Wow, so much willful misinformation. Let’s cover a few!

- Steering: indeed the CT uses an innovative, triple-redundant steer by wire system. The steering wheel, which is a squared circle, not a yoke, turns 380 degrees lock to lock, so you never need to reposition your hands. It adjusts steering ratios dynamically according to speed and other factors.

- Crash safety: The 4 other Tesla models all had record-breaking safety scores, each the highest ever tested at the time of release on both European and U.S. standards. CT will undoubtedly continue and likely exceed that record. In any case, it would not be on the road if it had not passed U.S. safety standards.

- Pedestrian safety: This one is Bizarre. The CT front profile is about 2 feet lower than every other full size pickup sold in the U.S., yet not a peep heard about any of them being dangerous to pedestrians. “But no crumple zones!!” —- pedestrian safety is not primarily achieved through crumple zones, rather by the shape of the vehicle and how impact is likely to move someone who was hit. The CT is infinitely better on this metric.

- No crumple zones: See the crash test videos of the CT to see what an absurd assumption this is. The front deforms beautifully and the passenger compartment is fully intact. Same for the 30 MPH side impact test.

- Not mentioned: the first full-car 48 volt architecture in history, which paves the way for this much-needed innovation for the rest of the industry.

- Further extension of Tesla’s astonishing electrical architecture, where all functions in the car are performed by a few high-density PC boards running industrial PowerPC processors rather than having 100+ “ECUs” bought off the shelf. This architecture is what makes it possible to control (and fix and refine) nearly all aspects of the vehicle THROUGH SOFTWARE (and explains why no other car makers can do this).

- The CT pushes this forward by making nearly every electrical device a peer on a redundant gigabit ethernet bus (greatly enhanced CANBus). Each device then has a single power lead—-as short as possible from any convenient location—and activates itself by commands on the bus. 48 volts plus this reduced the weight of the wiring harness by 80% over a typical vehicle.

- Looks: I thought this site audience was made up of engineers or those who appreciate engineering. The look of the CT follows its function. Using castings, a structural battery pack and durable, paint-free stainless steel, it makes one of the toughest, most durable and most structurally rigid vehicles ever made. Yet, compared to an F150 Lightning, it has more interior space, a bigger bed while weighing significantly less.

- Economics: Ford in recent quarters is losing around $36,000 per EV they sell, despite the prices charged being quite high. CT is designed for manufacturing simplicity and architectural efficiency. This difference means that Ford is stuck at high prices and big losses while Tesla has ample price flexibility. As they have with their other vehicles, they can bring down prices as market conditions warrant and as materials and economies of scale make possible. No other EV maker has ever been profitable, and none have ever dropped prices as aggressively as Tesla has this last year or so. There is every reason to assume this will continue with the CT, once the first early-adopter wave subsides.

I get that Elon Musk infuriates many people (as he frequently does me). But it’s just dumb to disparage the achievements of the most talented and innovative team of automotive engineers since Henry Ford just because you don’t like the boss.