Five, six... nine? 2025 Hyundai Ioniq 9 first drive: Efficient, for a big one Hyundai's biggest EV is designed for American roads and built in Georgia. Jonathan M. Gitlin – May 20, 2025 9:00 am | 15 Spot the elliptical shapes on the new Hyundai Ioniq 9. Credit: Jonathan Gitlin Spot the elliptical shapes on the new Hyundai Ioniq 9. Credit: Jonathan Gitlin Story text Size Small Standard Large Width * Standard Wide Links Standard Orange * Subscribers only   Learn more Hyundai provided flights from Washington to Savannah and accommodation so Ars could drive the Ioniq 9. Ars does not accept paid editorial content. SAVANNAH, Georgia—Hyundai's massive new Metaplant factory in Georgia is actually painted a subtle shade of green, not white, but you'd need someone to point that out to you. It's a shining example of the latest in car manufacturing—bright lights and white walls inside, knee-saving wooden floors on the production line, recaptured waste energy and solar—you name it. Hyundai even uses dog-like robots to check some welds. The vast facility is responsible for North American production of the electric Ioniq 5 and, now, the all-new Ioniq 9 SUV as well. That Hyundai would make a three-row SUV with its class-leading electric powertrain was a no-brainer. The E-GMP platform, with its class-leading 800 V powertrain, was designed for medium to large EVs, after all. In 2021 it debuted the Seven concept, which explored the idea of a living room on wheels. I'm not sure why the nameplate skipped a couple of digits, but the production Ioniq 9 tries to keep as true to that theme as possible within the confines of real life. Although they look quite different from one another, a common design language called "parametric pixels" ties together the Ioniq 9 with its smaller siblings the Ioniq 5 SUV and Ioniq 6 sedan. Creases catch the light even with the matte-gold paint of our test car, like the line ahead of the rear wheels that calls back to the collar on a traditional Korean garment. As ever, there are some other wonderful names for the design language: my favorite is "aerosthetic lounge," but when you look at the images, also think of words like "teutonic," "boat tail," and "integrated." When you hear the shape was inspired by a pebble, it makes sense that the drag coefficient is a slippery 0.27. Inspired by a pebble, don't you know? Jonathan Gitlin Inspired by a pebble, don't you know? Jonathan Gitlin I think this is my favorite angle. Jonathan Gitlin I think this is my favorite angle. Jonathan Gitlin Inspired by a pebble, don't you know? Jonathan Gitlin I think this is my favorite angle. Jonathan Gitlin At 199.2 inches (5,060 mm) the Ioniq 9 is couple of inches longer than the gas-powered Hyundai Palisade, but the EV's more space-efficient powertrain means the Ioniq 9 offers 9 inches (230 mm) more wheelbase, which translates into more room on the inside. The primary beneficiaries of that are whoever sits in the middle row, especially if the Ioniq 9 is in the six-seat configuration, which swaps the middle bench for a pair of captains' chairs. These even get ventilation, like the front seats. Space all the way in the back is average for the breed. There's more headroom than a Rivian R1S, but less legroom, and like most three-row SUVs, that third row is really for small children or occasional use. There's no acoustic glass back there, so its a much noisier place to sit, and the space is better utilized as cargo volume. If you need to put two adults in a third row and it must be electric, the Volkswagen ID. Buzz is your best bet, or at least it was until someone noticed the rear bench was too wide for just two seatbelts, sparkling a recall. But I digress. Seven adults could get up to a lot of work in one of these things. That's how many 100 W USB-C ports Hyundai has included, three up front then two for each of the other rows, although by my maths it would be hard to sap more than a couple of miles of range by simultaneously recharging 16-inch MacBook Pros on a road trip. For gadgets needing alternating current, the Ioniq 9 can provide 120 V V2L and is also capable of powering a home (V2H) or even returning energy to the grid (V2G), although those two will require a Hyundai bidirectional charger. The Cylon/Knight Rider effect is mainly an artifact of the digital camera and the LED lights. Jonathan Gitlin The Cylon/Knight Rider effect is mainly an artifact of the digital camera and the LED lights. Jonathan Gitlin I wonder if Hyundai will make an Ioniq 9 N? Jonathan Gitlin I wonder if Hyundai will make an Ioniq 9 N? Jonathan Gitlin This is very Range Rover. Jonathan Gitlin This is very Range Rover. Jonathan Gitlin I wonder if Hyundai will make an Ioniq 9 N? Jonathan Gitlin This is very Range Rover. Jonathan Gitlin With the electrons flowing from grid to car via a level 2 AC charger, expect to take about 9 hours and 40 minutes to charge from 10–100 percent at 11 kW. For best results DC fast charging, seek out a 350 kW fast charger. You'll need the included CCS1 adapter, but you'll charge from 10–80 percent in 24 minutes. The adapter is required because the Ioniq 9 is one of the few non-Tesla EVs to leave the factory with the NACS charging port. Using a Tesla Supercharger to charge an Ioniq 9 doesn't just put more money in Elon Musk's coffers, though, it also takes a while—41 minutes in total. Only the $58,995 Ioniq 9 S is available with a rear-wheel drive powertrain. In this case, one with 215 hp (160 kW) and 258 lb-ft (350 Nm) and a range of 325 miles (539 km) from the 110.3 kWh (gross) battery pack. All other trims feature twin motor all-wheel drive, but you give up little in the way of range. The $62,765 SE and $68,320 SEL offer a combined 303 hp (226 kW) and 446 lb-ft (605 Nm) and 320 miles (515 km) of range, and the $71,250 Performance Limited, $74,990 Performance Calligraphy, and $76,490 Performance Calligraphy Design use a more powerful front motor to generate a total of 442 hp (315 kW) and 516 lb-ft (700 Nm), and a range of 311 miles (500 km). The Ioniq 9's interior loses some of the charm of the concept. Hyundai The Ioniq 9's interior loses some of the charm of the concept. Hyundai Yes, that is a NACS port. Jonathan Gitlin Yes, that is a NACS port. Jonathan Gitlin We were only able to test the Ioniq 9 in six-seat configuration. Hyundai We were only able to test the Ioniq 9 in six-seat configuration. Hyundai Yes, that is a NACS port. Jonathan Gitlin We were only able to test the Ioniq 9 in six-seat configuration. Hyundai This curved panel is common across a lot of Hyundai and Genesis cars now. Hyundai The center console has wireless charging, among other features. Hyundai Lots of storage, and the lid on top opens both ways. Hyundai Leg rests! Hyundai There's 21.9 cubic feet of cargo with the third row in use, or 46.7 cubic feet with it folded flat, and 86.9 cubic feet with both rows flat. Jonathan Gitlin While a short first drive is not the best place to evaluate an EV's range efficiency, driven day to day in Eco mode, I wouldn't be surprised if you were able to easily exceed 3 miles/kWh (20.7 kWh/100 km). Other drive modes include Normal, which uses the front motor much more often and therefore is markedly quicker than Eco; Sport, which has quite a lot of initial throttle tip-in and will head-toss your passengers if you have any; Terrain, first seen on the Ioniq 5 XRT; and Snow. The ride is quite firm on surface streets but less so at highway speeds over seams and expansion gaps. As you start to corner faster you can expect to encounter understeer, but since this is a three-row SUV weighing between 5,507-6,008 lbs (2,498-2,725 kg), one has to wonder what else was expected. At sensible speeds, it's easy to see out of and place it on the road, and if you're stuck in a tailback with a couple of grumpy children in the back, it's a calming enough environment to keep you from being over-stressed. Hyundai has wisely priced the Ioniq 9 between the related Kia EV9 (which also uses the E-GMP platform) and EVs from premium OEMs like the Volvo EX90, Mercedes EQS SUV, or the aforementioned Rivian. Jonathan M. Gitlin Automotive Editor Jonathan M. Gitlin Automotive Editor Jonathan is the Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he decided to indulge his lifelong passion for the car by leaving the National Human Genome Research Institute and launching Ars Technica's automotive coverage. He lives in Washington, DC. 15 Comments

Hyundai has used the clean-sheet nature of electric powertrains to make new vehicles radically different from its internal-combustion models, but what happens when the best thing a new car can be is ordinary?  The 2026 Hyundai Ioniq 9 is a three-row SUV that, to succeed, needs to prioritize space and an effortless ownership experience over radical styling or sports-car driving dynamics. That doesn’t leave much room for creativity, but Hyundai has done its best by giving the Ioniq 9 futuristic styling combined with the proven E-GMP dedicated EV platform from its other Ioniq models and the Kia EV9.  The enthusiastic response to the EV9, from Hyundai’s sibling brand, shows why, despite having two gasoline three-row SUVs in its lineup already, Hyundai needed an all-electric one as well.Another daring design from Hyundai Stephen Edelstein/Digital Trends Many automakers create a family look across their lineups, but Hyundai went in a different direction with its Ioniq EVs. The Hyundai Ioniq 5 and Hyundai Ioniq 6 are polar opposites when it comes to styling, and the Ioniq 9 follows yet another path that helps it stand out from other three-row SUVs. Recommended Videos It’s clear that engineers spent a lot of time in the wind tunnel, but unlike so many other low-drag designs, the Ioniq 9 still has the upright proportions of a true SUV. The result is something that looks like it would be right at home on a school pickup line in the Tron Grid. The tall hood is decidedly SUV-like, but the front end is smoothed as if by erosion. Squared-off fenders add a bit of ruggedness but don’t stick out far enough to impede air flow. And at the back, the body sides taper back, and the roof descends, into a chopped-off tail not unlike what helped make the 2004 Toyota Prius so distinctive and aerodynamically efficient. All of this is topped off with another iteration of the pixel lighting previously seen on the Ioniq 5 and Ioniq 6. The light bar running across the hood gives the Ioniq 9 a distinctive and futuristic look when viewed through a rearview mirror, while at the back the lights form a hoop around the tailgate. This helps punch up the design a bit, adding visual interest to the otherwise smooth and unadorned surfaces of this electric SUV. Less successful in that regard is the copious black plastic trim, which seems tacked-on. And just as piano-black plastic interior trim is hard to keep clean, the black license-plate surround will likely always be covered in fingerprints. Still a practical three-row SUV Stephen Edelstein/Digital Trends As with so many of its other vehicles, Hyundai made a different styling statement while using the same platform as a dramatically different-looking model from sibling brand Kia. The Ioniq 9 is based on the same plus-sized version of the E-GMP architecture as the Kia EV9 (a Genesis luxury model is also on the way). The EV9 trades the Ioniq 9’s wind-smoothed surfaces for sharp edges, but they look virtually identical to a measuring tape. The Hyundai is 2.0 inches longer, 1.6 inches taller, and just 0.1 inch wider. Headroom and legroom are pretty much identical as well, no matter which seating position you’re talking about. And like most three-row vehicles, Hyundai offers second-row bench seat and captain’s chairs options, making the Ioniq 9 a six- or seven-seater, respectively. The second row can slide forward or back in either case, but even with the seats slid all the way forward, adults won’t find much knee room in the third row. There’s still plenty of space for the kids that will most likely be occupying it, though. Open the Ioniq 9’s standard power tailgate and you get 21.9 cubic feet of cargo space. That expands to 46.7 cubic feet with the third row folded, and 86.9 cubic feet with the second row folded. All three numbers surpass the EV9, and Hyundai claims more cargo space behind the second and third rows than in a Rivian R1S (Rivian doesn’t publish its own comparable figures to verify this). But while the R1S has a spacious frunk, the Ioniq 9 only has a small under-hood compartment just spacious enough for charging cables. Hyundai’s dual-screen setup, with 12.3-inch screens serving as the instrument cluster and touchscreen, remains impressive — especially now that Hyundai is integrating wireless Apple CarPlay and Android Auto with this bigger display. But the Ioniq 9’s Universal Island 2.0 center console really stole the show. Incorporating plenty of storage space front and rear, it’s also accessible from either direction and slides fore and aft. It’s a thoughtful feature for a vehicle where every seat is important.  Quick, but not sporty Stephen Edelstein/Digital Trends Hyundai is offering three powertrain configurations for the 2026 model year, all with a 110.3-kilowatt-hour battery pack. The Ioniq 9 S base model has a single motor sending 215 horsepower and 258 pound-feet of torque to the rear wheels. SE and SEL models have a dual-motor all-wheel drive powertrain making 303 hp and 446 lb-ft. Limited, Calligraphy, and Calligraphy Design models have a “performance” dual-motor powertrain rated at 422 hp and 516 lb-ft of torque. The rear-wheel drive Ioniq 9’s output is identical to a rear-wheel drive EV9, but the highest-output version of the Hyundai has a bit more horsepower than the Kia (torque is the same), getting it from zero to 60 mph 0.1 second quicker, at 4.9 seconds. The advantage will shift to Kia once a more powerful EV9 GT arrives later this year, though. Quick acceleration is handy for merging onto highways, but it’s not really the point of the Ioniq 9. It doesn’t try to be anything other than a big, comfortable SUV that will whisk kids to extracurricular activities, or serve as an analogue to the big sedans of old for buyers who simply want a spacious vehicle. The suspension absorbed bumps without any waterbed-like jiggling, and like all EVs the Ioniq 9 was impressively quiet (although there was a bit more tire noise than anticipated). It’s nice to drive, just not exciting. Helping to maintain comfort and composure is Hyundai’s i-Pedal brake-control system. This automatically blends regenerative braking and friction braking to slow the vehicle as smoothly and efficiently as possible. It’s a carryover feature from other Ioniq EVs, but the tuning for the Ioniq 9 was particularly good. While it’s still possible to summon a burst of regenerative braking with steering-wheel paddles, it was hard to match i-Pedal’s smoothness. NACS onboard Stephen Edelstein/Digital Trends Hyundai estimates 335 miles of range for the base rear-wheel drive S trim level, 320 miles for dual-motor SE and SEL models, and 311 miles for the high-end Limited, Calligraphy, and Calligraphy Design models, all of which have the more powerful “performance” powertrain tune. That gives the Ioniq 9 a range advantage over its Kia EV9 platform-mate, which only tops 300 miles in rear-wheel drive Light Long Range form, but that advantage is achieved with a larger battery pack. Both Hyundai and Kia are switching to the North American Charging Standard (NACS) charging port for the 2026 model year, giving drivers access to Tesla Supercharger DC fast-charging stations. This provides access to more chargers with a proven reliability record, but in this case it doesn’t necessarily mean faster charging. Hyundai estimates that the Ioniq 9 can complete a 10%-80% charge in 41 minutes at a V3 Supercharger, but that drops to 24 minutes at a 350-kilowatt Combined Charging Standard (CCS) station, using an adapter. When Level 2 AC charging, a full recharge takes nine hours and 40 minutes at 11 kW, according to Hyundai. Like other models based on the E-GMP architecture, the Ioniq 9 is also capable of bidirectional charging for powering devices and appliances. So far, Hyundai hasn’t discussed a full home backup-power system like the one that’s available for the EV9, but its Hyundai Home marketplace provides a ready portal for selling such equipment. A relative value in a high-priced market segment Stephen Edelstein/Digital Trends With a base price of $60,555 with rear-wheel drive, the Ioniq 9 is the most expensive SUV in Hyundai’s lineup. Prices rise significantly from there. The all-wheel drive SE and SEL start at $64,365 and $67,920, respectively. The luxe Limited starts at $72,850, the Calligraphy starts at $76,590, and the Calligraphy Design tops things off at $78,090. Kia hadn’t released pricing for the 2026 EV9 at press time, but for reference the 2025 model started at $56,395 with a smaller battery pack and less range than the base Ioniq 9. Hyundai’s trim walk is also more top heavy with high-end trim levels, but that may also be the case for the EV9 — Kia has already confirmed Nightfall Edition and GT models for 2026 that likely won’t be bargains. All Ioniq 9 models will also be built in Georgia and will qualify for a $7,500 federal EV tax credit, but that’s not guaranteed with the EV9. This pricing structure might help differentiate the two brands, but it doesn’t make much sense for customers, as the EV9 and Ioniq 9 offer similar features, interior space, and the same generous warranty coverage. The Ioniq 9 does at least stay below the Rivian R1S and the handful of luxury-brand three-row electric SUVs currently on the market. It’s a sensible choice, but not an extraordinary value. That’s appropriate for what is an ordinary vehicle, not an extraordinary one — just as the mission brief says.

Ready or not–and despite a spotty safety record–the EV maker is racing to launch a pilot ride service in Austin to show off its self-driving chops. Elon Musk is rolling out a handful of Tesla robotaxis in Austin next month, where up to 20 self-driving electric Model Ys will be unleashed to ferry passengers around the Texas city’s streets. He’s betting the future of Tesla on their success, as the automaker’s electric vehicle revenue tanks thanks to faster-growing Chinese rivals and a political backlash against Musk’s right-wing politics and role as job-slasher-in-chief for the Trump Administration. But there’s a big hitch: Tesla hasn’t proven its self-driving taxis are safe enough to start delivering rides. Given its misleadingly named Autopilot and Full Self-Driving (FSD) software’s deadly track record, Musk’s failure to provide detailed safety and technical data about Tesla’s technology and his determination to rely on cheap cameras instead of more robust sensors to navigate complicated urban environments, the Austin rollout could be a debacle. For the latest in cleantech and sustainability news, sign up here for our Current Climate newsletter. “It's going to fail for sure,” Dan O’Dowd, a long-time critic of Musk’s autonomous driving claims who’s spent his own money on Super Bowl commercials to call out Autopilot and FSD safety flaws, told Forbes. His anti-Tesla initiative, The Dawn Project, tests every update of FSD, a more advanced version of which is powering Musk’s robotaxis in Austin, as soon as they’re available. That update is to roll out to all Tesla drivers who pay a $99 monthly subscription fee. A pre-production Tesla Cybercab at the Petersen Automotive Museum in Los Angeles.Copyright 2024 The Associated Press. All rights reserved. O’Dowd has been putting the current version of FSD through its paces. “We drove it around Santa Barbara for 80 minutes and there were seven failures,” said O’Dowd, whose company Green Hills Software supplies security tech to defense and aerospace industry customers. “If there had not been a driver sitting in the driver's seat, it would’ve hit something.” While the company hasn’t booked a dollar of robotaxi revenue, that hasn’t stopped the world’s wealthiest person from declaring victory. “I don’t see anyone being able to compete with Tesla at present,” Musk said on the company’s April 22 results call. His assessment may be premature.“I was looking for a signal this was ready. I didn't get that.”   The sole public demonstration of Tesla’s robotaxi chops was staged drives of its new “Cybercab” at Warner Brothers Studio in Los Angeles last October. The event included hauling invited Tesla fans around a fake cityscape–free of pedestrians but with lots of Tesla technicians keeping close tabs on vehicles. It struck safety researcher Noah Goodall, who published a technical analysis of Tesla’s safety data, independently from his role with the Virginia Department of Transportation, as more amusement park attraction than real-world test. “It was just operating vehicles on a closed track on a movie lot. It was not impressive at all,” he said. “Navigating a real urban environment with uncertainty, other parties moving around, situations where just braking is not enough, that’s difficult. I was looking for a signal this was ready. I didn't get that.” Autonomy Promises In the decade since Tesla began selling customers its Autopilot and FSD features–for which it currently charges $8,000–the software has been linked to several fatal accidents where human drivers trusted the tech to drive their car, only for it to crash. The National Highway Traffic Safety Administration has opened multiple probes of Tesla’s Autopilot feature since 2016, including one last year to determine if it needed additional safety features after linking Autopilot to those 13 deaths. Last October, NHTSA also began investigating problems with FSD linked to two fatalities. Despite the names, this software has always been designed to have a human behind the wheel. For the past decade, Musk has repeatedly claimed “full autonomy”–where a car can drive without human assistance–was only months or a year away, repeatedly missing his targets. Now, with Tesla’s EV sales down 13% in the first quarter, the company needs some buzz to reassure investors CEO Musk can turn things around. Robotaxis, as well as AI and humanoid robots, are exactly that, according to Musk. So it’s running extensive tests in downtown Austin. “There’s just always a convoy of Teslas going all over to Austin in circles,” Musk said on the call. But a recent Business Insider story, citing interviews with former Tesla test drivers, doesn’t inspire confidence. The program “feels very forced,” one former worker said. "It's this breakthrough moment for Tesla, but there is also this feeling of so many last-minute details being up in the air.”The downtown Austin skyline.Getty Images Tesla’s program will operate in a very limited area of Austin and rely heavily on remote operators to minimize accidents, according to an executive with another autonomous tech company, based on conversations with Texas officials, who asked not to be identified as the matter isn’t public. To back up the AI driving the vehicles, Tesla has also hired human staff to monitor and assist if they get into jams, taking full control if necessary. “As we iterate on the AI that powers them, we need the ability to access and control them remotely,” the company said in a posting for one such job. Alphabet Inc.’s Waymo, the leader in robotaxi tech, also uses remote operators to assist the vehicles by providing suggested solutions to tricky situations, but those people don’t actually drive them. Lag and latency in cellular networks make remote operations unsafe. Limited Data Along with limited tests, there’s a dearth of trustworthy data about how well Tesla’s self-driving software operates. The company does file occasional safety performance reports about the software, but it’s not peer-reviewed by outside technical experts and it frames the data as positively as possible, according to Goodall, a technical witness in a lawsuit against Tesla over the death of Walther Huang, killed in 2018 when his Model X slammed into a highway divider while running on Autopilot. “With Full Self Driving, when they first started publishing numbers on that, they neglected to share that they’d only rolled the software out to drivers who had a very high safety score of 90 or above,” he said. “So of course the data showed it was safer, as your safest drivers were the only ones that had it.” By contrast, Waymo frequently posts detailed reports on how its robotaxis are performing, claiming the data is peer-reviewed by experts. Tesla also hasn’t yet shared details with the public about where in Austin it will offer its robotaxi service or exactly how it will operate. The city’s police and fire departments told Forbes the company contacted Austin’s Autonomous Vehicle Task Force, which includes their staff, and the city provided Tesla with “maps of schools and school zones; information about traffic control for special events; and information about our fire and police vehicles and procedures.” But a request to see communications between Tesla and the city was denied. “The City of Austin is withholding responsive documents without a ruling from the Attorney General’s office, as permitted by law,” it said in an email. “All responsive information has been withheld due to 3rd party.” The city didn’t respond to a question to confirm Tesla is that third party. The company, Musk and Ashok Elluswamy, head of Tesla’s autonomous vehicle program, didn’t respond to emails about the Austin rollout. NHTSA this week requested details about Tesla’s Austin plans to understand how the vehicles perform in bad weather. It’s been investigating Tesla collisions involving Autopilot and FSD in poor visibility situations since last October. It’s not clear if the company has responded yet. Tesla has had a permit to test autonomous vehicles in California for a decade, which requires companies to share safety data. Numerous competitors, including Waymo, Amazon’s Zoox, which hopes to operate robotaxis this year, Nuro and even Apple, which abandoned its program, have all submitted data on test miles logged including “disengagements”–when a human driver has to take over–as well as accident reports. Tesla hasn’t. Not Just Driving It’s hard to talk about Musk’s robotaxi dreams without comparing his approach to Waymo’s. The Alphabet unit has spent 16 years and billions of dollars trying to master every aspect of what a robotaxi has to do. Long before it gave its first paid rides to customers in Phoenix in 2018, the company tested intensely on public roads, privately at the “Castle,” its test facility at a decommissioned Air Force base in Central California, and with endless miles in virtual simulation to train its AI.A Waymo robotaxi in San Francisco.dpa/picture alliance via Getty Images Recognizing that robotaxis aren’t just a technical challenge, it also recruited people from the airline industry and businesses specializing in customer service. For robotaxis to work, the cars have to be good at doing small things that can be tough to master but are critical, like picking up and dropping off passengers. “We've been working on that for a long time,” said Chris Ludwick, director of Waymo’s product management team. “The first challenge with PUDO (the company’s shorthand for pickup, drop-off) is that when you get there, the on-road scene is going to be somewhat different each time. You may encounter construction or a stopped delivery truck or something like that. This leads to a whole suite of challenges of what do you do when you can't do the exact thing that you said to the rider when they requested the ride.” That includes developing a sophisticated app to guide passengers to the safest, most convenient spots for them and other road users. “You can't just block traffic. That's unacceptable. If you do that the community gets upset,” Ludwick said. “There's just a lot of small details you have to get right.” As far as safety, Waymo has avoided major accidents, injuries and fatalities so far, but its AI-enabled driver isn’t flawless. The company just recalled software in its fleet to fix a flaw that could cause vehicles to hit chains, gates and other barriers, following a NHTSA investigation. Cheaper Robotaxis In all the years Musk has promised autonomous Teslas and a robotaxi service, he hasn’t talked about what it’s doing to master ride-service essentials. But he does talk a big game about Tesla’s cost advantage. “The issue with Waymo’s car is it costs way more money,” the billionaire said on Tesla’s results call. “Their car is very expensive, made in low volume. Teslas probably cost 25% or 20% of what a Waymo costs and are made in very high volume,” last month. A base Model Y with FSD software costs consumers about $55,000 before taxes. While Waymo doesn’t disclose the cost of its modified, electric Jaguar I-PACE robotaxis, the lidar, radar, computers and other sensors mean it’s likely double that of Tesla’s vehicles. Those costs should drop substantially over the next year or so as Waymo shifts to lower-cost sensors and cheaper vehicles, including Hyundai’s Ioniq 5 and a small electric van from China’s Zeekr. Boasts about cheaper Tesla robotaxis will be meaningless if they can’t safely pick up and drop off riders without causing traffic jams, yielding to pedestrians or avoiding collisions. That’s made harder by the fact that Tesla uses eight 5-megapixel cameras as the main sensors for its system–far lower resolution than the 48-megapixel system on Apple’s iPhone 16. They’re inexpensive, but struggle with sunlight glare and low light conditions. Musk denied that was the case on Tesla’s April 22 call, but tests by O’Dowd’s Dawn Project after that found FSD disengages when directly facing the sun.“He thinks having [lidar] does not add enough benefit to outweigh the cost. This is a pretty typical engineering argument in general but incorrect in this particular case.” “We went out and took the car and drove it directly into the setting sun and guess what: it gave up,” O’Dowd said. “It starts flashing and it starts panicking, red lights going, it starts making noises, says put your hands back on the wheel.” By contrast, Waymo uses multiple sensors, including the much more expensive lidar, to ensure its vehicles see all potential road hazards, in daylight or at night, in 3D.Elon Musk attends a Cabinet meeting with President Donald Trump on April 30, 2025.The Washington Post via Getty Images “Musk has repeatedly said lidar is expensive and not needed,” said Missy Cummings, an artificial intelligence expert who advised NHTSA on autonomous vehicles. “He thinks having it does not add enough benefit to outweigh the cost. This is a pretty typical engineering argument in general but incorrect in this particular case.” After the Austin rollout, Musk said last month the goal is to expand to other U.S. markets, China and Europe, “limited only by regulatory approvals.” And one day soon, he envisions every person who owns a Tesla flipping a switch and deploying their car while not in use to a Tesla robotaxi network, helping them make additional cash on the side (as long as they pay Tesla $99 per month).“It’s all lies.” The world’s wealthiest person has achieved remarkable things with Tesla’s EVs, SpaceX rockets and Starlink satellites. But for years he’s also repeatedly failed to deliver big ideas he touted as potential game-changers or massive moneymakers, including battery swapping stations, solar tile roofs, the Hyperloop and high-speed underground transportation networks created by his Boring Co. Whether self-driving vehicles join that list remains to be seen. After repeatedly promising and failing to deliver vehicles that safely drive themselves for the past decade, let alone pick up riders, his track record isn’t looking good. Critics have a harsher interpretation. “It's all lies, everything he says,” said O’Dowd. More from Forbes