特斯拉在9月3日的Cybercab活动上向企业客户推介购买和运营机器人出租车车队的商业模式，承诺车队运营者可在特斯拉网络上分享收益1。然而评论指出，若该模式真正盈利，特斯拉应会自行运营这些车队而非转卖给他人1。
这并非特斯拉首次做出此类承诺。在2019年自动驾驶日活动上，特斯拉曾承诺车主每辆车每年可获得3万美元的出租车收入1。购买完全自动驾驶（FSD）功能的车主为此支付最多15000美元1，但这一承诺至今未能实现。荷兰租赁公司MisterGreen基于类似的盈利承诺购入超4000辆特斯拉，最终在2025年12月破产，损失达4000万美元1。该公司的困境还因特斯拉新车价格下跌和二手车贬值而加剧1。
特斯拉对Cybercab生态系统拥有完全控制权，包括车辆、网络、软件、派单和定价等环节1。这意味着特斯拉可随时改变收入分配比例、优先其自有车队，甚至完全禁用竞争对手的车辆1。
Tesla presented a business model at its September 3rd Cybercab event that would allow companies to purchase and operate fleets of Cybercab autonomous robotaxis while sharing revenue through Tesla's network 1. However, critics argue this arrangement raises fundamental concerns about the viability of the venture. If the business model were genuinely profitable, the logic goes, Tesla would operate the fleet itself rather than offering to sell vehicles to external operators 1.
The skepticism is grounded in Tesla's history with similar promises. The company pledged in 2019 that vehicle owners could generate $30,000 annually in robotaxi income through its autonomous fleet 1. That commitment remains unfulfilled years later, despite owners having paid up to $15,000 for Full Self-Driving capability under the expectation of ride-hailing revenue 1. A cautionary precedent emerged when Dutch leasing company MisterGreen, operating on comparable assumptions, purchased over 4,000 Tesla vehicles and filed for bankruptcy in December 2025, sustaining $40 million in losses as new vehicle price cuts and used vehicle depreciation eroded its position 1.
Tesla maintains complete control over the Cybercab infrastructure—including the vehicles, network, software, dispatch system, and pricing 1. This structural advantage allows the company to unilaterally alter revenue-sharing terms, prioritize its own fleet, or disable competing operators' vehicles at any time 1.
评论
还没有评论，欢迎留下第一条。