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Opinion: Consumer Reports’ Tesla Autopilot stunt crossed a line in an already-heated EV climate
Just recently, Consumer Reports published the results of a test it conducted at its private track to demonstrate just how “easy” it was to fool Tesla’s Autopilot system into operating without a driver behind the wheel. The magazine was successful in its aim, but it also demonstrated that it takes a very determined driver and an elaborate set of procedures to bypass Tesla’s driver-monitoring systems.
Bypassing Tesla’s Active Safety Features: A Walkthrough
To accomplish its goals, Consumer Reports performed a series of blatantly illegal driving behaviors. The magazine’s team seemed to have buckled in the driver’s seatbelt without a person sitting in the seat. The driver, who was not actively belted in, then engaged Autopilot and reduced the system’s speed to zero. When the vehicle stopped, a weighted defeat device was placed on the Tesla’s steering wheel to simulate pressure from the driver’s hand. The driver then went over to the passenger seat and increased Autopilot’s speed, which enabled the vehicle to start moving again. Consumer Reports also made it a point to point out that the driver in its test did not open the vehicle’s doors, as that would disengage Autopilot.
Overall, Consumer Reports tried to demonstrate that it was easy to fool Autopilot. Only it didn’t. The magazine instead provided a reasonably comprehensive guide on how to bypass several layers of Tesla Autopilot’s driver-monitoring systems. In its piece, Consumer Reports argued that this was proof that Tesla’s driver monitoring is inadequate since it does not use eye-tracking technology like those employed in GM’s Super Cruise (or Ford’s BlueCruise). While a valid argument, this does not excuse the magazine’s demonstration. Had Tesla employed eye-tracking technology, it would have been easy for Consumer Reports to use another creative trick to fool the system just the same. If the driver’s seat in the Tesla used sensitive weight sensors, it would have been “easy” to cheat the system with a weighted object as well (a literal sack of potatoes would do).
Inasmuch as Autopilot’s driver monitoring systems are not foolproof, the contingencies in Super Cruise are likely not foolproof either, especially against a driver who’s deliberately bypassing a vehicle’s safety systems. Simply put, if a person is intentionally putting themselves in danger by participating in illegal driving behaviors, no driver-monitoring system would be enough. Nevertheless, the magazine suggested that when it comes to Tesla, the fact that Autopilot could be fooled by a defeat device and an elaborate set of procedures means that the EV maker is at fault.
The Allure of Tribalism
Humans are tribal creatures by nature, as concluded in a 2019 study from the Association for Psychological Science. It is then no surprise that tribalism is prevalent everywhere. These tribes exist in numerous segments, from politics to consumer products. A look at the current political climate in countries such as the United States and the Philippines would show this. The years-long arguments against fans of iPhones and Android smartphones, or console and PC gamers, also hint at the notion that groups among similarly-minded individuals are bound to be formed.
The auto sector is no stranger to tribes, as seen in the rivalry between enthusiasts of Ford and Chevrolet vehicles. The Mustang vs. Camaro debate is still ongoing today, as is the pickup rivalry between the Ford F-150 and the Chevy Silverado. Tribes also exist in the racing segment, with groups forming among enthusiasts of classic, big-engined American muscle cars and highly modified Japanese imports. Such is simply the nature of the car industry. There are rivalries among companies and those that support them.
Congratulations on the Mach E! Sustainable/electric cars are the future!! Excited to see this announcement from Ford, as it will encourage other carmakers to go electric too.
— Elon Musk (@elonmusk) November 18, 2019
And for the most part, this is okay, especially if members of certain tribes are willing to coexist with the other. Tesla, however, has been caught in the crossfire more often than not. This has spawned a narrative that has become quite popular among the company’s critics and the mainstream media—that Tesla has a cult of followers that blindly worship Elon Musk, and actively attack anyone supporting any other vehicle that is not a Tesla.
While fringe groups of aggressive Tesla fans exist, they certainly do not comprise the majority of the company’s supporters. During the Mach-E’s announcement, CEO Elon Musk actively supported the vehicle, even as classic Mustang fans threw up their hands and bashed the electric car in frustration at the notion of a crossover being given the classic sports car’s iconic name. Even today, when tempers in the EV community online are flared, numerous strong voices remain supportive of the Mach-E.
A Fallacy of Composition
Consumer Reports’ Autopilot workaround test garnered a ton of attention, and it did not take long before Ford CEO Jim Farley retweeted the magazine’s findings, noting that Teslas will drive with no one in the driver’s seat. This is quite disingenuous, as vehicles have always been capable of operating without anyone in the driver’s seat, provided that drivers actively participate in illegal behaviors (such as putting a stone or a brick on the accelerator). Consumer Reports’ own staff also engaged queries from numerous Tesla supporters online to mixed results. Head of Connected and Automated Vehicles at Consumer Reports Kelly Frunkhouser, for one, stood her ground against critical comments against the magazine’s test to such a degree that she opted to mock a Tesla supporter for having only four followers on Twitter. The tweet was later deleted.
Tesla Will Drive With No One in the Driver's Seat – Consumer Reports https://t.co/HGGYoAOHv6
— Jim Farley (@jimfarley98) April 22, 2021
The unfortunate thing in this whole scenario is the fact that some Tesla supporters actually had valid points against Consumer Reports’ Autopilot conclusions. Why was Autopilot not benchmarked against comparable systems like Super Cruise and regular cruise control? What are the safety stats of systems like Super Cruise? Why not cite data that shows how many accidents occur every year due to improper cruise control use? These are but a few of the questions that were brought to the magazine’s attention, but most were dismissed because Tesla fans are just a “cult” (queue in the Simpsons meme showing “weird nerds” shielding Elon Musk from “valid criticism”).
In later tweets, Consumer Reports Head of Auto Testing Jake Fisher called back to the magazine’s interaction with Tesla back in the Model 3’s early days, when the vehicle initially missed the agency’s “Recommended” rating because of its brakes. In that instance, Tesla acknowledged the issue and rolled out a software update to address it, which resulted in the Model 3 later getting a “Recommended” rating. CR’s Autopilot demo is not the same, however, as this time around, the alleged faults of Tesla’s driver monitoring systems were intentionally being bypassed. This is not a “we observed something wrong that Tesla needs to fix” situation. This is an “Autopilot can be fooled if we try really hard and thus Tesla is at fault” situation. The Model 3 brakes were indeed valid criticism, and Tesla reacted as such. A series of procedures that bypass active safety features, maybe not so much.
When CR first tested the Tesla Model 3, we complained about the ride, seat comfort, wind noise, controls, and brakes. Boy were the Tesla fans pissed. Tesla OTOH improved all those things. No regrets.
— Jake Fisher (@CRcarsJake) April 23, 2021
Skeletons in the Closet and a Familiar Game Plan
While Consumer Reports prides itself in its analysis of consumer products, the magazine has shown bias in the past. Consumer Reports may not want to talk about it much today, but back in the 80s and the 90s, the magazine ended up costing the United States one of its most affordable, fun, and popular off-roaders ever — the Suzuki Samurai. Better known in other territories as the Suzuki Jimny, the Samurai was introduced in the United States in 1985.
By 1987, Suzuki was selling roughly two Samurais for every Jeep Wrangler sold. Consumer Union, the publisher of Consumer Reports, then came out with a devastating report on the Samurai in June 1988, giving the small SUV a damning “Not Acceptable” rating due to its alleged rollover risk. Consumer Reports’ conclusions were serious, and it called for a recall of the 150,000 Samurais that were already sold in the United States. Consumer Reports also urged Suzuki to refund the vehicles’ purchase price to their owners since, as per statements from then-Consumers Union assistant director David C. Berliner, “The design is inherently flawed in the Samurai. It’s not something where they can make an adjustment, or put on some hardware in order to make a difference. As designed, the only solution is to take it off the market.”
Suzuki fought Consumer Reports’ findings, and even safety watchdog group Center for Auto Safety noted that the Samurai’s rollover incidents were not unusual for such a popular vehicle. By then, the Samurai received 44 reports of rollovers with 16 deaths and 53 injuries, but Ron De Fore, director of public and consumer affairs for the safety agency, noted that such numbers were not too high considering that there are 150,000 of the SUVs on the road. De Fore also stated that of the fatal incidents surrounding the vehicle, 63% were alcohol-related, and only 24% were wearing seat belts. But despite these, Consumer Union doubled down, eventually showing a video of its tests featuring two of the Samurai’s wheels coming off the ground in a swerve test. Addressing reporters, Consumer Union technical director R. David Pittle remarked that the vehicle “literally trips over its own feet.”
Needless to say, Consumer Reports’ attacks against the Samurai tanked the SUV’s sales in the United States. By 1989, the Samurai was selling just about 5,000 units per year. Suzuki pulled out the Samurai in 1995 due to dismal sales, but in 1996, Consumer Reports added salt to the wound by highlighting its Samurai findings in its anniversary edition. This prompted a lawsuit from the Japanese carmaker, which ultimately resulted in footage of Consumer Reports’ tests on the small SUV from 1988. The video was shocking. As could be seen in the videos from Consumer Reports’ own tests, the Samurai actually performed very well, resisting rollovers so much that Technical Director David Pittle opted to change the test course to make it more challenging. Footage of the tests showed some Consumer Union staff audibly cheering when the Samurai’s wheels finally left the ground.
A Cautionary Tale
Suzuki and Consumer Union settled the lawsuit in 2004, and while the Consumer Reports publisher did not pay the Japanese carmaker any money or issue a retraction, it did issue a joint press statement clarifying that the magazine’s article about the Samurai in 1988 may have been misconstrued. It was a moral victory for Suzuki, but the damage had been done.
This is something that the EV community, the auto sector, and the media itself must keep in mind. Anyone with the least bit of comprehension understands that there is a need to transition the motoring sector to more sustainable vehicles. The auto sector could not really afford to have another Suzuki Samurai saga right now, especially considering the sustainability goals of numerous countries worldwide.
Tesla is leading the pack by a wide margin, and the company is only accelerating, with more vehicles poised to be built in Gigafactory Berlin, Giga Shanghai’s expansion, and in Gigafactory Texas. The motoring world cannot really be involved in unnecessary drama against Tesla today, as the mission to accelerate the advent of sustainability is far more important than tribal quarrels or prejudice against a group of EV enthusiasts. Does Tesla have to improve? Definitely, yes, especially when it comes to build consistency and after-sales service. Can Autopilot be safer? Absolutely, and Tesla definitely should. Was showing a walkthrough of how to illegally hack the driver-assist system using a defeat device (among many) helpful? Perhaps not.
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News
Why Elon Musk’s target date for buying an Optimus robot is harder than it sounds
Musk says China’s magnet export ban cost Optimus months, and robot hands remain shockingly hard.
Elon Musk says China’s export curbs on magnets used in electric motors set back Tesla’s Optimus program by two to three months, and that the robot’s hands remain the hardest part of the project. He made the comments Saturday during a live interview with Tesla Owners Silicon Valley at the X Takeover event at Giga Texas, in front of roughly 2,000 attendees. The Optimus discussion begins around the 49 minute mark of the stream.
On the hands, Musk was blunt and noted that a general purpose humanoid needs fine motor skills that are “incredibly difficult to get right. Shockingly difficult,” he said in the interview. He pointed to a problem he says no one has demonstrated yet: “One of the hardest things also generally is to do precision and force at the same time,” such as driving a small self tapping screw into wood. Touch sensors add another layer, since it is “actually kind of hard to get touch sensors that elastically deform and can handle high cycle life and it won’t just break after a few thousand cycles.”
He also took aim at rival robot videos. “Any complicated looking robot demo, it’s a canned demo. It’s not real,” Musk said, adding that real AI means showing a robot something it has never seen and watching it still cope, the way FSD handles a city it has never driven.
Musk expects the Optimus ramp to be slower than a new vehicle production ramp. “The initial part of that S curve of production ramp is going to be very slow at the beginning,” Musk said, partly because “unlike cars, there’s no pre existing supply chain for robot stuff.” That echoes his July reply on X that Optimus production “will be extremely slow at first, as everything is new.”
The magnet disclosure puts a number on a problem Musk first raised in 2025. He said China “prevented the export of magnets for use in electric motors” and that it “set back the Optimus program by like two or three months.” Then he added: “We had robots with no arms.” Tesla’s fix is to bring the supply chain home. “You’ve got to be able to make all the parts domestically,” he said. Teslarati reported in April 2025 that Musk tied the issue to permanent magnets in the arm actuators, where motors have to be as small as possible.
Tesla Optimus V3 hand and arm details revealed in new patents
Production is moving regardless, with a reported internal goal of more than 1,000 a week by the end of 2026. Teslarati recently covered how Tesla is certifying supply partners in China for Optimus parts, while the company’s hand design has been the subject of new patent filings.
Musk has said he wants Optimus available to the public by late 2027, though Tesla has not confirmed that date or published updated production figures.
Investor's Corner
Elon Musk drops a Thanksgiving hint about Starship’s biggest test yet
Elon Musk says Starship Flight 15 will try to catch the ship itself, a first.
Elon Musk says SpaceX’s next Starship flight will try something nobody has done before, by catching the ship itself. Speaking to roughly 2,000 people at the X Takeover event at Giga Texas on Saturday, Musk said Flight 15 is about four to six weeks away and “probably launches a little bit before Thanksgiving, is my guess.”
That is a slip from earlier reporting, which had pointed to a launch as early as October 19. Musk explained why the date keeps moving. “We’re making a bunch of improvements to the rocket between every flight,” he said, adding that there are often hundreds, sometimes thousands, of small changes. This time the list is short, “but some of them take a fair bit of work and we’ve got to go inside the tank to make some of these changes.”
“We’re going to try to catch the ship, which is a super big deal,” Musk said. “If we do so, that’ll be the first time that there’s been full recovery of an orbital class rocket.” SpaceX has already caught the Super Heavy booster with the tower’s mechanical arms, and has talked about catching the ship since late 2025, but the upper stage has never been caught.
Musk also laid out what comes after. “The next big milestone would be to refly both the booster and the ship,” he said, describing a Flight 16 where “all parts of an orbital rocket are reflown.”
The reason SpaceX wants this comes down to cost and cadence. Every Starship ship so far has ended its flight in the ocean, and SpaceX expects most of those water landings to end in fireballs. A ship that returns to Starbase intact can be inspected and flown again. SpaceX’s IPO filing, says Starship V3 is designed to deliver 100 metric tons to orbit in a fully reusable configuration, that SpaceX aims to cut the cost to reach orbit by 99% or more versus the historical average, and that tower catches should allow “multiple launches per day.”
The payoff goes beyond cheaper launches. The next generation Starlink V3 satellites are too large for Falcon 9 and can only fly on Starship, which can carry up to 60 per flight. Flight 14 on September 28 deployed the first 26 of them after Starship reached orbit despite an early engine shutdown, as Teslarati reported. Musk blamed engine computer software, and said the heat shield “was extremely robust,” which he claimed in August had solved Starship’s biggest challenge.
NASA’s Moon plans depend on the same capability. NASA’s inspector general has described a lander mission that needs a propellant depot in low Earth orbit and more than 10 tanker flights, with SpaceX targeting one tanker launch every six days. That schedule only works if ships and boosters come back fast and fly again. Also, ship to ship propellant transfer has not been attempted yet.
One interesting hurdle yet to be explored is bringing the ship back to the launch site, with reentry over land, which will undoubtedly come with a lot of aviation safety reviews.
Lifestyle
Tesla’s mirrorless Cybercab will give riders a visibility upgrade
Tesla engineer confirms Cybercab update letting riders pull up rear and repeater cameras on demand.
Tesla is working on a Cybercab update that would let passengers pull up the vehicle’s rear and side cameras on demand, and the request came straight from a rider.
The exchange played out on X late Friday. Cybercab rider Dan Burkland shared photos of the two-seater’s cabin screen after an evening ride, praised the UI team’s work, and left one request: let riders open the rear and repeater cameras whenever they want, “especially for peace of mind.” Tesla UI software engineer Evan (@CarCoder) answered with two words: “In development.”
The Tesla UI team absolutely crushed it with the infotainment software. Nicely done @CarCoder!
One feature request: Allow folks to pull up the rear & repeater cameras on demand. This would be great especially for peace of mind. https://t.co/mNAOSLx6pE
— Dan Burkland (@DBurkland) October 10, 2026
The idea fits a pattern Teslarati has tracked since public rides began. Days after paid Cybercab service opened in Austin, Tesla sent riders a survey that asked them to rate the touchscreen, the app and the cabin, and to pick the features they wanted most. We reported on that survey in September, and a camera view is the kind of small software change Tesla can push quickly if riders keep asking.
It also speaks to something unique about the vehicle. With no steering wheel, no pedals and no driver, passengers have no mirror to check and no way to see behind them. The hardware is clearly built for camera awareness, from the repeater cameras to the rear camera. Letting a passenger look through those same cameras would give a nervous first time rider a way to confirm what is around the car.
The timing matters because the fleet is growing fast. Tesla’s Robotaxi account said on Saturday that more than 300 Cybercabs are now serving Austin, an eightfold increase in 30 days, and Tesla AI chief Ashok Elluswamy named Dallas as the next city. More cars and more cities mean more people riding in a driverless vehicle for the first time, which is exactly when small trust features carry weight.
For now, the feature is confirmed only as in development. If Tesla follows its usual pattern with Cybercab software, riders could see it appear in a point release without any announcement, and Teslarati will watch for it.
Why Elon Musk’s target date for buying an Optimus robot is harder than it sounds
Elon Musk drops a Thanksgiving hint about Starship’s biggest test yet
Tesla’s mirrorless Cybercab will give riders a visibility upgrade
The Pentagon taps Elon Musk to design the battlefield of the future
Tesla Roadster’s new patent preps white-knuckle speeds, keeping it grounded
