When someone buys a new car, they generally expect to be getting a vehicle that's fully up-to-date, not one built with leftover parts. Tesla customers who don't read the fine print, though, could accidentally end up paying the price for a "new" Model 3 with a years-old battery, one which Tesla acknowledges may have already lost almost an eighth of its total capacity.
Use of older batteries in new Model 3s was first observed on Twitter, where user William Hummel shared images of a disclaimer on Tesla's website that notes up to 12 percent reduced range stemming from the cars' use of batteries built as far back as 2017. These screen captures were not of Tesla's online configurator as Hummel's use of "new car" might lead one to believe, but from Tesla's inventory page, where "new" Model 3s are indeed listed for sale with the range disclaimer shown, along with a partial explanation accessed via the "Learn More" button.
"This vehicle was built with a battery pack manufactured as early as 2017," reads the popup. "While this pack was brand new when the vehicle was built, the cells have reduced capacity due to their age and you can expect up to 12% reduction in range from current production specifications."

This passage doesn't explain why new Model 3s have been "built" with 2017 batteries and implies installation at the factory rather than refurbishment at a service center. It adds another layer of confusion as to why these cars are being sold as "New," though it may be one partially explained by another label: "Demo Vehicle."
What makes a demo car isn't formally defined by Tesla, though calling a Tesla showroom and speaking to a salesperson confirmed these are often retired test drive vehicles, and are sold as-is, possible cosmetic defects and all. Various sources online such as Tesla forums also indicate they may also be ex-engineering testbeds, or declined customer cars.
Not all ex-testers in Tesla's new inventory have range disclaimers, though evidencing some inconsistency in how old-spec batteries are installed, which the Tesla salesperson we spoke to couldn't explain—though they could confirmed these old batteries are usually installed at the factory, and that Tesla considers them to be "new." As for why old batteries end up in some Teslas, but not others, they might only be installed in cars destined for demo duty, while those without range disclaimers could be customer cars that weren't delivered for one reason or another.

That 2021 Model 3 Long Range AWD has been equipped with Tesla's $10,000 "Full Self-Driving Capability," which itself is a shaky value proposition, to put it kindly. In short, Tesla CEO Elon Musk has promised for years that his cars would drive themselves any time now, only for Tesla to admit that its "Full Self-Driving Beta" will never surpass SAE Level 2 Autonomy. Tesla's Full Self-Driving development has hit a figurative wall, all while legacy carmakers pull ahead with functionally superior systems.
Why exactly old batteries are ending up in late model Teslas, unfortunately, remains unclear. Tesla could be putting new-old parts stock to use, as Jalopnik speculates, or it could be refurbishing its demo cars, though that seems like something Tesla might disclose. In either case, Tesla dissolved its U.S. public relations department long ago, so the best explanation available short of tweeting at Musk himself is the incomplete one we already got from a salesperson. And Tesla's secretiveness isn't going unnoticed, even by its own dedicated customers.
"I think the idea of Tesla putting 'new' old batteries into brand new vehicles is appalling," commented Tesla customer William Hummel, who has a car on order. "If you bought any other product (car, iPhone, whatever) with a lithium-ion battery that was years old (and thus, already chemically degrading) wouldn't you be mad? You're getting less than what you paid for and what was promised on the sticker. At minimum, Tesla should discount these vehicles below MSRP. Selling them for full retail is insulting."
What is certain is that if you're looking at a Tesla, be extremely careful how you spend your money. These discounted "new" EVs aren't the deals they may outwardly appear to be; not with their reduced range, sometimes blemished bodies, and overpriced driving assist software that can't tell the moon from a traffic light. And that goes without mentioning what may lurk where owners are never meant to look.

Starting in January, a huge boat will attach itself to an enormous kite in a first-of-its-kind test to try and alleviate harmful carbon emissions from toting stuff to and fro across the high seas.
Emissions from shipping are a huge problem. About 80% of all the world’s goods are transported on around 50,000 ships, which use a particularly dirty fuel known as “bunker fuel.” It’s estimated that this cheap fuel is responsible for more than 2% of global carbon emissions, and between 10% to 15% of the world’s sulfur oxide and nitrous oxide emissions, both major public health menaces.
Enter the humble kite. The parafoil kite that will be used is made by a company called Airseas. It measures around 5,380 square feet (500 square meters) and will be attached to a ship 505 feet (154 meters) in length called the Ville de Bordeaux. The ship is a “roll on/roll off” vessel, which refers to the fact that these ships usually carry wheeled cargo. (The shorthand term for this type of ship is, incredibly, a “Ro-Ro.”) This particular boat carries airplane parts between France and the U.S. The ship will test out the sail—er, sorry, kite—technology for six months before being used for its regular route.
Airseas said it “was founded out of the need to act urgently for our planet and climate” and is “committed to provide all ships with the means to harness free and unlimited wind energy.” That sounds an awful lot like a fancy way of saying “sailing,” which, in case you were unaware, is something we used to use a lot back in ye olden days to get our stuff around.

It’s important to note that unlike the cargo sailing ships of old that relied on their big sails, the Airseas kite isn’t meant to be the sole source of power for ships. The Ville de Bordeaux will still use its engine. But the kite, which Airseas calls a Seawing, is meant to reduce fuel use on the journey.
Airseas has promised a super-sized version of the Seawing that measures 3,280 square feet (1,000 square meters) and flies 984 feet (300 meters) above the boat on a figure-8 track, has the potential to reduce emissions on shipping trips by up to 20%. Computer technology helps the kite move around to maximize the carbon-free wind energy being used to propel the ship.
What’s more, the company says the installation process is pretty easy. You basically mount the kite to the ship’s deck, where it can pop out into the air with the touch of a button. The company says the kite kit can be retrofitted to basically any type of ship type.
A 20% cut to emissions might sound small, but the shipping industry has been really struggling to figure out how to clean up its act. Some of the alternative fuels that the industry has developed that are intended to lower emissions have raised new environmental questions. Shipping products for just four companies alone—Amazon, Walmart, Target, and IKEA—accounted for 20 million tons of carbon dioxide equivalent over the past two years being dumped into the atmosphere. Emissions could rise even more sharply in the coming decades; some analyses predict that cargo volumes could grow by as much as 130% by 2050 as online shopping becomes more and more popular.

After several days testing the all-new Next Gen Cup Series car at Charlotte Motor Speedway last week, NASCAR has decided to use 670 hp cars with 4-inch, low-downforce spoilers at every track next year other than the super speedways.
The move eliminates the 550 horsepower package recently used at most intermediate-length tracks, which has often been criticized for not delivering exciting racing, but also takes away the 750 hp package featured on short tracks and road courses this year.

This means the same setup will be used for short tracks, road courses and intermediates, while the Daytona and Atlanta superspeedways will continue to feature lower power "plate" setups.
The redesign goes far beyond the power and aerodynamics, however. Among the changes are a lighter chassis, independent rear suspensions, sequential 5-speed gear boxes, and larger wheels and with wider tires.
"I’m a racer and will race anything/anytime. This #NextGen car for @NASCAR is an incredible opportunity for drivers to be drivers. Car is new school and old school at the same time," 23XI Racing driver Kurt Busch said.

"So the bottom line of all this, and you’ll hear this from the drivers is that this package with the Next Gen car puts it back in the drivers’ hands and we’re excited about what that will do in 2022, for sure," NASCAR's chief racing development officer Steve O'Donnell said.
Atlanta may be added to the superspeedway list after tests are conducted on the track, which is being redesigned with steeply banked turns.
The Next Gen car will make its debut at the Busch Light Clash at the Coliseum the weekend of Febuary 5-6 on a temporary track being built inside the L.A. Memorial Coliseum.