the list with an additional fatality incident and ordered Tesla to hand over all extensive data pertaining to US cars with Autopilot in order to determine if there is a safety defect that leads Tesla cars to collide with first-responder vehicles. In late September 2021, Tesla released an over-the-air software update to detect emergency lights at night. In October 2021, the NHTSA asked Tesla why it did not issue a recall when it sent out that update. In June 2022, the NHTSA said it would expand its probe, extending it to 830,000 cars from all current Tesla models. The probe will be moved up from the "Preliminary Evaluation" level to the "Engineering Analysis" one. The regulator cited the reason for the expansion as the need to "explore the degree to which Autopilot and associated Tesla systems may exacerbate human factors or behavioral safety risks by undermining the effectiveness of the driver's supervision."
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A safety test conducted by the Dawn Project in August 2022 demonstrated that a test driver using the beta version of Full Self-Driving repeatedly hit a child-sized mannequin in its path, but there has been controversy over its conclusions. Several Tesla fans responded by conducting their own, independent tests using children; NHTSA released a statement warning against the practice.
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In August 2015, two researchers said they were able to take control of a Tesla Model S by hacking into the car's entertainment system. The hack required the researchers to physically access the car. Tesla issued a security update for the Model S the day after the exploit was announced.
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In September 2016, researchers at Tencent's Keen Security Lab demonstrated a remote attack on a Tesla Model S and controlled the vehicle in both Parking and Driving Mode without physical access. They were able to compromise the automotive networking bus (CAN bus) when the vehicle's web browser was used while the vehicle was connected to a malicious Wi-Fi hotspot. This was the first case of a remote control exploit demonstrated on a Tesla. The vulnerability was disclosed to Tesla under their bug bounty program and patched within 10 days, before the exploit was made public. Tencent also hacked the doors of a Model X in 2017.
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In January 2018, security researchers informed Tesla that an Amazon Web Services account of theirs could be accessed directly from the Internet and that the account had been exploited for cryptocurrency mining. Tesla responded by securing the compromised system, rewarding the security researchers financially via their bug bounty program, and stating that the compromise did not violate customer privacy, nor vehicle safety or security. Later in 2019, Tesla awarded a car and $375,000 to ethical hackers during a Pwn2Own Model 3 hacking event.
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In June 2022, Martin Herfurt, a security researcher in Austria, discovered that changes made to make Tesla vehicles easier to start with NFC cards also allowed for pairing new keys to the vehicle, allowing an attacker to enroll their own keys to a vehicle.
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Tesla drivers have reported a surge in "phantom braking" events when using Tesla Autopilot which coincides with the automaker's removal of radar as a supplemental sensor. In response, NHTSA has opened an investigation.
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In 2021, Tesla ranked as the world's bestselling plug-in and battery electric passenger car manufacturer, with a market share of 14% of the plug-in segment and 21% of the battery electric segment sales. Tesla reported 2021 vehicle deliveries of 936,222 units, up 87% from 2020. At the end of 2021, Tesla's global sales since 2012 totaled 2.3 million units.
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Tesla deliveries vary significantly by month due to regional issues such as availability of car carriers and registration. On March 9, 2020, the company produced its 1 millionth electric car, becoming the first auto manufacturer to achieve such a milestone. In the third quarter of 2021, Tesla sold its 2 millionth electric car, becoming the first auto manufacturer to achieve such a milestone.
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For the fiscal (and calendar) year 2021, Tesla reported a net income of $5.52 billion. The annual revenue was $53.8 billion, an increase of 71% over the previous fiscal year.
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Of the revenue number in 2021, $314 million came from selling regulatory credits to other automakers to meet government pollution standards. That number has been a smaller percentage of revenue for multiple quarters. In Q1 2022, Tesla sold $679 million of regulatory carbon credits.
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In February 2021, a 10-K filing revealed that Tesla had invested some $1.5 billion in the cryptocurrency Bitcoin, and the company indicated it would soon accept Bitcoin as a form of payment. Critics then pointed out how investing in cryptocurrency can run counter to Tesla's environmental goals. Tesla made more profit from the 2021 investment than the profit from selling cars in 2020, due to the Bitcoin price increase after the investment was announced.
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The quarter ending June 2021 was the first time Tesla made a profit independent of Bitcoin and regulatory credits.
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In an April 2017 public letter, a group of influential Tesla investors, including the California State Teachers' Retirement System, asked Tesla to add two new independent directors to its board "who do not have any ties with chief executive Elon Musk". The investors wrote that "five of six current non-executive directors have professional or personal ties to Mr. Musk that could put at risk their ability to exercise independent judgement." Tesla's directors at the time included Brad Buss, who served as chief financial officer at SolarCity; Steve Jurvetson, a venture capitalist who also sits on the board of SpaceX; Elon Musk's brother, Kimbal; and Ira Ehrenpreis and Antonio Gracias, both of whom also invested in SpaceX. The letter called for a more independent board that could put a check on groupthink. At first Musk responded on Twitter, writing that the investors "should buy Ford stock" because "their governance is amazing." Two days later, he promised he would add two independent board members; Kathleen Wilson-Thompson and Larry Ellison were added at the end of 2018. Ellison stepped down in August 2022.
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Other previous board members include businessman Steve Westly; Daimler executive Herbert Kohler; and CEO and Chairman of Johnson Publishing Company Linda Johnson Rice.
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Nikola Tesla ( ; , ; 1856 – 7 January 1943) was a Serbian-American inventor, electrical engineer, mechanical engineer, and futurist best known for his contributions to the design of the modern alternating current (AC) electricity supply system.
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Born and raised in the Austrian Empire, Tesla studied engineering and physics in the 1870s without receiving a degree, gaining practical experience in the early 1880s working in telephony and at Continental Edison in the new electric power industry. In 1884 he emigrated to the United States, where he became a naturalized citizen. He worked for a short time at the Edison Machine Works in New York City before he struck out on his own. With the help of partners to finance and market his ideas, Tesla set up laboratories and companies in New York to develop a range of electrical and mechanical devices. His alternating current (AC) induction motor and related polyphase AC patents, licensed by Westinghouse Electric in 1888, earned him a considerable amount of money and became the cornerstone of the polyphase system which that company eventually marketed.
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Attempting to develop inventions he could patent and market, Tesla conducted a range of experiments with mechanical oscillators/generators, electrical discharge tubes, and early X-ray imaging. He also built a wirelessly controlled boat, one of the first ever exhibited. Tesla became well known as an inventor and demonstrated his achievements to celebrities and wealthy patrons at his lab, and was noted for his showmanship at public lectures. Throughout the 1890s, Tesla pursued his ideas for wireless lighting and worldwide wireless electric power distribution in his high-voltage, high-frequency power experiments in New York and Colorado Springs. In 1893, he made pronouncements on the possibility of wireless communication with his devices. Tesla tried to put these ideas to practical use in his unfinished Wardenclyffe Tower project, an intercontinental wireless communication and power transmitter, but ran out of funding before he could complete it.
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After Wardenclyffe, Tesla experimented with a series of inventions in the 1910s and 1920s with varying degrees of success. Having spent most of his money, Tesla lived in a series of New York hotels, leaving behind unpaid bills. He died in New York City in January 1943. Tesla's work fell into relative obscurity following his death, until 1960, when the General Conference on Weights and Measures named the SI unit of magnetic flux density the tesla in his honor. There has been a resurgence in popular interest in Tesla since the 1990s.
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Nikola Tesla was born an ethnic Serb in the village of Smiljan, within the Military Frontier, in the Austrian Empire (present day Croatia), on 1856. His father, Milutin Tesla (1819–1879), was a priest of the Eastern Orthodox Church.
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Tesla's mother, Đuka Mandić (1822–1892), whose father was also an Eastern Orthodox Church priest, had a talent for making home craft tools and mechanical appliances and the ability to memorize Serbian epic poems. Đuka had never received a formal education. Tesla credited his eidetic memory and creative abilities to his mother's genetics and influence. Tesla's progenitors were from western Serbia, near Montenegro.
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Tesla was the fourth of five children. He had three sisters, Milka, Angelina, and Marica, and an older brother named Dane, who was killed in a horse riding accident when Tesla was aged five. In 1861, Tesla attended primary school in Smiljan where he studied German, arithmetic, and religion. In 1862, the Tesla family moved to the nearby Gospić, where Tesla's father worked as parish priest. Nikola completed primary school, followed by middle school. In 1870, Tesla moved to Karlovac to attend high school at the Higher Real Gymnasium where the classes were held in German, as it was usual throughout schools within the Austro-Hungarian Military Frontier.
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Tesla later wrote that he became interested in demonstrations of electricity by his physics professor. Tesla noted that these demonstrations of this "mysterious phenomena" made him want "to know more of this wonderful force". Tesla was able to perform integral calculus in his head, which prompted his teachers to believe that he was cheating. He finished a four-year term in three years, graduating in 1873.
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After graduating Tesla returned to Smiljan but soon contracted cholera, was bedridden for nine months and was near death multiple times. In a moment of despair, Tesla's father (who had originally wanted him to enter the priesthood), promised to send him to the best engineering school if he recovered from the illness.
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The next year Tesla evaded conscription into the Austro-Hungarian Army in Smiljan by running away southeast of Lika to Tomingaj, near Gračac. There he explored the mountains wearing hunter's garb. Tesla said that this contact with nature made him stronger, both physically and mentally. He read many books while in Tomingaj and later said that Mark Twain's works had helped him to miraculously recover from his earlier illness.
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He enrolled at the Imperial-Royal Technical College in Graz in 1875 on a Military Frontier scholarship. In his autobiography Tesla said he worked hard and earned the highest grades possible, passed nine exams (nearly twice as many as required) and received a letter of commendation from the dean of the technical faculty to his father, which stated, "Your son is a star of first rank." At Graz, Tesla noted his fascination with the detailed lectures on electricity presented by Professor Jakob Pöschl and described how he made suggestions on improving the design of an electric motor the professor was demonstrating. But by his third year he was failing in school and never graduated, leaving Graz in December 1878. One biographer suggests Tesla wasn't studying and may have been expelled for gambling and womanizing.
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Tesla's family did not hear from him after he left school. There was a rumor amongst his classmates that he had drowned in the nearby Mur River but in January one of them ran into Tesla in the town of Maribor across the border in Slovenia and reported that encounter to Tesla's family. It turned out Tesla had been working there as a draftsman for 60 florins per month. In March 1879, Milutin finally located his son and tried to convince him to return home and take up his education in Prague. Tesla returned to Gospić later that month when he was deported for not having a residence permit. Tesla's father died the next month, on 17 April 1879, at the age of 60 after an unspecified illness. During the rest of the year Tesla taught a large class of students in his old school in Gospić.
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In January 1880, two of Tesla's uncles put together enough money to help him leave Gospić for Prague, where he was to study. He arrived too late to enroll at Charles-Ferdinand University; he had never studied Greek, a required subject; and he was illiterate in Czech, another required subject. Tesla did, however, attend lectures in philosophy at the university as an auditor but he did not receive grades for the courses.
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Tesla moved to Budapest, Hungary, in 1881 to work under Tivadar Puskás at a telegraph company, the Budapest Telephone Exchange. Upon arrival, Tesla realized that the company, then under construction, was not functional, so he worked as a draftsman in the Central Telegraph Office instead. Within a few months, the Budapest Telephone Exchange became functional, and Tesla was allocated the chief electrician position. During his employment, Tesla made many improvements to the Central Station equipment and claimed to have perfected a telephone repeater or amplifier, which was never patented nor publicly described.
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In 1882, Tivadar Puskás got Tesla another job in Paris with the Continental Edison Company. Tesla began working in what was then a brand new industry, installing indoor incandescent lighting citywide in large scale electric power utility. The company had several subdivisions and Tesla worked at the Société Electrique Edison, the division in the Ivry-sur-Seine suburb of Paris in charge of installing the lighting system. There he gained a great deal of practical experience in electrical engineering. Management took notice of his advanced knowledge in engineering and physics and soon had him designing and building improved versions of generating dynamos and motors. They also sent him on to troubleshoot engineering problems at other Edison utilities being built around France and in Germany.
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In 1884, Edison manager Charles Batchelor, who had been overseeing the Paris installation, was brought back to the United States to manage the Edison Machine Works, a manufacturing division situated in New York City, and asked that Tesla be brought to the United States as well. In June 1884, Tesla emigrated and began working almost immediately at the Machine Works on Manhattan's Lower East Side, an overcrowded shop with a workforce of several hundred machinists, laborers, managing staff, and 20 "field engineers" struggling with the task of building the large electric utility in that city. As in Paris, Tesla was working on troubleshooting installations and improving generators. Historian W. Bernard Carlson notes Tesla may have met company founder Thomas Edison only a couple of times. One of those times was noted in Tesla's autobiography where, after staying up all night repairing the damaged dynamos on the ocean liner SS "Oregon", he ran into Batchelor and Edison, who made a quip about their "Parisian" being out all night. After Tesla told them he had been up all night fixing the "Oregon", Edison commented to Batchelor that "this is a damned good man". One of the projects given to Tesla was to develop an arc lamp-based street lighting system. Arc lighting was the most popular type of street lighting but it required high voltages and was incompatible with the Edison low-voltage incandescent system, causing the company to lose contracts in some cities. Tesla's designs were never put into production, possibly because of technical improvements in incandescent street lighting or because of an installation deal that Edison made with an arc lighting company.
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Tesla had been working at the Machine Works for a total of six months when he quit. What event precipitated his leaving is unclear. It may have been over a bonus he did not receive, either for redesigning generators or for the arc lighting system that was shelved. Tesla had previous run-ins with the Edison company over unpaid bonuses he believed he had earned. In his autobiography, Tesla stated the manager of the Edison Machine Works offered a $50,000 bonus to design "twenty-four different types of standard machines" "but it turned out to be a practical joke". Later versions of this story have Thomas Edison himself offering and then reneging on the deal, quipping "Tesla, you don't understand our American humor". The size of the bonus in either story has been noted as odd since Machine Works manager Batchelor was stingy with pay and the company did not have that amount of cash (equivalent to $1.4 million in 2021) on hand. Tesla's diary contains just one comment on what happened at the end of his employment, a note he scrawled across the two pages covering 7 December 1884, to 4 January 1885, saying "Good by to the Edison Machine Works".
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Soon after leaving the Edison company, Tesla was working on patenting an arc lighting system, possibly the same one he had developed at Edison. In March 1885, he met with patent attorney Lemuel W. Serrell, the same attorney used by Edison, to obtain help with submitting the patents. Serrell introduced Tesla to two businessmen, Robert Lane and Benjamin Vail, who agreed to finance an arc lighting manufacturing and utility company in Tesla's name, the Tesla Electric Light & Manufacturing. Tesla worked for the rest of the year obtaining the patents that included an improved DC generator, the first patents issued to Tesla in the US, and building and installing the system in Rahway, New Jersey. Tesla's new system gained notice in the technical press, which commented on its advanced features.
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The investors showed little interest in Tesla's ideas for new types of alternating current motors and electrical transmission equipment. After the utility was up and running in 1886, they decided that the manufacturing side of the business was too competitive and opted to simply run an electric utility. They formed a new utility company, abandoning Tesla's company and leaving the inventor penniless. Tesla even lost control of the patents he had generated, since he had assigned them to the company in exchange for stock. He had to work at various electrical repair jobs and as a ditch digger for $2 per day. Later in life Tesla recounted that part of 1886 as a time of hardship, writing "My high education in various branches of science, mechanics and literature seemed to me like a mockery".
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In late 1886, Tesla met Alfred S. Brown, a Western Union superintendent, and New York attorney Charles Fletcher Peck. The two men were experienced in setting up companies and promoting inventions and patents for financial gain. Based on Tesla's new ideas for electrical equipment, including a thermo-magnetic motor idea, they agreed to back the inventor financially and handle his patents. Together they formed the Tesla Electric Company in April 1887, with an agreement that profits from generated patents would go to Tesla, to Peck and Brown, and to fund development. They set up a laboratory for Tesla at 89 Liberty Street in Manhattan, where he worked on improving and developing new types of electric motors, generators, and other devices.
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In 1887, Tesla developed an induction motor that ran on alternating current (AC), a power system format that was rapidly expanding in Europe and the United States because of its advantages in long-distance, high-voltage transmission. The motor used polyphase current, which generated a rotating magnetic field to turn the motor (a principle that Tesla claimed to have conceived in 1882). This innovative electric motor, patented in May 1888, was a simple self-starting design that did not need a commutator, thus avoiding sparking and the high maintenance of constantly servicing and replacing mechanical brushes.
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Along with getting the motor patented, Peck and Brown arranged to get the motor publicized, starting with independent testing to verify it was a functional improvement, followed by press releases sent to technical publications for articles to run concurrently with the issue of the patent. Physicist William Arnold Anthony (who tested the motor) and "Electrical World" magazine editor Thomas Commerford Martin arranged for Tesla to demonstrate his AC motor on 16 May 1888 at the American Institute of Electrical Engineers. Engineers working for the Westinghouse Electric & Manufacturing Company reported to George Westinghouse that Tesla had a viable AC motor and related power system—something Westinghouse needed for the alternating current system he was already marketing. Westinghouse looked into getting a patent on a similar commutator-less, rotating magnetic field-based induction motor developed in 1885 and presented in a paper in March 1888 by Italian physicist Galileo Ferraris, but decided that Tesla's patent would probably control the market.
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In July 1888, Brown and Peck negotiated a licensing deal with George Westinghouse for Tesla's polyphase induction motor and transformer designs for $60,000 in cash and stock and a royalty of $2.50 per AC horsepower produced by each motor. Westinghouse also hired Tesla for one year for the large fee of $2,000 ($ in today's dollars) per month to be a consultant at the Westinghouse Electric & Manufacturing Company's Pittsburgh labs.
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During that year, Tesla worked in Pittsburgh, helping to create an alternating current system to power the city's streetcars. He found it a frustrating period because of conflicts with the other Westinghouse engineers over how best to implement AC power. Between them, they settled on a 60-cycle AC system that Tesla proposed (to match the working frequency of Tesla's motor), but they soon found that it would not work for streetcars, since Tesla's induction motor could run only at a constant speed. They ended up using a DC traction motor instead.
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Tesla's demonstration of his induction motor and Westinghouse's subsequent licensing of the patent, both in 1888, came at the time of extreme competition between electric companies. The three big firms, Westinghouse, Edison, and Thomson-Houston, were trying to grow in a capital-intensive business while financially undercutting each other. There was even a "war of currents" propaganda campaign going on with Edison Electric trying to claim their direct current system was better and safer than the Westinghouse alternating current system. Competing in this market meant Westinghouse would not have the cash or engineering resources to develop Tesla's motor and the related polyphase system right away.
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Two years after signing the Tesla contract, Westinghouse Electric was in trouble. The near collapse of Barings Bank in London triggered the financial panic of 1890, causing investors to call in their loans to Westinghouse Electric. The sudden cash shortage forced the company to refinance its debts. The new lenders demanded that Westinghouse cut back on what looked like excessive spending on acquisition of other companies, research, and patents, including the per motor royalty in the Tesla contract. At that point, the Tesla induction motor had been unsuccessful and was stuck in development. Westinghouse was paying a $15,000-a-year guaranteed royalty even though operating examples of the motor were rare and polyphase power systems needed to run it was even rarer. In early 1891, George Westinghouse explained his financial difficulties to Tesla in stark terms, saying that, if he did not meet the demands of his lenders, he would no longer be in control of Westinghouse Electric and Tesla would have to "deal with the bankers" to try to collect future royalties. The advantages of having Westinghouse continue to champion the motor probably seemed obvious to Tesla and he agreed to release the company from the royalty payment clause in the contract. Six years later Westinghouse purchased Tesla's patent for a lump sum payment of $216,000 as part of a patent-sharing agreement signed with General Electric (a company created from the 1892 merger of Edison and Thomson-Houston).
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The money Tesla made from licensing his AC patents made him independently wealthy and gave him the time and funds to pursue his own interests. In 1889, Tesla moved out of the Liberty Street shop Peck and Brown had rented and for the next dozen years working out of a series of workshop/laboratory spaces in Manhattan. These included a lab at 175 Grand Street (1889–1892), the fourth floor of 33–35 South Fifth Avenue (1892–1895), and sixth and seventh floors of 46 & 48 East Houston Street (1895–1902). Tesla and his hired staff conducted some of his most significant work in these workshops.
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In the summer of 1889, Tesla traveled to the 1889 Exposition Universelle in Paris and learned of Heinrich Hertz's 1886–1888 experiments that proved the existence of electromagnetic radiation, including radio waves. Tesla found this new discovery "refreshing" and decided to explore it more fully. In repeating and then expanding on these experiments Tesla tried powering a Ruhmkorff coil with a high speed alternator he had been developing as part of an improved arc lighting system but found that the high-frequency current overheated the iron core and melted the insulation between the primary and secondary windings in the coil. To fix this problem Tesla came up with his "oscillating transformer", with an air gap instead of insulating material between the primary and secondary windings and an iron core that could be moved to different positions in or out of the coil. Later called the Tesla coil, it would be used to produce high-voltage, low-current, high frequency alternating-current electricity. He would use this resonant transformer circuit in his later wireless power work.
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On 30 July 1891, aged 35, Tesla became a naturalized citizen of the United States. In the same year, he patented his Tesla coil.
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After 1890, Tesla experimented with transmitting power by inductive and capacitive coupling using high AC voltages generated with his Tesla coil. He attempted to develop a wireless lighting system based on near-field inductive and capacitive coupling and conducted a series of public demonstrations where he lit Geissler tubes and even incandescent light bulbs from across a stage. He spent most of the decade working on variations of this new form of lighting with the help of various investors but none of the ventures succeeded in making a commercial product out of his findings.
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