Highly doubt it. The Gigafactory is not even near completion. Once it is Tesla should start meeting their high demands.
Interesting article... (long)
https://www.nytimes.com/interactive...factory-tesla-sustainability-gigafactory.html
Some exerpts:
Now 30 percent complete, its square footage already equals about 35 Costco stores, and a small city of construction workers, machinery and storage containers has sprung up around it.
This summer, Tesla’s stock-market valuation at times rose above those of Ford and General Motors, and its worth exceeded $60 billion. It did not seem to matter to investors that the company had never made an annual profit, had missed its production targets repeatedly…
In terms of self-driving cars, it seems likely that long-established companies — General Motors and Ford, as well as BMW and Audi — will benefit from their substantial reserves of cash and deep manufacturing experience. Because these automakers can invest deeply in research (and spend hundreds of millions of dollars to buy start-ups), they can remain competitive with companies less inherently cautious, like Tesla and Waymo, the spinoff of Google’s self-driving projects.
In the meantime, a company that has never made much profit needs to somehow figure out how to do so — that is, to put itself in the black before financial losses and missed deadlines curdle any hope that Tesla inspires, among customers or stockholders, into skepticism.
When we went inside, after a labyrinthine walk through offices and up and down stairways, we reached a rapidly moving automated factory line, where batteries were being installed into Powerwalls and Powerpacks — the residential and industrial units that store energy collected from solar panels (or any electrical generator)
Musk declined my interview requests over the course of several months. By early November, the number of Model 3 cars coming out of the factory had fallen far short of what Musk had promised, the company’s stock price had taken a nose-dive and there appeared to be serious software and robotic glitches at the Gigafactory. Musk was said to be too busy to talk, which did not always square with his social-media postings: jokes, poems, photos of tunnels he was digging, links to stories about the dangers of artificial intelligence and, in one instance, footage of a camping excursion on the roof of the Gigafactory.
One Tesla engineer I spoke with, who works on autopilot systems, maintained that the company’s camera and sensory hardware will prove good enough to get his team where it wants to go, which as a near-term goal means cars with a self-driving capability that is twice as good as a human driver (rather than 10 times as good, per the second master plan). By November, Musk was telling investors that the actual goal was to get the system simply on a par with a human driver and that that might require a more powerful computer in the cars, which Tesla would swap in free if necessary. Some customers have already paid $3,000 for a Tesla “self-driving” package (on top of the $5,000 for “enhanced autopilot”), based on Musk’s assurances that the new cars have all the hardware necessary and will be autonomous once regulations and functional software are worked out.
There’s no clear indication of whether these efforts are on track, and in the past year, several engineers who ran Tesla’s autopilot unit have left the company.
https://teslamotorsclub.com/blog/2018/01/18/two-senior-manufacturing-engineers-have-left-tesla/
http://www.morningstar.com/news/mar...esla-engineer-has-left-auto-maker-report.html
http://www.businessinsider.com/tesla-loses-autopilot-execs-2017-6
The company’s impact, real and potential, is all the more surprising considering that Musk has staked Tesla’s success on the industrial equivalent of a shoestring, lacking the resources of established carmakers. He has used customer revenue, his own wealth, venture capital, bank and government loans, investments by other automakers and the American stock and debt markets to effectively fund a multibillion-dollar research-and-development project. In that way, he has led the industry to the start of a new era. And now his company, hindered by debilitating manufacturing bottlenecks and its extravagant promises of self-driving, is poised to find out whether, in laying the groundwork for an electric and autonomous future, he took one risk too many.
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