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All spoke on the condition of anonymity, fearing retaliation from Mr. Musk repeatedly misled buyers about the services’ abilities, many of those people say. Musk pushed it in directions other automakers were unwilling to take this kind of technology, interviews with 19 people who worked on the project over the last decade show. Now those questions are at the heart of an investigation by the National Highway Traffic Safety Administration after at least 12 accidents in which Teslas using Autopilot drove into parked fire trucks, police cars and other emergency vehicles, killing one person and injuring 17 others.įamilies are suing Tesla over fatal crashes, and Tesla customers are suing the company for misrepresenting Autopilot and a set of sister services called Full Self Driving, or F.S.D.Īs the guiding force behind Autopilot, Mr. Musk was promising drivers too much about Autopilot’s capabilities. But many Tesla engineers questioned whether it was safe enough to rely on cameras without the benefit of other sensing devices - and whether Mr. Musk insisted that autonomy could be achieved solely with cameras tracking their surroundings. Unlike technologists at almost every other company working on self-driving vehicles, Mr. Musk declared that truly autonomous driving was nearly at hand - the day when a Tesla could drive itself - and that the capability would be whisked to drivers over the air in software updates. Much of that promise was centered on Autopilot, a system of features that could steer, brake and accelerate the company’s sleek electric vehicles on highways. Įlon Musk built his electric car company, Tesla, around the promise that it represented the future of driving - a phrase emblazoned on the automaker’s website. To hear more audio stories from publications like The New York Times, download Audm for iPhone or Android.

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