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Tesla (TSLA) has to replace the ‘self-driving’ computer inside about 4 million vehicles or likely compensate the owners of those vehicles.

The liability could be more significant than the largest automotive recall in terms of cost.

In 2016, Tesla claimed that all its vehicles in production going forward have “all the hardware necessary for full self-driving capability.”

Tesla’s use of the term “full self-driving” has changed over the years, but at the time and for years later, CEO Elon Musk claimed that it would mean Tesla owners would eventually receive a software update that would turn their vehicles into “robotaxis” capable of level-4-5 self-driving, which means unsupervised autonomous driving even with no one in the cars.

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Almost 10 years later, this has yet to happen and won’t happen soon in most of the cars Tesla has delivered over the last decade.

Tesla’s claim that its vehicles have “all the hardware necessary for full self-driving capability” quickly proved untrue.

At the time, Tesla was producing its vehicles with cameras, a front-facing radar, ultrasonic sensors, and a “self-driving” computer, called HW2.5.”

Tesla quickly started building new vehicles with a new “HW3 self-driving computer” and admitted that its HW2.5 computer was not powerful enough to achieve self-driving capability.

The automaker started retrofitting existing HW2.5 vehicles for free with new HW3 computers owned by drivers who bought Tesla’s ‘Full Self-Driving’ (FSD) software package.

In 2023-2024, Tesla transitioned to another new and more powerful “self-driving computer”, HW4, in its new vehicles.

Unlike when it transitioned from HW2.5 to HW3, this time, Tesla claimed it would still be able to deliver its robotaxi self-driving capability to HW3 vehicles.

Tesla Full Self-driving computer

Musk even claimed that FSD will get better on HW3 first, as Tesla’s “focus needs to be on getting FSD on HW3 working super well and provided internationally”. He went as far as claiming that FSD performance on “HW4 will lag at least 6 months behind HW3” because of this.

That didn’t last long.

In 2024, we started to report that Tesla was reaching the limits of the HW3 computer, while the capabilities were nowhere near the promised unsupervised robotaxi-level autonomous driving.

It took another 6 months, but in January 2025, Musk finally admitted that HW3 computers are not powerful enough to achieve unsupervised self-driving capability.

There are about 4 million Tesla vehicles in the world with HW3 computers:

Hardware Version Production Timeframe Estimated Vehicles Produced (Global) Rollout & Overlap
HW3 (FSD Computer) Apr 2019 – Late 2023 (phased out) ~4 million (approx.)​ Standard in all models from 2019–2022; remained in some cars through 2023. Overlap with HW4 during 2023.
HW4 (FSD Computer) Jan 2023 – Present (ongoing) ~2.5–3 million (approx.) Introduced Jan 2023 (S/X first)​; became standard across all models by early 2024​. Overlapped with HW3 in 2023.

When admitting the computer won’t support the promised self-driving capabilities, Musk said that Tesla would retrofit the computers of all HW3 car owners who purchased the FSD package:

I mean, I think the honest answer is that we’re going to have to upgrade people’s Hardware 3 computer for those that have bought full self-driving, and that is the honest answer and that’s going to be painful and difficult but we’ll get it done. Now I’m kind of glad that not that many people bought the FSD package.

Musk says that replacing all the computers will be “painful,” and he is “glad” that “not that many people bought the FSD package.”

Tesla never disclosed the official take rate of its Full Self-Driving (FSD) package, but it did disclose having 400,000 FSD beta testers in North America by the end of 2022.

The take-rate is believed to be much lower globally due to the limited value in other markets where Tesla offers fewer ADAS features under the FSD package.

Globally, it’s safe to assume at least another 100,000 HW3 vehicles with the FSD package, which should bring Tesla’s retrofit requirement to over half a million units.

Musk is right to say that replacing the computers in over 500,000 Tesla vehicles will be “painful.” It will strain its service capacity tremendously, on top of the cost, which will easily surpass $500 million.

But that might just be the beginning.

Tesla promised self-driving hardware in all cars

Musk and Tesla not only made promises to those who bought the FSD package, but they promised anyone buying Tesla vehicles since 2016 had “all the hardware necessary for full self-driving capability.”

As we previously reported, Tesla removed the claim from its website last year and changed the language around the FSD package, which was likely aimed at weakening claims for Tesla HW4 owners, but the case for HW3 owners is more straightforward.

In 2019, Musk claimed “Tesla vehicles are now appreciating assets” because of their future self-driving capabilities. Of course, this proved to be completely wrong.

But there’s one thing that’s true about the value of Tesla vehicles: they would be worth more if they had computers capable of supporting self-driving, which Musk just admitted is not the case. That’s regardless of whether they bought the FSD package or not.

Therefore, there’s a strong argument to be made that Tesla needs to replace computers in all HW3 cars or at the very least, compensate the owners for falsely claiming that the vehicles had “all the hardware necessary for self-driving.”

In fact, there’s already legal precedent for this.

In 2022, a judge ordered Tesla to upgrade a customer’s self-driving computer for free so that they can subscribe to Tesla’s Full Self-Driving program without any additional cost. It created a precedent for Tesla owners who don’t purchase the FSD package.

Based on Tesla’s statement that “all cars produced since 2016 have the hardware necessary for full self-driving capability,” the owners of those vehicles need to have all the hardware necessary to have access to these features.

It’s a clear case of false advertising. Tesla says, “Your car has all the hardware necessary for full self-driving,” and when an owner wants to try the features, Tesla tells them, “You have to pay $1,000 for us to upgrade your hardware.” Something doesn’t add up.

Electrek’s Take

I would be surprised if Tesla does as Musk claimed and replaces HW3 computers in any car, let alone over half a million cars, or as it should be, about 4 million vehicles.

It’s too complicated and costly. It would add hundreds of thousands of work hours to Tesla’s already ultra-busy service operations, and it may not even work.

After being wrong about HW2.5 and HW3, the level of confidence in Tesla achieving unsupervised self-driving on HW4 vehicles is not really high, despite HW4 vehicles not only having more powerful computers but also better cameras.

I don’t think it’s realistic to believe that Tesla will enable level 4 or 5 self-driving capabilities in what are, in some cases, almost 10-year-old vehicles through a computer retrofit.

My 2018 Model 3 Performance was originally a HW 2.5 vehicle, and I purchased the FSD package. Tesla upgraded my computer to HW3 in 2019. We are now in 2025, and Musk finally admitted that the computer I bought 6 years ago won’t enable the self-driving capacity I was promised.

My car will never be self-driving, and I don’t believe Tesla will ever offer a free computer upgrade.

I think Tesla will have to compensate every Tesla HW3 owner worldwide. That would mean about 4 million vehicles and a liability of several billion dollars.

At first, instead of the computer retrofit, I think Tesla will use this as an opportunity to encourage people to upgrade, like it did with the “FSD transfer windows.” Maybe it will offer buybacks at a higher rate to compensate owners.

As for those who didn’t buy the FSD package, I don’t think Tesla will offer anything based on Musk’s messaging. It will have to go through the courts.

There are already several lawsuits filed against Tesla over its self-driving claims, and that was before Musk’s admission that HW3 won’t support unsupervised self-driving. I believe that those lawsuits will ramp up this year.

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Stark VARG SM launched as street-legal electric motorcycle with jaw-dropping specs

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Stark VARG SM launched as street-legal electric motorcycle with jaw-dropping specs

Stark Future, the Barcelona-based electric motorcycle startup that made waves with its motocross-focused VARG MX, is back with something new…. and this time it’s headed for the streets. Meet the Stark VARG SM, an all-electric Supermoto that blends track-ready performance with daily rideability in a way that might just redefine what street-legal e-motorcycles can be.

But don’t go thinking that this is just a VARG MX with turn signals slapped on. The VARG SM is a purpose-built electric Supermoto designed from the ground up for asphalt, with tighter geometry, updated suspension, and a whole lot of power – up to 80 horsepower, to be exact. At just 124.5 kg (275 lb), the SM boasts the highest power-to-weight ratio of any production Supermoto in the world.

Oh, and did I mention it delivers 914 Nm of torque at the rear wheel? That’s not a typo. That’s nearly 675 ft-lb of instant electric torque, delivered silently and smoothly. Stark says that should result in acceleration that is equal parts insane yet completely controllable thanks to a highly tunable powertrain and Stark’s intuitive onboard display.

Built for the track, ready for the road

The VARG SM draws its DNA from Stark’s competition-proven motocross platform, but digging deeper into the specs shows how the company refined their dirt experience into asphalt performance. This new model gets a complete Supermoto treatment, including custom KYB suspension, a forged aluminum subframe, high-strength steel frame, machined triple clamps, CNC-machined hubs, and Brembo radial brakes. The 48mm front fork is fully adjustable with 290mm of stroke, and the rear shock offers 303mm of travel, giving it the precision and feel needed to rail corners or careen around kart tracks.

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Up front, the VARG SM features a newly developed triple clamp that enhances steering precision and front-end feedback, something Supermoto riders will appreciate when diving into tight apexes or threading through city traffic. Add in a set of sticky Pirelli Diablo Rosso IV tires (with options for Dunlop, Michelin, or Anlas depending on your climate or riding style), and you’ve got a machine that feels like it was tailor-made for twisty mountain roads or technical urban playgrounds.

Smart power, smart control

Powering the VARG SM is a 7.2 kWh structural honeycomb magnesium battery, the same kind found in the off-road VARG, but now tuned for more urban versatility. It offers a real-world range of around 81 km (50 miles) under the WMTC cycle. That might not be cross-country touring territory, but the company is banking on it being enough for commuting and light canyon carving in the right location, not to mention track-day stunts.

Recharging that battery is said to be quick and painless: the included 3.3 kW portable charger fits in a backpack, plugs into any standard outlet or EV wall plug, and fills the battery in just 1–2 hours depending on how deep into the pack the last ride wandered.

The motor itself is a carbon-fiber–sleeved PMAC unit with an integrated inverter, engineered for brutal motocross abuse but refined for the road. The result is said to be silky power delivery with massive torque, yet zero shifting thanks to the single-speed electric drivetrain. It’s motocross power, but scooter control – just twist and go. Riders can even customize everything from throttle response and regen braking to power output and engine braking, all through Stark’s Android-based “Arkenstone” display mounted on the bars.

Speaking of the display, it’s waterproof, shockproof, and fully connected. GPS navigation, OTA updates, live ride data, and full ride mode tuning are all a few taps away… no laptop required.

Built-in stoke and daily practicality

For all the hardcore specs, the VARG SM still remembers it’s supposed to be fun – and functional. The bike is street-legal in Europe, the US, Australia, and New Zealand, and it’s even A1 license compliant, making it easier for new riders. In some countries, you can legally ride it with just a car license thanks to the near-scooter legal classification. That opens up a whole new category of riders who might’ve written off motorcycles as too complicated, intimidating, or loud. However, it’d definitely be a good idea to take traditional motorcycle training classes before unleashing the higher power end of the VARG SM’s spectrum.

And while it can absolutely play hard, it’s also smartly equipped for the daily grind. You get a walk mode and reverse gear to help in tight spaces, a bar-mounted handbrake option for stunt work or accessibility, and built-in security layers. The LED headlamp punches out 4,000 lumens – which is said to be roughly three times brighter than anything else in its class – and the patent-pending integrated indicators are made from flexible optical silicone to handle everyday abuse without cracking.

Pricing and availability

The Stark VARG SM is available to order now through Stark’s global dealer network of over 500 shops, or directly from the company’s website. There are two versions:

  • Standard (60 hp): $12,900 USD / €12,990 / £10,900
  • Alpha (80 hp): $13,900 USD / €13,990 / £11,900

Canadian, Australian, and New Zealand pricing is also available, with minor regional differences and delivery fees.

The motocross VARG was Stark’s declaration of war on gas bikes, and now the VARG SM looks to be their full-throttle cannonball into the urban performance segment. It’s electric, road legal, and might just be the wildest street bike of the year.

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How China’s rare earth restrictions could disrupt the U.S. defense industry and reignite a trade war

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How China's rare earth restrictions could disrupt the U.S. defense industry and reignite a trade war

It's 'scandalous' that U.S. doesn't have a rare earths strategic reserve: Wharton's Jeremy Siegel

China sweeping restrictions on rare earth exports threaten the U.S. defense industry, providing President Xi Jinping with a powerful leverage over President Donald Trump in upcoming trade talks.

Beijing will not allow the export of rare earth materials for use by foreign militaries, China’s Ministry of Commerce announced on Oct. 9. These are the first restrictions imposed by China that specifically target the defense sector, according to Gracelin Baskaran, a critical minerals expert at the Center for Strategic and International Studies.

“What this essentially means is that it will deny licenses to foreign militaries and companies that are producing military use end goods,” Baskaran told CNBC. “It undermines the development of the defense industrial base at a time when there is rising global tension. It is a very powerful negotiating tactic because it undermines national security.”

Rare earth magnets are crucial components in U.S. weapons systems such as the F-35 warplane, Virginia and Columbia class submarines, Predator drones, Tomahawk missiles, radars, and the joint direct attack munition series of smart bombs, according to the Department of Defense.

China dominates the global supply chain for rare earths. It controls 60% of mining and more than 90% of refining worldwide, according to the International Energy Agency. The U.S. is dependent on China for around 70% of its rare earth imports, according the U.S. Geological Survey.

“It’s scandalous that we don’t have a rare earths strategic reserve, that we let China monopolize 90% of the refining of rare earth materials,” Jeremy Siegel, University of Pennsylvania professor emeritus of finance, told CNBC on Monday. “Where were we?”

‘Massively disruptive’

Beijing also imposed broad controls that require foreign companies to obtain an export license if rare earths processed in China make up as little as 0.1% of their products’ value. Firms also need licenses for products that rely Chinese rare earth technology for mining, smelting, separation, magnet manufacturing and recycling.

“If these rules were to be strictly and indefinitely enforced, they would be massively disruptive, not just to the US but globally,” Wolfe Research analyst Tobin Marcus told clients in an Oct. 10 note. Rare earths are also also crucial inputs for the semiconductor and automobile industries.

The restrictions would impact every sector of the U.S. economy but the defense, semiconductor and electric vehicle industry would face the brunt, according to Alicia Garcia Herrero, an economist at French investment bank Natixis. Defense contractors, Apple, Nvidia, Intel, Tesla, Ford and GM are all highly exposed, Hererro told clients in a Monday note.

The Trump administration is working to build out a domestic supply chain. The Defense Department struck an unprecedented deal with the largest U.S. rare earth miner MP Materials in July that included an equity stake, price floors and an offtake agreement.

“This will certainly also further accelerate US efforts to develop our own rare earth resources,” Marcus said. U.S. rare earth stocks have surged as investors speculate that the Trump administration will strike deals with other miners.

Standoff in South Korea

The restrictions threaten to reignite the trade war between the China and the U.S. after months of relative calm.

Trump has responded with 100% tariffs on Chinese goods starting Nov. 1. The huge import taxes would come on top of the 44% tariff rate already in place on China, effectively cutting off trade between the world’s two largest economies, according to Wolfe Research.

“It wouldn’t take much re-escalation to get us back to the quasi-embargo situation that prevailed in the spring,” Marcus told clients.

The U.S. stock market erased about $2 trillion in value Friday after Trump threatened massive tariffs against China, according to Bespoke Investment Group. The S&P 500 rallied Monday to regain more than half of Friday’s losses after Trump appeared to de-escalate, saying “it will all be fine” with China.

Trump and Xi are still expected to meet on the sidelines of the Asia-Pacific Economic Cooperation summit in Seoul, South Korea later this month, Treasury Secretary Scott Bessent told Fox Business on Monday.

The most likely scenario is “both sides pull back on the most aggressive policies and that talks lead to a further—and possibly indefinite—extension of the tariff escalation pause reached in May,” Goldman Sachs told clients Sunday.

But Beijing’s strategy is unclear and the tariff deadline is just weeks away, raising the risk that an agreement might not be struck in time, Marcus said.

“Without more conviction about Beijing’s strategy here, we’re concerned that they won’t be willing to back down fast enough to prevent these 100% tariffs from kicking in, at least temporarily,” the analyst said.

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OpenAI’s hyperscaler ambitions are being put to the test with its latest megadeals

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OpenAI's hyperscaler ambitions are being put to the test with its latest megadeals

Broadcom-OpenAI deal expected to be cheaper than current GPU options

Sam Altman didn’t set out to compete with Nvidia.

OpenAI began with a simple bet that better ideas, not better infrastructure, would unlock artificial general intelligence. But that view shifted years ago, as Altman realized that more compute, or processing power, meant more capability — and ultimately, more dominance.

On Monday morning, he unveiled his latest blockbuster deal, one that moves OpenAI squarely into the chipmaking business and further into competition with the hyperscalers.

OpenAI is partnering with Broadcom to co-develop racks of custom AI accelerators, purpose-built for its own models. It’s a big shift for a company that once believed intelligence would come from smarter algorithms, not bigger machines.

“In 2017, the thing that we found was that we were getting the best results out of scale,” the OpenAI CEO said in a company podcast on Monday. “It wasn’t something we set out to prove. It was something we really discovered empirically because of everything else that didn’t work nearly as well.”

That insight — that the key was scale, not cleverness — fundamentally reshaped OpenAI.

Now, the company is expanding that logic even further, teaming up with Broadcom to design and deploy racks of custom silicon optimized for OpenAI’s workloads.

The deal gives OpenAI deeper control over its stack, from training frontier models to owning the infrastructure, distribution, and developer ecosystem that turns those models into lasting platforms.

Altman’s rapid series of deals and product launches is assembling a complete AI ecosystem, much like Apple did for smartphones and Microsoft did for PCs, with infrastructure, hardware, and developers at its core.

OpenAI expands hyperscaler ambitions with custom silicon, 10 GW Broadcom chip deal

Hardware

Through its partnership with Broadcom, OpenAI is co-developing custom AI accelerators, optimized for inference and tailored specifically to its own models.

Unlike Nvidia and AMD chips, which are designed for broader commercial use, the new silicon is built for vertically integrated systems, tightly coupling compute, memory, and networking into full rack-level infrastructure. OpenAI plans to begin deploying them in late 2026.

The Broadcom deal is similar to what Apple did with its M-series chips: control the semiconductors, control the experience.

But OpenAI is going even further and engineering every layer of the hardware stack, not just the chip.

The Broadcom systems are built on its Ethernet stack and designed to accelerate OpenAI’s core workloads, giving the company a physical advantage that’s deeply entangled with its software edge.

At the same time, OpenAI is pushing into consumer hardware, a rare move for a model-first company.

Its $6.4 billion all-stock acquisition of Jony Ive‘s startup, io, brought the legendary Apple designer into its inner circle. It was a sign that OpenAI doesn’t just want to power AI experiences, it wants to own them.

Ive and his team are exploring a new class of AI-native devices designed to reshape how people interact with intelligence, moving beyond screens and keyboards toward more intuitive, engaging experiences.

Reports of early concepts include a screenless, wearable device that uses voice input and subtle haptics, envisioned more as an ambient companion than a traditional gadget.

OpenAI’s twin bet on custom silicon and emotionally resonant consumer hardware adds two more powerful branches over which it has direct control.

Anthropic, OpenAI rivalry goes global

Blockbuster deals

OpenAI’s chips, datacenters and power fold into one coordinated campaign called Stargate that provides the physical backbone of AI.

In the past three weeks, that campaign has gone into overdrive with several major deals:

Taken together, it is OpenAI’s push to root the future of AI in infrastructure it can call its own.

“We are able to think from etching the transistors all the way up to the token that comes out when you ask ChatGPT a question, and design the whole system,” Altman said. “We can get huge efficiency gains, and that will lead to much better performance, faster models, cheaper models — all of that.”

Whether or not OpenAI can deliver on every promise, the scale and speed of Stargate is already reshaping the market, adding hundreds of billions in market cap for its partners, and establishing OpenAI as the de facto market leader in AI infrastructure.

None of its rivals appears able to match the pace or ambition. And that perception alone is proving a powerful advantage.

Developers

OpenAI and AMD unveil 6GW partnership: Here's what to know

Until now, most companies treated OpenAI as a tool in their stack. But with new features for publishing, monetizing, and deploying apps directly inside ChatGPT, OpenAI is pushing for tighter integration — and making it harder for developers to walk away.

Microsoft CEO Satya Nadella pursued a similar strategy after taking over from Steve Ballmer.

To build trust with developers, Nadella leaned into open source and acquired GitHub for $7.5 billion, a move that signaled Microsoft’s return to the developer community.

GitHub later became the launchpad for tools like Copilot, anchoring Microsoft back at the center of the modern developer stack.

OpenAI and all the big hyperscalers are going for vertical integration,” said Ben van Roo, CEO of Legion, a startup building secure agent frameworks for defense and intelligence use cases.

“Use our models and our compute, and build the next-gen agents and workflows with our tools. The market is massive. We’re talking about replaying SaaS, big systems of record, and literally part of the labor force,” said van Roo.

SaaS stands for software as a service, a group of companies specializing in enterprise software and services, of which Salesforce, Oracle and Adobe are part.

Legion’s strategy is to stay model-agnostic and focus on secure, interoperable agentic workflows that span multiple systems. The company is already deploying inside classified Department of Defense environments and embedding across platforms like NetSuite and Salesforce.

But that same shift also introduces risk for the model makers.

Agents and workflows make some of the massive LLMs both powerful and maybe less necessary,” he noted. “You can build reasoning agents with smaller and specific workflows without GPT-5.”

The tools and agents built with leading LLMs have the potential to replace legacy software products from companies like Microsoft and Salesforce.

That’s why OpenAI is racing to build the infrastructure around its models. It’s not just to make them more powerful, but harder to replace.

The real bet isn’t that the best model will win, but that the company with the most complete developer loop will define the next platform era.

And that’s the vision for ChatGPT now: Not just a chatbot, but an operating system for AI.

OpenAI and Broadcom sign 10GW deal

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