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Tesla Model 3 has an important upper middle class audience to please
As Elon Musk continues to focus on his top 3 priorities for Tesla, emphasis on preparing for Model 3 production – arguably the most important vehicle in the company’s history – couldn’t be more pertinent.
The Model 3 will be emblematic of Tesla’s capacity to offer a highly safe and efficient means of transport for a middle to upper middle class segment that largely depends on vehicle reliability in order to commute. It looks like these upwardly mobile folks are buying into that Tesla promise (pun intended): by October 2016, nearly 400,000 reservations had already been placed on the Tesla Model 3.
Starting at $35,000 before incentives, the Model 3 will achieve a minimum of 215 miles of range per charge and has been designed to attain the highest safety ratings in every category. According to the Tesla website, “The Model 3 combines real world range, performance, safety, and spaciousness into a premium sedan that only Tesla can build.” Potential Model 3 buyers make a reservation through the company’s website by putting down a $1000 deposit. The Model 3 has a starting price of about half the base price of the flagship Tesla Model S and has the size and stance of the Mazda 3.
Jessica Caldwell, an Edmunds.com analyst, argues that, if Tesla Motors wants “to bring the EV to the mass market, they need the Model 3 to be successful.”
The Model 3 will be a sedan, although other versions may one day include a Model Y compact SUV. Base rear-wheel-drive Model 3 vehicles are expected to achieve at least 215-miles of range; all-wheel drive will be offered, and a larger battery capacity with longer range is expected. Tesla’s Full Self-Driving Capability is also expected to be a standard offering.
“This is their chance to prove that they are not just a specialized niche automaker, but actually a long-term volume automaker,” said Karl Brauer, an analyst at Kelley Blue Book. “They have to establish that they can build a high-quality volume vehicle.”
Being upper middle class is a swirling confluence of financial comfort, identity, dreams, and lifestyle options. The Tesla Model 3 may very well become one of the most significant markers of status stability, with its associated components of having a college education, white-collar work, economic security, and home ownership. Soon, many upwardly mobile consumers will be adding “owning a Tesla” to that definition. Indeed, fewer than 5% of reservation holders are likely to choose a minimalist entry level Model 3 car. By contrast, close to 7% say they intend to check every available check box in the Model 3 Design Configurator once it becomes available.
If there’s an option available, the future upscale Tesla Model 3 audience will get it, as the number of options will be new indicators of levels of wealth and class.
Of course, these soon-to-be Tesla owners will have high expectations for all aspects of the Tesla process. First production of Model 3 is still scheduled for mid 2017, while delivery estimates for new reservations are expected to take place mid 2018 or later. Musk admitted that Tesla had hubris in designing and engineering the complicated Model X. As a result, Tesla learned a lot about selling, building, and delivering, which it applied to the Model 3 with much greater production streamlining. “With any new technology, it takes multiple iterations and economies of scale before you can make it affordable,” Musk has said. A mass-market car “was only possible to do . . . after going through the prior steps.”
The Model 3 is the next step in the learning process, but Tesla has done the preparation.
The Model 3 was unveiled in March of 2016 with operational prototype cars. In anticipation of much higher delivery numbers associated with the Model 3, Tesla hired former Audi executive Peter Hochholdinger as its Vice President of Vehicle Production. Hochholdinger had been in charge of production for the A4, A5, and Q5 vehicles, with around 400,000 vehicles per year under his watch. He should be a key asset as Tesla looks to roll out Model 3s in quantities that far exceed the number of cars the company has made to date.
Tesla has dealt lately with some supplier issues and has brought production of some components in-house. Other components, however, continue to be manufactured by established companies. For example, reports indicate that the Model 3’s center touchscreen will be supplied by LG Display.
By spring 2017, Model 3 photos and videos — shot both by bystanders and insiders — should start to circulate. Eventually, too, the government will need to ascertain the safety of Model 3 via crash-testing, and resulting reports will have a big impact on eventual delivery dates.
The Model 3 sedan will use some of the same glass technology that the company is using for its solar roof tiles, which should introduce an upper middle class audience to new ways of thinking about residential energy systems. The Model 3 is said to accelerate with an alluring still rush. It is just that rush— as well as zero-emissions and self-driving capability— that the upper middle class market has been awaiting.
Tesla is continuing to push the boundaries of vehicle dynamics, as its latest published patent, US12654505B2, or “Suspension Actuator System for a Vehicle,’ which has finally been pushed through.
The design, which is credited to inventors Brian Lee Doorlag, Avraham Kagan, and Justin Sill, introduces a sophisticated hybrid suspension design that blends active motor-driven control with strategic passive elements to deliver superior ride quality, energy efficiency, and resilience against road imperfections, especially potholes.
Suspension Actuator System for a Vehicle@Tesla‘s US20240383297A1 patent introduces an innovative suspension actuator system that transforms vehicle suspension control through an intelligent combination of active and passive control elements.
By implementing both series and… https://t.co/vRvlOu3Dql pic.twitter.com/2WriXgpOvr
— SETI Park (@seti_park) November 27, 2024
At the heart of the system is an active control element powered by an electric motor. This motor drives a belt connected to a ball nut assembly and threaded screw, which adjusts the effective length of the suspension strut in real time.
By extending or retracting, the actuator can lift or lower the wheel more accurately, which can end up countering road disturbances. Sensors, including accelerometers and wheel position monitors, feed data to a suspension control system that processes inputs and commands the motor instantly.
This active component doesn’t work alone. A low-rate air spring mounts in parallel with the actuator. Its primary role is to offset much of the vehicle’s static weight, dramatically reducing the power demand on the motor.
Without this, the active system would constantly fight gravity, draining energy and generating heat. The air spring handles steady-state loads efficiently, allowing the motor to focus on dynamic adjustments.
Complementing this is a series of passive control elements—a spring and an adaptive damper—placed between the actuator and the wheel. This setup filters high-frequency vibrations before they reach the active motor, preventing it from overworking on minor inputs. The adaptive damper, potentially magnetorheological or valve-controlled, further tunes damping electronically for optimal comfort and stability.
How It Differs from Traditional Suspensions
Traditional passive suspensions compromise between comfort and handling, while pure active systems can be power-hungry and complex. Tesla’s hybrid approach resolves this by delegating tasks: the parallel air spring manages weight and low-frequency body motions, the series elements absorb rapid vibrations, and the active actuator tackles larger, lower-frequency events.
The result is a smoother, more isolated cabin experience. High-frequency road noise and harshness diminish, while the vehicle maintains precise control during cornering or acceleration. Energy efficiency improves, too—lower motor loads mean reduced battery drain, potentially extending range in electric vehicles.
How It Mitigates Potholes Specifically
Potholes are a major challenge because they provide a sudden drop to the wheel plunge, jarring the body of the vehicle, risking damage. The patent explicitly addresses this. Upon detecting a pothole (via sensors or predictive mapping), the control system activates
the motor to retract the strut, effectively pulling the wheel upward to minimize downward excursion. The series spring/damper cushions the impact, while the parallel air spring maintains overall support.
This proactive “wheel retraction” prevents sharp jolts, preserving passenger comfort and protecting components. Integrated with Tesla’s road roughness mapping patents, the system could anticipate potholes from fleet data, enabling preemptive adjustments for even smoother navigation.
Future Implications for Tesla Vehicles
This technology builds on Tesla’s existing adaptive dampers and air suspension that is seen in Cybertruck, but advances toward fully active control. It could roll out to future models, including refreshed Cybertrucks or next-gen vehicles, enhancing both daily drivability and off-road capability. By minimizing power use and complexity, it aligns with Tesla’s goals of efficiency and scalability.
In summary, US12654505B2 exemplifies Tesla’s engineering philosophy: intelligent integration over brute force. This hybrid suspension promises quieter, more comfortable rides and robust pothole defense, potentially setting a new standard for automotive comfort. As Tesla iterates, drivers can look forward to roads feeling far less rough.
The Tesla Cybercab got a huge nod of support from a Texas Department of Transportation official, who said the all-electric ride-hailing vehicle is “a tangible example of how quickly our transportation system is evolving.”
The Cybercab was present at the Texas Department of Transportation’s Texas Innovation Invitational, an event held each year that allows innovative companies to showcase advancements in transportation.
Tesla Cybercab specs revealed: range, curb weight, range ratings, and more
Marc Williams, the Texas Department of Transportation’s Executive Director, sat in a Cybercab and shared his thoughts in an extensive post on LinkedIn.
Williams’s comments show how Tesla, with its Cybercab, is leading the charge of passenger travel and how it’s changing so rapidly. He notes the absence of traditional driving controls as a telltale sign that the Cybercab is a catalyst for major automotive change, taking controls from drivers and turning them into full-time passengers.
“Observing this vehicle firsthand–from its design and butterfly doors to the cargo trunk configuration–provides a tangible example of how quickly our transportation system is evolving. Sitting inside the cabin, the complete absence of traditional driver controls underscores a significant shift in mobility and vehicle design. No steering wheel, no accelerator, no brake. Only a single touchscreen monitor.”
Tesla has had a great relationship with the State of Texas, especially with its Robotaxi ambitions. Currently, Texas has Tesla Robotaxi operating in multiple cities: Dallas, Austin, San Antonio, and Houston. The company’s main manufacturing plant is also located just outside Austin, and Tesla moved its headquarters to the state several years ago.
Texas DOT Executive Director Marc Williams experienced the production version of @Tesla CyberCab firsthand earlier today at the 2026 Texas Innovation Invitational #CyberCab #FSD @SawyerMerritt @TeslaNewswire pic.twitter.com/izoGOWaGz6
— Ash_Alpha (@durai_ashwin08) June 17, 2026
The Cybercab is a purpose-built, fully autonomous, two-passenger Robotaxi vehicle designed specifically for ride-hailing services. Tesla has said for years it would be built without a steering wheel or pedals present, although there is still quite a bit of debate among the community regarding that potential.
Earlier this week, we received official word that the EPA had provided the Cybercab with a Certificate of Conformity, giving Tesla permission to enter the vehicle into the chain of public commerce. It is officially ready for roads.
The big question for Tesla remains: Can it solve self-driving before the steering-wheel-less Cybercab officially enters production?
Elon Musk
The Boring Company just doubled its tunneling power in Nashville
The Boring Company’s Prufrock MB2 is commissioned and ready to mine beneath Nashville’s streets.
The Boring Company’s second tunnel boring machine, Prufrock MB2, is officially ready to dig in Nashville. The company confirmed the news on X, posting: “Prufrock-MB2 is ready to mine in Nashville! MB2 commissioning is complete, including the brief 11 rpm rotation shown here. Will MB2 catch up to MB1, who had quite the head start? And Prufrock-MB3 ships in August!”
MB2 arrives with meaningful improvements over its predecessor. Lessons learned from the launch and operation of MB1 have already been applied to MB2 to improve efficiency and prepare the machine for launch.
Traditional tunnel boring machines operate in a stop-and-go cycle, digging roughly five feet, halt, erect precast concrete segments to line the tunnel wall, then resume. That repeated interruption is one of the main reasons conventional tunneling is slow and expensive. Prufrock is designed to install the tunnel liner simultaneously with mining, eliminating the need to stop every five feet. The machine also skips the need for excavated launch pits. Prufrock arrives on a truck, tilts down, and launches into the ground within 24 hours. And when the tunnel is complete, it emerges from the ground and drives to its next launch site on a trailer, eliminating the need for expensive cranes or pit excavation. The machine is also fully electric and runs with zero people in the tunnel during normal operations, controlled remotely from a surface operations center.
Prufrock-MB2 is ready to mine in Nashville! MB2 commissioning is complete, including the brief 11 rpm rotation shown here.
Will MB2 catch up to MB1, who had quite the head start?
And Prufrock-MB3 ships in August! pic.twitter.com/TTrMql2aRg
— The Boring Company (@boringcompany) June 17, 2026
It won’t be long before we hear of another major update on The Boring Company’s Music City Loop project – a planned underground transit network beneath Nashville that would move passengers in electric vehicles through a series of tunnels at highway speeds, and bypassing surface traffic entirely. Nashville was selected in part because of its strong rock conditions that suits the Prufrock machines well, and relatively less regulatory hurdles.
Progress has been steady on multiple fronts. All 37 permits and approvals required ahead of tunneling have been obtained, out of 45 total. Key wins include a fully executed TDOT tunnel permit authorizing 25 miles of tunnel, unanimous airport authority approval for a Nashville International Airport station, and the city’s first residential station agreement serving downtown tower residents.
With MB1 already tunneling, MB2 now commissioned, and MB3 shipping in August, Nashville is becoming something of a live proving ground for scaled tunnel boring. The broader ambition is not limited to one city. The Boring Company’s stated goal is to make underground transportation a practical alternative to surface roads across major metro areas. Nashville is one of many cities, including a successful Las Vegas tunnel system, where that idea is being put to the test at real speed.
Tesla patent aims to improve common on-road complaint
Tesla Cybercab gets huge nod of support from Texas DOT official
