Indicate by check mark whether the registrant (1) has filed all reports required to be filed by Section 13 or 15(d) of the Securities Exchange Act of 1934 (“Exchange Act”) during the preceding 12 months (or for such shorter period that the registrant was required to file such reports), and (2) has been subject to such filing requirements for the past 90 days. Yes ☒ No ☐

Indicate by check mark whether the registrant has submitted electronically every Interactive Data File required to be submitted pursuant to Rule 405 of Regulation S-T (§232.405 of this chapter) during the preceding 12 months (or for such shorter period that the registrant was required to submit such files). Yes ☒ No ☐

Indicate by check mark whether the registrant is a large accelerated filer, an accelerated filer, a non-accelerated filer, a smaller reporting company, or an emerging growth company. See the definitions of “large accelerated filer,” “accelerated filer,” “smaller reporting company”, and “emerging growth company” in Rule 12b-2 of the Exchange Act:

If an emerging growth company, indicate by check mark if the registrant has elected not to use the extended transition period for complying with any new or revised financial accounting standards provided pursuant to Section 13(a) of the Exchange Act.☐

Indicate by check mark whether the registrant is a shell company (as defined in Rule 12b-2 of the Exchange Act). Yes ☐ No ☒

As of April ~~22, 2019,~~23, 2020, there were ~~173,720,801~~185,371,105 shares of the registrant’s common stock outstanding.

The discussions in this Quarterly Report on Form 10-Q contain forward-looking statements reflecting our current expectations that involve risks and uncertainties. These forward-looking statements include, but are not limited to, statements concerning our strategy, future operations, future financial position, future revenues, projected costs, profitability, expected cost reductions, capital adequacy, expectations regarding demand and acceptance for our technologies, growth opportunities and trends in the market in which we operate, prospects and plans and objectives of management. The words “anticipates,” “believes,” “could,” “estimates,” “expects,” “intends,” “may,” “plans,” “projects,” “will,” “would” and similar expressions are intended to identify forward-looking statements, although not all forward-looking statements contain these identifying words. We may not actually achieve the plans, intentions or expectations disclosed in our forward-looking statements and you should not place undue reliance on our forward-looking statements. Actual results or events could differ materially from the plans, intentions and expectations disclosed in the forward-looking statements that we make. These forward-looking statements involve risks and uncertainties that could cause our actual results to differ materially from those in the forward-looking statements, including, without limitation, the risks set forth in Part II, Item 1A, “Risk Factors” in this Quarterly Report on Form 10-Q and in our other filings with the Securities and Exchange Commission. We do not assume any obligation to update any forward-looking statements.

	March 31,			December 31,			March 31,			December 31,
	2019			2018			2020			2019
Assets
Current assets
Cash and cash equivalents	$	2,198,169		$	3,685,618		$	8,080		$	6,268
Restricted cash		130,950			192,551
Accounts receivable, net		1,046,945			949,022			1,274			1,324
Inventory		3,836,850			3,113,446			4,494			3,552
Prepaid expenses and other current assets		464,908			365,671			1,045			959
Total current assets		7,677,822			8,306,308			14,893			12,103
Operating lease vehicles, net		1,972,502			2,089,758			2,527			2,447
Solar energy systems, net		6,241,637			6,271,396			6,106			6,138
Property, plant and equipment, net		9,850,929			11,330,077			10,638			10,396
Operating lease right-of-use assets		1,253,027			—			1,197			1,218
Intangible assets, net		273,568			282,492			323			339
Goodwill		74,312			68,159			193			198
MyPower customer notes receivable, net of current portion		413,181			421,548
Restricted cash, net of current portion		353,679			398,219
Other assets		801,867			571,657
Other non-current assets								1,373			1,470
Total assets	$	28,912,524		$	29,739,614		$	37,250		$	34,309
Liabilities
Current liabilities
Accounts payable	$	3,248,827		$	3,404,451		$	3,970		$	3,771
Accrued liabilities and other		2,276,951			2,094,253			2,825			3,222
Deferred revenue		762,810			630,292			1,186			1,163
Resale value guarantees		480,225			502,840
Customer deposits		768,276			792,601			788			726
Current portion of long-term debt and finance leases		1,705,711			2,567,699
Current portion of debt and finance leases								3,217			1,785
Total current liabilities		9,242,800			9,992,136			11,986			10,667
Long-term debt and finance leases, net of current portion		9,787,950			9,403,672
Debt and finance leases, net of current portion								10,666			11,634
Deferred revenue, net of current portion		1,157,343			990,873			1,199			1,207
Resale value guarantees, net of current portion		211,390			328,926
Other long-term liabilities		2,475,135			2,710,403			2,667			2,691
Total liabilities		22,874,618			23,426,010			26,518			26,199
Commitments and contingencies (Note 13)
Commitments and contingencies (Note 12)
Redeemable noncontrolling interests in subsidiaries		570,284			555,964			632			643
Convertible senior notes (Note 10)								60			—
Equity
Stockholders' equity
Preferred stock; $0.001 par value; 100,000 shares authorized; no shares issued and outstanding		—			—
Common stock; $0.001 par value; 2,000,000 shares authorized; 173,682 and 172,603 shares issued and outstanding as of March 31, 2019 and December 31, 2018, respectively		174			173
Preferred stock; $0.001 par value; 100 shares authorized; 0 shares issued and outstanding								—			—
Common stock; $0.001 par value; 2,000 shares authorized; 185 and 181 shares issued and outstanding as of March 31, 2020 and December 31, 2019, respectively								0			0
Additional paid-in capital		10,563,746			10,249,120			15,390			12,737
Accumulated other comprehensive loss		(35,019	)		(8,218	)		(113	)		(36	)
Accumulated deficit		(5,923,305	)		(5,317,832	)		(6,104	)		(6,083	)
Total stockholders' equity		4,605,596			4,923,243			9,173			6,618
Noncontrolling interests in subsidiaries		862,026			834,397			867			849
Total liabilities and equity	$	28,912,524		$	29,739,614		$	37,250		$	34,309

The accompanying notes are an integral part of these consolidated financial statements.

	Three Months Ended March 31,
	2020			2019
Revenues
Automotive sales	$	4,893		$	3,509
Automotive leasing		239			215
Total automotive revenues		5,132			3,724
Energy generation and storage		293			324
Services and other		560			493
Total revenues		5,985			4,541
Cost of revenues
Automotive sales		3,699			2,856
Automotive leasing		122			117
Total automotive cost of revenues		3,821			2,973
Energy generation and storage		282			316
Services and other		648			686
Total cost of revenues		4,751			3,975
Gross profit		1,234			566
Operating expenses
Research and development		324			340
Selling, general and administrative		627			704
Restructuring and other		—			44
Total operating expenses		951			1,088
Income (loss) from operations		283			(522	)
Interest income		10			9
Interest expense		(169	)		(158	)
Other (expense) income, net		(54	)		26
Income (loss) before income taxes		70			(645	)
Provision for income taxes		2			23
Net income (loss)		68			(668	)
Net income attributable to noncontrolling interests and redeemable noncontrolling interests in subsidiaries		52			34
Net income (loss) attributable to common stockholders	$	16		$	(702	)
Net income (loss) per share of common stock attributable to common stockholders
Basic	$	0.09		$	(4.10	)
Diluted	$	0.08		$	(4.10	)
Weighted average shares used in computing net income (loss) per share of common stock
Basic		183			173
Diluted		199			173

The accompanying notes are an integral part of these consolidated financial statements.

Consolidated Statements of ~~Operations~~Redeemable Noncontrolling Interests and Equity

Three Months Ended March 31,

2019

2018

Revenues

Automotive sales

$
3,508,741

$
2,561,881

Automotive leasing

215,120

173,436

Total automotive revenues

3,723,861

2,735,317

Energy generation and storage

324,661

410,022

Services and other

492,942

263,412

Total revenues

4,541,464

3,408,751

Cost of revenues

Automotive sales

2,856,209

2,091,397

Automotive leasing

117,092

104,496

Total automotive cost of revenues

2,973,301

2,195,893

Energy generation and storage

316,887

375,363

Services and other

685,533

380,969

Total cost of revenues

3,975,721

2,952,225

Gross profit

565,743

456,526

Operating expenses

Research and development

340,174

367,096

Selling, general and administrative

703,929

686,404

Restructuring and other

43,471

—

Total operating expenses

1,087,574

1,053,500

Loss from operations

(521,831
)

(596,974
)
Interest income

8,762

5,214

Interest expense

(157,453
)

(149,546
)
Other income (expense), net

25,750

(37,716
)
Loss before income taxes

(644,772
)

(779,022
)
Provision for income taxes

22,873

5,605

Net loss

(667,645
)

(784,627
)
Net income (loss) attributable to noncontrolling interests and
   redeemable noncontrolling interests in subsidiaries

34,490

(75,076
)
Net loss attributable to common stockholders

$
(702,135
)

$
(709,551
)
Net loss per share of common stock attributable
   to common stockholders

Basic

$
(4.10
)

$
(4.19
)
Diluted

$
(4.10
)

$
(4.19
)
Weighted average shares used in computing net loss
   per share of common stock

Basic

172,989

169,146

Diluted

172,989

169,146

														Accumulated
	Redeemable							Additional						Other			Total			Noncontrolling
	Noncontrolling			Common Stock				Paid-In			Accumulated			Comprehensive			Stockholders'			Interests in			Total
	Interests			Shares		Amount		Capital			Deficit			Loss			Equity			Subsidiaries			Equity
Balance as of December 31, 2018	$	556			173	$	0	$	10,249		$	(5,318	)	$	(8	)	$	4,923		$	834		$	5,757
Adjustments for prior periods from adopting ASC 842		—			—		—		—			97			—			97			—			97
Issuance of common stock for equity incentive awards and acquisitions, net of transaction costs		—			1		0		93			—			—			93						93
Stock-based compensation		—			—		—		230			—			—			230			—			230
Contributions from noncontrolling interests		31			—		—		—			—			—			—			16			16
Distributions to noncontrolling interests		(11	)		—		—		—			—			—			—			(28	)		(28	)
Other		—			—		—		(8	)		—			—			(8	)		—			(8	)
Net (loss) income		(6	)		—		—		—			(702	)		—			(702	)		40			(662	)
Other comprehensive loss		—			—		—		—			—			(27	)		(27	)		—			(27	)
Balance as of March 31, 2019	$	570			174	$	0	$	10,564		$	(5,923	)	$	(35	)	$	4,606		$	862		$	5,468

														Accumulated
	Redeemable							Additional						Other			Total			Noncontrolling
	Noncontrolling			Common Stock				Paid-In			Accumulated			Comprehensive			Stockholders'			Interests in			Total
	Interests			Shares		Amount		Capital			Deficit			Loss			Equity			Subsidiaries			Equity
Balance as of December 31, 2019	$	643			181	$	0	$	12,737		$	(6,083	)	$	(36	)	$	6,618		$	849		$	7,467
Adjustments for prior periods from adopting ASU 2016-13		—			—		—		—			(37	)		—			(37	)		—			(37	)
Reclassification from equity to mezzanine equity for 1.25% Convertible Senior Notes due in 2021		—			—		—		(60	)		—			—			(60	)		—			(60	)
Issuance of common stock for equity incentive awards		—			1	0			160			—			—			160			—			160
Issuance of common stock in February 2020 public offering at $767.00 per share, net of issuance costs of $28		—			3	0			2,309			—			—			2,309			—			2,309
Stock-based compensation		—			—		—		244			—			—			244			—			244
Contributions from noncontrolling interests		2			—		—		—			—			—			—			17			17
Distributions to noncontrolling interests		(14	)		—		—		—			—			—			—			(50	)		(50	)
Net income		1			—		—		—			16			—			16			51			67
Other comprehensive loss		—			—		—		—			—			(77	)		(77	)		—			(77	)
Balance as of March 31, 2020	$	632			185	$	0	$	15,390		$	(6,104	)	$	(113	)	$	9,173		$	867		$	10,040

The accompanying notes are an integral part of these consolidated financial statements.

	Three Months Ended March 31,
	2020			2019
Cash Flows from Operating Activities
Net income (loss)	$	68		$	(668	)
Adjustments to reconcile net income (loss) to net cash used in operating activities:
Depreciation, amortization and impairment		553			468
Stock-based compensation		211			208
Amortization of debt discounts and issuance costs		46			40
Inventory and purchase commitments write-downs		45			81
Loss on disposals of fixed assets		7			18
Foreign currency transaction net loss (gain)		19			(39	)
Non-cash interest and other operating activities		58			116
Operating cash flow related to repayment of discounted convertible notes		—			(188	)
Changes in operating assets and liabilities, net of effect of business combinations:
Accounts receivable		(14	)		(100	)
Inventory		(981	)		(809	)
Operating lease vehicles		(197	)		13
Prepaid expenses and other current assets		(154	)		(46	)
Other non-current assets		40			28
Accounts payable and accrued liabilities		(265	)		(41	)
Deferred revenue		53			318
Customer deposits		88			(25	)
Other long-term liabilities		(17	)		(14	)
Net cash used in operating activities		(440	)		(640	)
Cash Flows from Investing Activities
Purchases of property and equipment excluding finance leases, net of sales		(455	)		(280	)
Purchases of solar energy systems, net of sales		(26	)		(25	)
Receipt of government grants		1			—
Business combinations, net of cash acquired		—			(1	)
Net cash used in investing activities		(480	)		(306	)
Cash Flows from Financing Activities
Proceeds from issuances of common stock in public offerings, net of issuance costs		2,309			—
Proceeds from issuances of convertible and other debt		2,802			1,494
Repayments of convertible and other debt		(2,318	)		(1,970	)
Collateralized lease repayments		(97	)		(134	)
Proceeds from exercises of stock options and other stock issuances		160			78
Principal payments on finance leases		(100	)		(67	)
Debt issuance costs		—			(8	)
Proceeds from investments by noncontrolling interests in subsidiaries		19			47
Distributions paid to noncontrolling interests in subsidiaries		(67	)		(85	)
Payments for buy-outs of noncontrolling interests in subsidiaries		—			(8	)
Net cash provided by (used in) financing activities		2,708			(653	)
Effect of exchange rate changes on cash and cash equivalents and restricted cash		(24	)		5
Net increase (decrease) in cash and cash equivalents and restricted cash		1,764			(1,594	)
Cash and cash equivalents and restricted cash, beginning of period		6,783			4,277
Cash and cash equivalents and restricted cash, end of period	$	8,547		$	2,683
Supplemental Non-Cash Investing and Financing Activities
Acquisitions of property and equipment included in liabilities	$	415		$	120
Leased assets obtained in exchange for finance lease liabilities	$	32		$	218
Leased assets obtained in exchange for operating lease liabilities	$	60		$	22

The accompanying notes are an integral part of these consolidated financial statements.

~~The accompanying notes are an integral part of these consolidated financial statements.~~

Accumulated

Redeemable

Additional

Other

Total

Noncontrolling

Noncontrolling

Common Stock

Paid-In

Accumulated

Comprehensive

Stockholders'

Interests in

Total

Interests

Shares

Amount

Capital

Deficit

Income

Equity

Subsidiaries

Equity

Balance as of December 31, 2017

$
397,734

168,797

$
169

$
9,178,024

$
(4,974,299
)

$
33,348

$
4,237,242

$
997,346

$
5,234,588

Adjustments for prior periods from adopting ASC 606

8,101

—

—

—

623,172

—

623,172

(89,084
)

534,088

Adjustments for prior periods from adopting Accounting Standards Update No. 2017-05

—

—

—

—

9,386

—

9,386

—

9,386

Reclass from mezzanine equity to equity for Convertible Senior Notes due in 2018

—

—

—

68

—

—

68

—

68

Exercises of conversion feature of convertible senior notes

—

—

—

(38
)

—

—

(38
)

—

(38
)
Common stock issued, net of shares withheld for employee taxes

—

953

1

94,017

—

—

94,018

—

94,018

Stock-based compensation

—

—

—

146,825

—

—

146,825

—

146,825

Contributions from noncontrolling interests

38,126

—

—

—

—

—

—

35,578

35,578

Distributions to noncontrolling interests

(10,960
)

—

—

—

—

—

—

(32,054
)

(32,054
)
Net loss

(27,166
)

—

—

—

(709,551
)

—

(709,551
)

(47,910
)

(757,461
)
Other comprehensive income

—

—

—

—

—

49,573

49,573

—

49,573

Balance as of March 31, 2018

$
405,835

169,750

$
170

$
9,418,896

$
(5,051,292
)

$
82,921

$
4,450,695

$
863,876

$
5,314,571

Accumulated

Redeemable

Additional

Other

Total

Noncontrolling

Noncontrolling

Common Stock

Paid-In

Accumulated

Comprehensive

Stockholders'

Interests in

Total

Interests

Shares

Amount

Capital

Deficit

Loss

Equity

Subsidiaries

Equity

Balance as of December 31, 2018

$
555,964

172,603

$
173

$
10,249,120

$
(5,317,832
)

$
(8,218
)

$
4,923,243

$
834,397

$
5,757,640

Adjustments for prior periods from adopting ASC 842

—

—

—

—

96,662

—

96,662

—

96,662

Exercises of conversion feature of convertible senior notes

—

0

0

3

—

—

3

—

3

Common stock issued, net of shares withheld for employee taxes

—

1,029

1

77,952

—

—

77,953

—

77,953

Issuance of common stock upon acquisitions and assumed awards

—

50

0

14,536

—

—

14,536

—

14,536

Stock-based compensation

—

—

—

229,724

—

—

229,724

—

229,724

Contributions from noncontrolling interests

30,420

—

—

—

—

—

—

16,401

16,401

Distributions to noncontrolling interests

(10,797
)

—

—

—

—

—

—

(28,565
)

(28,565
)
Buy-outs of noncontrolling interests

—

—

—

(7,589
)

—

—

(7,589
)

—

(7,589
)
Net income (loss)

(5,303
)

—

—

—

(702,135
)

—

(702,135
)

39,793

(662,342
)
Other comprehensive loss

—

—

—

—

—

(26,801
)

(26,801
)

—

(26,801
)
Balance as of March 31, 2019

$
570,284

173,682

$
174

$
10,563,746

$
(5,923,305
)

$
(35,019
)

$
4,605,596

$
862,026

$
5,467,622

~~The accompanying notes are an integral part of these consolidated financial statements.~~

Three Months Ended March 31,

2019

2018

Cash Flows from Operating Activities

Net loss

$
(667,645
)

$
(784,627
)
Adjustments to reconcile net loss to net cash used in operating activities:

Depreciation, amortization and impairment

467,577

416,233

Stock-based compensation

208,378

141,639

Amortization of debt discounts and issuance costs

40,108

39,345

Inventory write-downs

80,843

18,546

Loss on disposals of fixed assets

18,421

52,237

Foreign currency transaction (gains) losses

(39,130
)

47,661

Non-cash interest and other operating activities

116,050

(3,984
)
Operating cash flow related to repayment of discounted convertible notes

(188,107
)

—

Changes in operating assets and liabilities, net of effect of business combinations:

Accounts receivable

(99,640
)

(169,142
)
Inventory

(809,152
)

(322,081
)
Operating lease vehicles

13,012

(97,196
)
Prepaid expenses and other current assets

(46,103
)

(50,001
)
Other non-current assets

28,064

(57,583
)
Accounts payable and accrued liabilities

(27,577
)

317,983

Deferred revenue

317,888

45,795

Customer deposits

(25,173
)

67,359

Resale value guarantee

(47,394
)

—

Other long-term liabilities

19,974

(60,560
)
Net cash used in operating activities

(639,606
)

(398,376
)
Cash Flows from Investing Activities

Purchases of property and equipment excluding finance leases, net of sales

(279,932
)

(655,662
)
Purchases of solar energy systems

(25,261
)

(72,975
)
Business combinations, net of cash acquired

(650
)

—

Net cash used in investing activities

(305,843
)

(728,637
)
Cash Flows from Financing Activities

Proceeds from issuances of convertible and other debt

1,494,066

1,775,481

Repayments of convertible and other debt

(1,970,709
)

(1,389,388
)
Repayments of borrowings issued to related parties

—

(17,500
)
Collateralized lease (repayments) borrowings

(133,891
)

(87,092
)
Proceeds from exercises of stock options and other stock issuances

77,953

94,018

Principal payments on finance leases

(66,656
)

(18,787
)
Common stock and debt issuance costs

(7,757
)

(2,913
)
Proceeds from investments by noncontrolling interests in subsidiaries

46,821

73,704

Distributions paid to noncontrolling interests in subsidiaries

(85,257
)

(52,942
)
Payments for buy-outs of noncontrolling interests in subsidiaries

(7,589
)

(2,921
)
Net cash (used in) provided by financing activities

(653,019
)

371,660

Effect of exchange rate changes on cash and cash equivalents and restricted cash

4,878

10,102

Net decrease in cash and cash equivalents and restricted cash

(1,593,590
)

(745,251
)
Cash and cash equivalents and restricted cash, beginning of period

4,276,388

3,964,959

Cash and cash equivalents and restricted cash, end of period

$
2,682,798

$
3,219,708

Supplemental Non-Cash Investing and Financing Activities

Acquisitions of property and equipment included in liabilities

$
119,903

$
286,975

Estimated fair value of facilities under build-to-suit leases

$
—

$
56,169

~~The accompanying notes are an integral part of these consolidated financial statements.~~

Tesla, Inc. (“Tesla”, the “Company”, “we”, “us” or “our”) was incorporated in the State of Delaware on July 1, 2003. We design, develop, manufacture and sell high-performance fully electric vehicles and design, manufacture, install and sell solar energy generation and energy storage products. Our Chief Executive Officer, as the chief operating decision maker (“CODM”), organizes the Company, manages resource allocations and measures performance among ~~two~~2 operating and reportable segments: (i) automotive and (ii) energy generation and storage.

During and following the first quarter of 2020, there has been a widespread worldwide impact from the coronavirus disease (“COVID-19”) pandemic. We experienced a government-imposed suspension of operations for 10 days at Gigafactory Shanghai immediately following a scheduled 7-day closure for the Lunar New Year holiday, after which we resumed operations on February 10, 2020. Panasonic, our partner that manufactures lithium-ion battery cells for our products at our Gigafactory Nevada, suspended its operations there for 14 days before resuming certain operations starting on April 11, 2020. Finally, we temporarily suspended most production at Gigafactory New York starting on March 14, 2020 pursuant to a New York State executive order, and we decided to temporarily suspend all production at the Fremont Factory starting on March 23, 2020 and most production at Gigafactory Nevada starting on April 12, 2020 in order to accommodate the related challenges for our employees and their families and our suppliers. Social distancing measures and reduced operations or closures at government offices and businesses, including motor vehicle departments, vehicle auction houses and municipal and utility company inspectors, also resulted in challenges in or postponements past the first quarter of 2020 for our new vehicle deliveries, used vehicle sales, and energy product deployments, and such conditions have generally continued. Even after we resume operations at our U.S. production facilities, our manufacturing rates and timelines may also be affected by global economic conditions and levels of consumer comfort and spend, which could impact demand in the worldwide transportation and automotive industries and for construction projects such as the addition of solar energy systems.

The consolidated balance sheet as of March 31, ~~2019,~~2020, the consolidated statements of operations, the consolidated statements of comprehensive loss, , the consolidated statements of redeemable noncontrolling interests and equity, and the consolidated statements of cash flows for the three months ended March 31, ~~2019~~2020 and ~~2018,~~2019, as well as other information disclosed in the accompanying notes, are unaudited. The consolidated balance ~~sheets~~sheet as of December 31, ~~2018~~2019 was derived from the audited consolidated financial statements as of that date. The interim consolidated financial statements and the accompanying notes should be read in conjunction with the annual consolidated financial statements and the accompanying notes contained in our Annual Report on Form 10-K for the year ended December 31, ~~2018.~~2019.

The interim consolidated financial statements and the accompanying notes have been prepared on the same basis as the annual consolidated financial statements and, in the opinion of management, reflect all adjustments, which include only normal recurring adjustments, necessary for a fair statement of the results of operations for the periods presented. The consolidated results of operations for any interim period are not necessarily indicative of the results to be expected for the full year or for any other future years or interim periods.

The preparation of financial statements in conformity with GAAP requires management to make estimates and assumptions that affect the reported amounts of assets, liabilities and disclosures in the accompanying notes.

Due to the COVID-19 pandemic, there has been uncertainty and disruption in the global economy and financial markets. The estimates used for, but not limited to, determining significant economic incentive for residual value guarantee arrangements, sales return reserves, the collectability of accounts receivable, inventory valuation, fair value of long-lived assets, goodwill, fair value of financial instruments, fair value and residual value of operating lease vehicles and solar energy systems subject to leases could be impacted. We have assessed the impact and are not aware of any specific events or circumstances that required an update to our estimates and assumptions or materially affected the carrying value of our assets or liabilities as of the date of issuance of this Quarterly Report on Form 10-Q. These estimates may change as new events occur and additional information is obtained. Actual results could differ materially from these estimates under different assumptions or conditions.

Certain prior period balances have been reclassified to conform to the current period presentation in the consolidated financial statements and the accompanying notes. Restricted cash and MyPower customer notes receivable have been reclassified to other assets and resale value guarantees has been reclassified to other liabilities.

Automotive sales revenue includes revenues related to deliveries of new vehicles, and specific other features and services that meet the definition of a performance obligation include access to our Supercharger network, internet connectivity, Autopilot, full self-driving and over-the-air software updates. Deferred revenue ~~activity~~ related to the access to our Supercharger network, internet connectivity ~~Autopilot, full self-driving~~and Full Self Driving (“FSD”) features and over-the-air software updates on automotive sales with and without resale value guarantee amounted to ~~$1.04~~$1.53 billion and ~~$882.8 million~~$1.47 billion as of March 31, ~~2019~~2020 and December 31, ~~2018,~~2019, respectively. Deferred revenue is equivalent to the total transaction price allocated to the performance obligations that are unsatisfied, or partially unsatisfied, as of the balance sheet date. Revenue recognized from the deferred revenue balance as of December 31, 2019 and 2018 was ~~$37.4~~$57 million and $37 million for the three months ended March 31, ~~2019.~~2020 and 2019, respectively. Of the total deferred revenue on automotive sales with and without resale value guarantees, we expect to recognize ~~$462.3~~$810 million of revenue in the next 12 months. The remaining balance will be recognized over the various performance periods of the obligations, which is up to the eight-year life of the vehicle.

AtWith the ~~time~~exception of two programs which are discussed within the Automotive Leasing Revenue section, we recognize revenue ~~recognition,~~when control transfers upon delivery to customers as a sale with a right of return as we ~~reduce~~do not believe the ~~transaction price and record~~customer has a ~~sales return reserve against revenue for estimated variable consideration related~~significant economic incentive to ~~future product returns. Such estimates are based on historical experience. On a quarterly basis, we assess~~exercise the ~~estimated market values of vehicles under our buyback options program~~resale value guarantee provided to determine whether there will be changes to future product returns. As we accumulate more data related to the buyback values of our vehicles or as market conditions change, there may be material changes to their estimated values. Due to price adjustments we made to our vehicle offerings during the three months ended ~~March 31, 2019, we estimated that there is a greater likelihood that customers will exercise their buyback options. As a result, we adjusted our~~them. The total sales return reserve on vehicles previously sold under our buyback options program ~~resulting in a reduction~~was $594 and $639 million as of ~~automotive sales revenues~~March 31, 2020 and December 31, 2019, respectively, of ~~$500.5 million. If customers elect to exercise the buyback option, we expect to be able to subsequently resell the returned vehicles,~~ which ~~resulted in a corresponding reduction in automotive cost of sales of $408.8 million. The net impact~~$106 and $93 million was ~~$91.7 million reduction in gross profit.~~short term, respectively.

We recognize revenue on the sale of regulatory credits at the time control of the regulatory credits is transferred to the purchasing party as automotive revenue in the consolidated statement of operations. Deferred revenue related to sales of automotive regulatory credits was ~~$140.0~~$140 million ~~and $0~~ as of March 31, ~~2019~~2020 and December 31, ~~2018, respectively.~~2019. NaN revenue was recognized from the deferred revenue balance as of December 31, 2019. We expect to recognize the deferred revenue as of March 31, ~~2019 over~~2020 in the next ~~2 to 3 years.~~12 months.

Automotive leasing revenue includes revenue recognized under lease accounting guidance for our direct leasing programs as well as the two programs with resale value guarantees described below.

We have outstanding leases under our direct vehicle leasing programs in certain locations in the U.S., Canada and Europe. As of March 31, 2019, the direct vehicle leasing program is only offered for new Model S and Model X leases to qualified customers in the U.S. and Canada. Qualifying customers are permitted to lease a vehicle directly from Tesla for up to 48 months. At the end of the lease term, customers have the option of either returning the vehicle to us or purchasing it for a pre-determined residual value. We account for these leasing transactions as operating leases. We record leasing revenues to automotive leasing revenue on a straight-line basis over the contractual term, and we record the depreciation of these vehicles to cost of automotive leasing revenue.

We capitalize shipping costs and initial direct costs such as the incremental cost of contract administration, referral fees and sales commissions from the origination of automotive lease agreements as an element of operating lease vehicles, net, and subsequently amortize these costs over the term of the related lease agreement. Our policy is to exclude taxes collected from a customer from the transaction price of automotive contracts.

Vehicle Sales to Leasing Partners with a Resale Value Guarantee and a Buyback Option

We offer buyback options in connection with automotive sales with resale value guarantees with certain leasing partner sales in the United States. These transactions entail a transfer of leases, which we have originated with an end-customer, to our leasing partner. As control of the vehicles has not been transferred, these transactions were accounted for as interest bearing collateralized borrowings in accordance with ASC 840, ~~Leases~~, prior to January 1, 2019. Under this program, cash is received for the full price of the vehicle and the collateralized borrowing value is generally recorded within resale value guarantees and the customer upfront deposit is recorded within deferred revenue. We amortize the deferred revenue amount to automotive leasing revenue on a straight-line basis over the option period and accrue interest expense based on our borrowing rate. We capitalize vehicles under this program to operating lease vehicles, net, on the consolidated balance sheet, and we record depreciation from these vehicles to cost of automotive leasing revenue during the period the vehicle is under a lease arrangement. Cash received for these vehicles, net of revenue recognized during the period, is classified as collateralized lease (repayments) borrowings within cash flows from financing activities in the consolidated statements of cash flows. With the adoption of ASC 842 on January 1, 2019, all new agreements under this program will be accounted for as operating leases under ASC 842 and there will be no material change in the timing and amount of revenue recognized over the term. Consequently, any cash flows for new agreements will be classified as operating cash activities on the consolidated statements of cash flows.

At the end of the lease term, we settle our liability in cash by either purchasing the vehicle from the leasing partner for the buyback option amount or paying a shortfall to the option amount the leasing partner may realize on the sale of the vehicle. Any remaining balances within deferred revenue and resale value guarantee will be settled to automotive leasing revenue. ~~The end customers can extend the lease for a period of up to 6 months.~~ ~~In cases where the leasing partner retains ownership of the vehicle after the end of our option period, we expense the net value of the leased vehicle to cost of automotive leasing revenue~~. The maximum amount we could be required to pay under ~~this~~our collateralized lease borrowing program, should we decide to repurchase all vehicles, was ~~$415.0~~$149 million and ~~$479.8~~$214 million as of March 31, ~~2019~~2020 and December 31, ~~2018~~,2019, respectively, including ~~$301.2~~ $113million within a 12-month period from March 31, ~~2019.~~ 2020.As of March 31, ~~2019~~2020 and December 31, ~~2018,~~2019, we had ~~$470.0~~$164 million and ~~$558.3~~$238 million, respectively, of ~~such~~collateralized lease borrowings recorded in ~~resale value guarantees~~accrued liabilities and ~~$85.6~~ other and other long-term liabilities, and $20million and ~~$92.5~~$29 million, respectively, recorded in deferred revenue liability. For the three months ended March 31, ~~2019~~2020 and ~~2018,~~2019, we recognized ~~$52.9~~$33 million and ~~$82.5~~$53 million, respectively, of leasing revenue related to this program. The net carrying amount of operating lease vehicles under this program was ~~$396.0~~$132 million and ~~$468.5~~$190 million, respectively, as of March 31, ~~2019~~2020 and December 31, ~~2018.~~2019.

Vehicle Sales to Customers with a Resale Value Guarantee where Exercise is Probable

For certain international programs where we have offered resale value guarantees to certain customers who purchased vehicles and where we expect the customer has a significant economic incentive to exercise the resale value guarantee provided to them, we continue to recognize these transactions as operating leases. The process to determine whether there is a significant economic incentive includes a comparison of a vehicle’s estimated market value at the time the option is exercisable with the guaranteed resale value to determine the customer’s economic incentive to exercise. We have not sold any vehicles under this program since the first half of 2017 and all current period activity relates to the exercise or cancellation of active transactions. The amount of sale proceeds equal to the resale value guarantee is deferred until the guarantee expires or is exercised. The remaining sale proceeds are deferred and recognized on a straight-line basis over the stated guarantee period to automotive leasing revenue. The guarantee period expires at the earlier of the end of the guarantee period or the pay-off of the initial loan. We capitalize the cost of these vehicles on the consolidated balance sheet as operating lease vehicles, net, and depreciate their value, less salvage value, to cost of automotive leasing revenue over the same period.

In cases where a customer retains ownership of a vehicle at the end of the guarantee period, the resale value guarantee liability and any remaining deferred revenue balances related to the vehicle are settled to automotive leasing revenue, and the net book value of the leased vehicle is expensed to cost of automotive leasing revenue. If a customer returns the vehicle to us during the guarantee period, we purchase the vehicle from the customer in an amount equal to the resale value guarantee and settle any remaining deferred balances to automotive leasing revenue, and we reclassify the net book value of the vehicle on the consolidated balance sheet to used vehicle inventory. As of March 31, ~~2019~~2020 and December 31, ~~2018, $136.6~~2019, we had resale value guarantees where exercise is probable of $74 million and ~~$149.7~~$115 million, respectively, ~~of the guarantees were exercisable by customers within the next 12 months.~~recorded in accrued liabilities and other. For the three months ended March 31, ~~2019~~2020 and ~~2018,~~2019, we recognized ~~$47.5~~$35 million and ~~$16.1~~$48 million, respectively, of leasing revenue related to this program. The net carrying amount of operating lease vehicles under this program was ~~$169.2~~$53 million and ~~$211.5~~$83 million, respectively, as of March 31, ~~2019~~2020 and December 31, ~~2018.~~2019.

~~Energy generation~~As of March 31, 2020 and storage sales revenues consists of the sale of solar energy systems and energy storage systems to residential, small commercial, and large commercial and utility grade customers. Upon adoption of the new lease standard (refer to ~~Leases~~ ~~section below for details), energy generation and storage sales revenues will include agreements for solar energy systems and power purchase agreements (“PPAs”) that commence after January 1,~~December 31, 2019, ~~as these are now accounted for under ASC 606. We record as~~ deferred revenue ~~any non-refundable amounts that are collected from customers~~ related to ~~fees charged for~~non-refundable customer prepayments, ~~and~~ remote monitoring service, and operations and maintenance service ~~which is recognized as revenue ratably over the respective customer contract term. As of March 31, 2019 and December 31, 2018, deferred revenue related to such customer payments~~ amounted to ~~$155.8~~$149 million and ~~$148.7~~$156 million, respectively. Revenue recognized from the deferred revenue balance as of December 31, 2019 and 2018 was ~~$16.6~~$21 million and $17 million for the three months ended March 31, ~~2019. We have elected the practical expedient to omit disclosure of the amount of the transaction price allocated to remaining performance obligations for energy generation~~2020 and storage sales with an original expected contract length of one year or less and the amount that we have the right to invoice when that amount corresponds directly with the value to the performance to date.2019, respectively. As of March 31, ~~2019,~~2020, total transaction price allocated to performance obligations that were unsatisfied or partially unsatisfied for contracts with an original expected length of more than one year was ~~$102.3~~$102 million. Of this amount, we expect to recognize ~~$4.7~~$5 million in the next 12 months and the remaining over a period up to 2928 years.

Deferred revenue also includes the portion of rebates and incentives received from utility companies and various local and state government agencies, which is recognized as revenue over the lease term. As of ~~March 31, 2019~~ ~~and December 31, 2018, deferred revenue from rebates and incentives amounted to $35.3 million and $36.8 million, respectively.~~

We capitalize initial direct costs from the execution of solar energy system sales and PPAs, which include the referral fees and sales commissions, as an element of solar energy systems, net, and subsequently amortize these costs over the term of the related sale or PPA.

~~The following table disaggregates our revenue by major source (in thousands):~~

In February 2016, the FASB issued ASU No. 2016-02 (“ASC 842”), Leases, to require lessees to recognize all leases, with certain exceptions, on the balance sheet, while recognition on the statement of operations will remain similar to current lease accounting. Subsequently, the FASB issued ASU No. 2018-10, Codification Improvements to Topic 842, Leases, ASU No. 2018-11, Targeted Improvements, ASU No. 2018-20, Narrow-Scope Improvements for Lessors, and ASU 2019-01, Codification Improvements, to clarify and amend the guidance in ASU No. 2016-02. ASC 842 eliminates real estate-specific provisions and modifies certain aspects of lessor accounting. This standard is effective for interim and annual periods beginning after December 15, 2018, with early adoption permitted. We adopted ASC 842 as of January 1, 2019 using the cumulative effect adjustment approach (“adoption of the new lease standard’). In addition, we elected the package of practical expedients permitted under the transition guidance within the new standard, which allowed us to carry forward the historical determination of contracts as leases, lease classification and not reassess initial direct costs for historical lease arrangements. Accordingly, previously reported financial statements, including footnote disclosures, have not been recast to reflect the application of the new standard to all comparative periods presented. The finance lease classification under ASC 842 includes leases previously classified as capital leases under ASC 840.

Agreements for solar energy systems and PPAs that commence after January 1, 2019, where we are the lessor and are currently accounted for as operating leases no longer meet the definition of a lease upon the adoption of ASC 842 and will instead be accounted for in accordance with ASC 606. Under these two types of arrangements, the customer is not responsible for the design of the energy system but rather approved the energy system benefits in terms of energy production to be received over the term. Accordingly, the revenue from the solar energy system agreements starting January 1, 2019 are now recognized as earned, based on the amount of electricity delivered at the contractual billing rates, assuming all other revenue recognition criteria have been met. Under the practical expedient available under ASC 606-10-55-18, we recognize revenue based on the value of the service which is consistent with the billing amount. There is no change to the amount and timing of revenue recognition for PPA arrangements.

We have lease agreements with lease and non-lease components, and have elected to utilize the practical expedient to account for lease and non-lease components together as a single combined lease component, from both a lessee and lessor perspective. From a lessor perspective, the timing and pattern of transfer are the same for the non-lease components and associated lease component and, the lease component, if accounted for separately, would be classified as an operating lease. Additionally, we have determined that the leases previously identified as build-to-suit leasing arrangements under legacy lease accounting (ASC 840), were derecognized pursuant to the transition guidance provided for build-to-suit leases in ASC 842. Accordingly, these leases have been reassessed as operating leases as of the adoption date under ASC 842, and are included on the consolidated balance sheet as of March 31, 2019.

Operating lease assets are included within operating lease right-of-use assets, and the corresponding operating lease liabilities are included within accrued liabilities and other for the current portion, and within other long-term liabilities for the long-term portion on our consolidated balance sheet as of March 31, 2019. Finance lease assets are included within property, plant and equipment, net, and the corresponding finance lease liabilities are included within current portion of long-term debt and finance leases for the current portion, and within l~~ong-term debt and finance leases, net of current portion~~ ~~for the long-term portion on our consolidated balance sheet as of March 31, 2019.~~

We have elected not to present short-term leases on the consolidated balance sheet as these leases have a lease term of 12 months or less at lease inception and do not contain purchase options or renewal terms that we are reasonably certain to exercise. All other lease assets and lease liabilities are recognized based on the present value of lease payments over the lease term at commencement date. Because most of our leases do not provide an implicit rate of return, we used our incremental borrowing rate based on the information available at adoption date in determining the present value of lease payments.

Adoption of the new lease standard on January 1, 2019 had a material impact on our interim unaudited consolidated financial statements. The most significant impacts related to the (i) recognition of right-of-use ("ROU") assets of $1.29 billion and lease liabilities of $1.24 billion for operating leases on the consolidated balance sheet, and (ii) de-recognition of build-to-suit lease assets and liabilities of $1.62 billion and $1.74 billion, respectively, with the net impact of $96.7 million recorded to accumulated deficit, net of deferred tax impact, as of January 1, 2019. We also reclassified prepaid expenses and other current asset balances of $141.6 million and deferred rent balance, including tenant improvement allowances, and other liability balances of $69.7 million relating to our existing lease arrangements as of December 31, 2018, into the ROU asset balance as of January 1, 2019. ROU assets represent our right to use an underlying asset for the lease term and lease liabilities represent our obligation to make lease payments arising from the lease. The standard did not materially impact our consolidated statement of operations and consolidated statement of cash flows.

~~The cumulative effect of the changes made to our consolidated balance sheet as of January 1, 2019 for the adoption of the new lease standard was~~ as ~~follows (in thousands):~~

There are transactions that occur during the ordinary course of business for which the ultimate tax determination is uncertain. As of March 31, ~~2019~~2020 and December 31, ~~2018,~~2019, the aggregate balances of our gross unrecognized tax benefits were ~~$264.1~~$274 million and ~~$253.4~~$273 million, respectively, of which ~~$252.4~~$248 million and ~~$243.8~~$247 million, respectively, would not give rise to changes in our effective tax rate since these tax benefits would increase a deferred tax asset that is currently fully offset by a valuation allowance.

Basic net income (loss) per share of common stock attributable to common stockholders is calculated by dividing net income (loss) attributable to common stockholders by the weighted-average shares of common stock outstanding for the period. During the three months ended March 31, 2019, we increased net loss attributable to common stockholders by ~~$7.6~~$8 million to arrive at the numerator used to calculate net loss per share. This adjustment represents the difference between the cash we paid to a financing fund investor for their noncontrolling interest in one of our subsidiaries and the carrying amount of the noncontrolling interest on our consolidated balance sheet, in accordance with ASC 260, Earnings per Share. Potentially dilutive shares, which are based on the weighted-average shares of common stock underlying outstanding stock-based awards, warrants and convertible senior notes using the treasury stock method or the if-converted method, as applicable, are included when calculating diluted net income (loss) per share of common stock attributable to common stockholders when their effect is dilutive. Since we intend to settle or have settled in cash the principal outstanding under ~~the~~our 0.25% Convertible Senior Notes due in 2019, 1.25% Convertible Senior Notes due in 2021, 2.375% Convertible Senior Notes due in 2022, 2.00% Convertible Senior Notes due in 2024 and ~~the 2.375%~~our subsidiary’s 5.50% Convertible Senior Notes due in 2022, we use the treasury stock method applied using our average share price during the period when calculating their potential dilutive effect, if any. Furthermore, in connection with the offerings of our ~~bond hedges,~~notes, we entered into convertible note hedges and warrants (see Note 10, ~~Long-Term~~ Debt ~~Obligations~~). However, our convertible note hedges are not included when calculating potentially dilutive shares since their effect is always anti-dilutive. Warrants which have a strike price above our average share price during the period were out of the money and have not been included in the tables below.

The following table presents the computation of basic and diluted net income (loss) per share of common stock attributable to common stockholders (in millions, except per share data):

The following table presents the potentially dilutive shares that were excluded from the computation of diluted net ~~loss~~income (loss) per share of common stock attributable to common stockholders, because their effect was ~~anti-dilutive:~~anti-dilutive (in millions):

We maintain certain cash balances restricted as to withdrawal or use. Our restricted cash is comprised primarily of cash as collateral for our sales to lease partners with a resale value guarantee, letters of credit, real estate leases, insurance policies, credit card borrowing facilities and certain operating leases. In addition, restricted cash includes cash received from certain fund investors that have not been released for use by us and cash held to service certain payments under various secured debt facilities. The ~~following table totals~~fair value of our restricted cash invested in commercial paper equals the carrying value using quoted prices in active markets (Level I). We record restricted cash as other assets in the consolidated balance sheets and determine current or non-current classification based on the expected duration of the restriction.

Our total cash and cash equivalents and restricted cash, as ~~reported on the consolidated balance sheets; the sums are~~ presented onin the consolidated statements of cash flows, was as follows (in ~~thousands)~~millions):

We have customer notes receivable under the legacy MyPower loan program. MyPower was offered by one of our subsidiaries to provide residential customers with the option to finance the purchase of a solar energy system through a 30-year loan. The outstanding balances, net of any allowance for credit losses, are presented on the consolidated balance sheet as a component of prepaid expenses and other current assets for the current portion and as other non-current assets for the long-term portion. We adopted ASU No. 2016-13, Measurement of Credit Losses on Financial Instruments (“ASC 326”) on January 1, 2020 on a modified retrospective basis. Under ASC 326, expected credit loss for customer notes receivable are measured on a collective basis and are determined as the difference between the amortized cost basis and the present value of cash flows expected to be collected. In determining expected credit losses, we consider our historical level of credit losses, current economic trends, and reasonable and supportable forecasts that affect the collectability of the future cash flows. We write-off customer notes receivable when they are deemed uncollectible and the amount of potentially uncollectible amounts has been insignificant. Using a modified retrospective approach for the impact upon adoption, we recorded an increase to the allowance for credit losses of $37 million on January 1, 2020, with an offset to accumulated deficit. As of March 31, 2020 and December 31, 2019, the total outstanding balance of MyPower customer notes receivable, net of allowance for credit losses, was $358 million and $402 million, respectively, of which $9 million was due in the next 12 months as of both periods. As of March 31, 2020, the allowance for credit losses was $45 million. In addition, there were 0 material non-accrual or past due customer notes receivable as of March 31, 2020.

Financial instruments that potentially subject us to a concentration of credit risk consist of cash and cash equivalents, restricted cash, accounts receivable, convertible note hedges, and interest rate swaps. Our cash balances are primarily invested in money market funds or on deposit at high credit quality financial institutions in the U.S. These deposits are typically in excess of insured limits. As of March 31, ~~2019 and~~2020, 1 entity represented 10% or more of our total accounts receivable balance, which was related to sales of regulatory credits. As of December 31, ~~2018, no~~ 2019, 0 entity represented 10% of our total accounts receivable balance. The risk of concentration for our interest rate swaps is mitigated by transacting with several highly-rated multinational banks.

We are dependent on our suppliers, the majority of which are single source suppliers, and the inability of these suppliers to deliver necessary components of our products in a timely manner at prices, quality levels and volumes acceptable to us, or our inability to efficiently manage these components from these suppliers, could have a material adverse effect on our business, prospects, financial condition and operating results.

The specific timing and pace of our resumption of normal U.S. manufacturing operations will depend on the status of various government regulations and the readiness of our suppliers and vendors. Although we are working with each of our suppliers and government agencies on how best to resume and sustain production, it ultimately remains uncertain how quickly we and our suppliers will be able to return to prior levels of production and maintain such levels.

~~Vehicles~~ that are leased as part of our direct vehicle leasing program, vehicles delivered to leasing partners with a resale value guarantee and a buyback option, as well as vehicles delivered to customers with resale value guarantee where exercise is probable are classified as operating lease vehicles as the related revenue transactions are treated as operating leases (refer to the ~~Resale Value Guarantees Financing Programs under ASC 842~~ ~~section above for details). Operating lease vehicles are recorded at cost less accumulated depreciation. Depreciation is computed using the straight-line method over the expected operating lease term.~~ The ~~total~~gross cost of operating lease vehicles recorded on the consolidated balance sheets as of March 31, ~~2019~~2020 and December 31, ~~2018~~2019 was ~~$2.42~~$2.94 billion and ~~$2.55~~$2.85 billion, ~~respectively. Accumulated~~respectively, net of accumulated depreciation ~~related to leased vehicles~~of $412 million and $406 million, as of March 31, ~~2019~~2020 and December 31, ~~2018~~ ~~was $446.3 million and $457.6 million,~~2019, respectively.

We provide a manufacturer’s warranty on all new and used vehicles and production powertrain components and systems ~~and energy storage products~~ we sell. In addition, we also provide a warranty on the installation and components of the ~~solar~~ energy generation and storage systems we sell for periods typically between 10 to 3025 years. We accrue a warranty reserve for the products sold by us, which includes our best estimate of the projected costs to repair or replace items under warranties and recalls when identified. These estimates are based on actual claims incurred to date and an estimate of the nature, frequency and costs of future claims. These estimates are inherently uncertain given our relatively short history of sales, and changes to our historical or projected warranty experience may cause material changes to the warranty reserve in the future. The warranty reserve does not include projected warranty costs associated with our vehicles subject to lease accounting and our solar energy systems under lease contracts or ~~PPAs,~~Power Purchase Agreements (“PPAs”), as the costs to repair these warranty claims are expensed as incurred. The portion of the warranty reserve expected to be incurred within the next 12 months is included within accrued liabilities and other, while the remaining balance is included within other long-term liabilities on the consolidated balance ~~sheet.~~sheets. Warranty expense is recorded as a component of cost of revenues in the consolidated statements of operations. Due to the magnitude of our automotive business, accrued warranty balance was primarily related to our automotive segment. Accrued warranty activity consisted of the following (in ~~thousands)~~millions):

For the three months ended March 31, 2019 and 2018, warranty costs incurred for vehicles accounted for as operating leases or collateralized debt arrangements were $5.6 million and $5.8 million, respectively.

In December 2019, the FASB issued ASU No. 2019-12, Simplifying the Accounting for Income Taxes, as part of its initiative to reduce complexity in accounting standards. The amendments in the ASU include removing exceptions to incremental intraperiod tax allocation of losses and gains from different financial statement components, exceptions to the method of recognizing income taxes on interim period losses, and exceptions to deferred tax liability recognition related to foreign subsidiary investments. In addition, the ASU requires that entities recognize franchise tax based on an incremental method and requires an entity to evaluate the accounting for step-ups in the tax basis of Goodwill as inside or outside of a business combination.

The amendments in the ASU are effective for fiscal years beginning after December 15, 2020, including interim periods therein. Early adoption of the standard is permitted, including adoption in interim or annual periods for which financial statements have not yet been issued. We have not early adopted this ASU as of March 31, 2020. The ASU is currently not expected to have a material impact on our consolidated financial statements.

In March 2020, the FASB issued ASU No. 2020-04, Facilitation of the Effects of Reference Rate Reform on Financial Reporting (Topic 848). The ASU provides optional expedients and exceptions for applying GAAP to transactions affected by reference rate (e.g., LIBOR) reform if certain criteria are met, for a limited period of time to ease the potential burden in accounting for (or recognizing the effects of) reference rate reform on financial reporting. The ASU is effective as of March 12, 2020 through December 31, 2022. We will evaluate transactions or contract modifications occurring as a result of reference rate reform and determine whether to apply the optional guidance on an ongoing basis. The ASU is currently not expected to have a material impact on our consolidated financial statements.

In June 2016, the FASB issued ASU No. 2016-13, Measurement of Credit Losses on Financial Instruments,, to require financial assets carried at amortized cost to be presented at the net amount expected to be collected based on historical experience, current conditions and forecasts. Subsequently, the FASB issued ASU No. 2018-19, Codification Improvements to Topic 326,, to clarify that receivables arising from operating leases are within the scope of lease accounting standards. Further, the FASB issued ASU No. 2019-04, ASU No. 2019-05, ASU 2019-10, ASU 2019-11, ASU 2020-02 and ASU 2020-03 to provide additional guidance on the credit losses standard. The ASUs are effective for interim and annual periods beginning after December 15, ~~2019, with early adoption permitted.~~2019. Adoption of the ASUs is on a modified retrospective basis. We ~~are currently obtaining an understanding of~~adopted the ASUs ~~and plan to adopt them~~ on January 1, 2020. The ASUs did not have a material impact on our consolidated financial statements. This ASU applies to all financial assets including loans, trade receivables and any other financial assets not excluded from the scope that have the contractual right to receive cash. The adoption of this ASU did not have any impact except on MyPower Customer Notes Receivable. Refer to MyPower Customer Notes Receivable above for further details.

In January 2017, the FASB issued ASU No. 2017-04, Simplifying the Test for Goodwill Impairment,, to simplify the test for goodwill impairment by removing Step 2. An entity will, therefore, perform the goodwill impairment test by comparing the fair value of a reporting unit with its carrying amount and recognizing an impairment charge for the amount by which the carrying amount exceeds the fair value, not to exceed the total amount of goodwill allocated to the reporting unit. An entity still has the option to perform a qualitative assessment to determine if the quantitative impairment test is necessary. The ASU is effective for interim and annual periods beginning after December 15, ~~2019, with early adoption permitted.~~2019. Adoption of the ASU is prospective. We ~~are currently obtaining an understanding of the ASU and plan to adopt~~adopted the ASU prospectively on January 1, 2020. The ASU ~~is currently~~did not ~~expected to~~ have a material impact on our consolidated financial statements.

In August 2018, the FASB issued ASU No. 2018-15, Customer’s Accounting for Implementation Costs Incurred in a Cloud Computing Arrangement that Is a Service ~~Contract~~.Contract. The ASU aligns the requirements for capitalizing implementation costs incurred in a hosting arrangement that is a service contract with the requirements for capitalizing implementation costs incurred to develop or obtain internal-use software (and hosting arrangements that include an internal-use software license). The ASU is effective for interim and annual periods beginning after December 15, ~~2019, with early adoption permitted.~~2019. Adoption of the ASU is either retrospective or prospective. We ~~are currently obtaining an understanding of the ASU and plan to adopt~~adopted the ASU prospectively on January 1, 2020.

In February 2016, the FASB issued ASU No. 2016-02, Leases, to require lessees to recognize all leases, with limited exceptions, on the balance sheet, while recognition on the statement of operations will remain similar to legacy lease accounting, ASC 840. The ~~ASU also eliminates real estate-specific provisions and modifies certain aspects of lessor accounting. Subsequently, the FASB issued ASU No. 2018-10, Codification Improvements to Topic 842, ASU No. 2018-11,~~ ~~Targeted Improvements, ASU No. 2018-20,~~ ~~Narrow-Scope Improvements for Lessors, and ASU 2019-01,~~ ~~Codification Improvements, to clarify and amend the guidance in ASU No. 2016-02. The ASUs are effective for~~

interim and annual periods beginning after December 15, 2018, with early adoption permitted. We adopted the ASUs on January 1, 2019 on a modified retrospective basis through a cumulative adjustment to our beginning accumulated deficit balance. Prior comparative periods have not been recast under this method, and we adopted all available practical expedients, as applicable. Further, solar leases that commence on or after January 1, 2019, where we are the lessor and which were accounted for as leases under ASC 840, will no longer meet the definition of a lease. Instead, solar leases commencing on or after January 1, 2019 will be accounted for under ASC 606. In addition to recognizing operating leases that were previously not recognized on the consolidated balance sheet, our build-to-suit leases were also de-recognized with a net decrease of approximately $96.7 million to our beginning accumulated deficit after income tax effects, as our build-to-suit leases no longer qualify for build-to-suit accounting and are instead recognized as operating leases. Upon adoption, our consolidated balance sheet include an overall reduction in assets of $473.3 million and a reduction in liabilities of $570.0 million. The adoption of the ASUs did not have a material impact on the consolidated statement of operations or the consolidated statement of cash flows.

~~In August 2017, the FASB issued ASU No. 2017-12,~~ ~~Targeted Improvements to Accounting for Hedging Activities~~, to simplify the application of current hedge accounting guidance. The ASU expands and refines hedge accounting for both non-financial and financial risk components and aligns the recognition and presentation of the effects of the hedging instrument and the hedged item in the financial statements. The ASU is effective for interim and annual periods beginning after December 15, 2018, with early adoption permitted. Adoption of the ASU will be prospective for us. We adopted the ASU on January 1, 2019, and the ASU did not have a material impact on ~~the~~our consolidated financial statements.

~~In January 2018, the FASB issued ASU No. 2018-01,~~ ~~Land Easement Practical Expedient Transition to Topic 842, to permit an entity to elect a practical expedient to not re-evaluate land easements that existed or expired before the entity’s adoption of ASU No. 2016-02,~~ ~~Leases, and that were not accounted for as leases. The ASU is effective for the same periods as ASU No. 2016-02, and the ASU did not have a material impact on the consolidated financial statements.~~

Information regarding our ~~acquired~~ intangible assets including assets recognized from our acquisitions was as follows (in ~~thousands)~~millions):

March 31, 2019

December 31, 2018

Gross Carrying
Amount

Accumulated
Amortization

Other

Net Carrying
Amount

Gross Carrying
Amount

Accumulated
Amortization

Other

Net Carrying
Amount

Finite-lived intangible assets:

Developed technology

$
152,431

$
(46,396
)

$
1,005

$
107,040

$
152,431

$
(40,705
)

$
1,205

$
112,931

Trade names

1,775

(624
)

143

1,294

45,275

(44,056
)

170

1,389

Favorable contracts and leases, net

112,817

(18,345
)

—

94,472

112,817

(16,409
)

—

96,408

Other

35,559

(12,485
)

662

23,736

35,559

(11,540
)

719

24,738

Total finite-lived intangible assets

302,582

(77,850
)

1,810

226,542

346,082

(112,710
)

2,094

235,466

Indefinite-lived intangible assets:

IPR&D

60,290

—

(13,264
)

47,026

60,290

—

(13,264
)

47,026

Total indefinite-lived intangible
assets

60,290

—

(13,264
)

47,026

60,290

—

(13,264
)

47,026

Total intangible assets

$
362,872

$
(77,850
)

$
(11,454
)

$
273,568

$
406,372

$
(112,710
)

$
(11,170
)

$
282,492

	March 31, 2020										December 31, 2019
	Gross Carrying Amount		Accumulated Amortization			Other			Net Carrying Amount		Gross Carrying Amount		Accumulated Amortization			Other		Net Carrying Amount
Finite-lived intangible assets:
Developed technology	$	291	$	(82	)	$	(2	)	$	207	$	291	$	(72	)	$	1	$	220
Trade names		3		(1	)		0			2		3		(1	)		1		3
Favorable contracts and leases, net		113		(26	)		—			87		113		(24	)		—		89
Other		38		(16	)		—			22		38		(16	)		—		22
Total finite-lived intangible assets		445		(125	)		(2	)		318		445		(113	)		2		334
Indefinite-lived intangible assets:
Gigafactory Nevada water rights		5		—			—			5		5		—			—		5
Total intangible assets	$	450	$	(125	)	$	(2	)	$	323	$	450	$	(113	)	$	2	$	339

The in-process research and development (“IPR&D”), which we acquired from SolarCity, is accounted for as an indefinite-lived asset until the completion or abandonment of the associated research and development efforts. If the research and development efforts are successfully completed and commercial feasibility is reached, the IPR&D would be amortized over its then estimated useful life. If the research and development efforts are not completed or are abandoned, the IPR&D might be impaired. The fair value of the IPR&D was estimated using the replacement cost method under the cost approach, based on the historical acquisition costs and expenses of the technology adjusted for estimated developer’s profit, opportunity cost and obsolescence factor. In April 2019, the Company determined that it would abandon further development efforts on the IPR&D and will impair the remaining $47.0 million in the quarter ending June 30, 2019.

Total future amortization expense for finite-lived intangible assets was estimated as follows (in ~~thousands)~~millions):

ASC 820, Fair Value Measurements, states that fair value is an exit price, representing the amount that would be received to sell an asset or paid to transfer a liability in an orderly transaction between market participants. As such, fair value is a market-based measurement that should be determined based on assumptions that market participants would use in pricing an asset or a liability. The three-tiered fair value hierarchy, which prioritizes which inputs should be used in measuring fair value, is comprised of: (Level I) observable inputs such as quoted prices in active markets; (Level II) inputs other than quoted prices in active markets that are observable either directly or indirectly and (Level III) unobservable inputs for which there is little or no market data. The fair value hierarchy requires the use of observable market data when available in determining fair value. Our assets and liabilities that were measured at fair value on a recurring basis were as follows (in ~~thousands)~~millions):

March 31, 2019

December 31, 2018

Fair Value

Level I

Level II

Level III

Fair Value

Level I

Level II

Level III

Money market
   funds (cash and
   cash equivalents
   & restricted cash)

$
812,279

812,279

$
—

$
—

$
1,812,828

$
1,812,828

$
—

$
—

Interest rate swap
   (liability) asset, net

(7,867
)

—

(7,867
)

—

11,070

—

11,070

—

Total

$
804,412

$
812,279

$
(7,867
)

$
—

$
1,823,898

$
1,812,828

$
11,070

$
—

	March 31, 2020										December 31, 2019
	Fair Value			Level I		Level II			Level III		Fair Value			Level I		Level II			Level III
Money market funds (cash and cash equivalents)	$	5,293		$	5,293	$	—		$	—	$	1,632		$	1,632	$	—		$	—
Interest rate swap assets		—			—		—			—		1			—		1			—
Interest rate swap liabilities		(65	)		—		(65	)		—		(27	)		—		(27	)		—
Total	$	5,228		$	5,293	$	(65	)	$	—	$	1,606		$	1,632	$	(26	)	$	—

All of our money market funds were classified within Level I of the fair value hierarchy because they were valued using quoted prices in active markets. Our interest rate swaps were classified within Level II of the fair value hierarchy because they were valued using alternative pricing sources or models that utilized market observable inputs, including current and forward interest rates. ~~During the three months ended March 31, 2019, there were no transfers between the levels of the fair value hierarchy.~~

We enter into fixed-for-floating interest rate swap agreements to swap variable interest payments on certain debt for fixed interest payments, as required by certain of our lenders. We do not designate our interest rate swaps as hedging instruments. Accordingly, our interest rate swaps are recorded at fair value on the consolidated balance sheets within other non-current assets or other long-term liabilities, with any changes in their fair values recognized as other (expense) income, ~~(expense),~~ net, in the consolidated statements of operations and with any cash flows recognized as ~~investing~~operating activities in the consolidated statements of cash flows. Our interest rate swaps outstanding were as follows (in ~~thousands)~~millions):

Our financial instruments that are not re-measured at fair value include accounts receivable, MyPower customer notes receivable, ~~rebates receivable,~~ accounts payable, accrued liabilities, customer deposits ~~the participation interest~~ and debt. The carrying values of these financial instruments other than ~~the participation interest, the convertible senior notes, the~~our 1.25% Convertible Senior Notes due in 2021, 2.375% Convertible Senior Notes due in 2022 and 2.00% Convertible Senior Notes due in 2024 and our subsidiary’s NaN-Coupon Convertible Senior Notes due in 2020 (collectively referred to as “Convertible Senior Notes” below), 5.30% Senior Notes due in 2025, ~~the~~ solar asset-backed notes ~~the~~and solar loan-backed ~~notes and the automotive asset-backed~~ notes approximate their fair values.

We estimate the fair value of the ~~convertible senior notes~~Convertible Senior Notes and the 5.30% Senior Notes due in 2025 using commonly accepted valuation methodologies and market-based risk measurements that are indirectly observable, such as credit risk (Level II). In addition, we estimate the fair values of ~~the participation interest, the~~our solar asset-backed notes ~~the~~and solar loan-backed ~~notes and the automotive asset-backed~~ notes based on rates currently offered for instruments with similar maturities and terms (Level III). The following table presents the estimated fair values and the carrying values (in ~~thousands)~~millions):

Transactions for our solar asset-backed notes and solar loan-backed notes in April 2020 have indicated pricing which has significantly improved from the levels observed at March 31, 2020.

Finished goods inventory included vehicles in transit to fulfill customer orders, new vehicles available for immediate sale at our retail and service center locations, used vehicles and energy storage products. As this was our first quarter delivering Model 3 vehicles outside of North America, finished goods inventory has increased as there are longer lead times associated with finite production capabilities at a single factory from which all Model 3 vehicles are shipped globally.

For solar energy systems, we commence transferring component parts from inventory to construction in progress, a component of solar energy systems, once a lease or PPA contract with a customer has been executed and installation has been initiated. Additional costs incurred on the leased solar energy systems, including labor and overhead, are recorded within ~~construction in progress.~~solar energy systems under construction.

We write-down inventory for any excess or obsolete inventories or when we believe that the net realizable value of inventories is less than the carrying value. During the three months ended March 31, ~~2019~~2020 and ~~2018,~~2019, we recorded write-downs of ~~$64.2~~$45 million and ~~$17.3~~$64 million, respectively, in cost of revenues.

Solar energy systems, net, consisted of the following (in ~~thousands)~~millions):

Our property, plant and equipment, net, consisted of the following (in ~~thousands)~~millions):

As of December 31, 2018, the table above included $1.69 billion of gross build-to-suit lease assets. As a result of the adoption of the new lease standard on January 1, 2019, we have de-recognized all build-to-suit lease assets and have reassessed these leases to be operating lease right-of-use assets within the consolidated balance sheet as of March 31, 2019 (see Note 2, ~~Summary of Significant Accounting Policies). This includes construction in progress associated with certain build-to-suit lease costs incurred at our Buffalo manufacturing facility, referred to as Gigafactory 2.~~

Construction in progress is primarily comprised of ~~tooling~~equipment and ~~equipment~~tooling related to the manufacturing of our ~~vehicles~~products and ~~a portion of~~ Gigafactory ~~1 construction.~~Shanghai expansion. Completed assets are transferred to their respective asset classes, and depreciation begins when an asset is ready for its intended use. Interest on outstanding debt is capitalized during periods of significant capital asset construction and amortized over the useful lives of the related assets. During the three months ended March 31, ~~2019~~2020 and ~~2018,~~2019, we capitalized ~~$7.5~~$10 million and ~~$18.8~~$8 million, respectively, of interest.

Depreciation expense during the three months ended March 31, 2020 and 2019 ~~and 2018~~ was ~~$299.4~~$371 million and ~~$245.2~~$299 million, respectively. Gross property plant and equipment under finance leases as of March 31, ~~2019~~2020 and December 31, ~~2018~~2019 was ~~$1.72~~$2.10 billion and ~~$1.52~~$2.08 billion, ~~respectively. Accumulated~~respectively, with accumulated depreciation ~~on property and equipment under finance leases as~~ of ~~these dates was $276.8~~$557 million and ~~$231.6~~$483 million, respectively.

Panasonic has partnered with us on Gigafactory 1Nevada with investments in the production equipment that it uses to manufacture and supply us with battery cells. Under our arrangement with Panasonic, we plan to purchase the full output from their production equipment at negotiated prices. As ~~these~~the terms of the arrangement convey a finance lease ~~as defined in~~under ASC 842, Leases, we account for their production equipment ~~we consider them to be~~as leased assets when production commences. This results in us recording the cost of their production equipment within property, plant and equipment, net, on the consolidated balance sheets with a corresponding liability recorded to ~~long-term~~ debt and finance leases. ~~For all suppliers and partners for which we plan to purchase the full output from their production equipment located at Gigafactory 1, we have applied similar accounting.~~ As of March 31, ~~2019~~2020 and December 31, ~~2018,~~2019, we had cumulatively capitalized costs of ~~$1.41~~$1.75 billion and ~~$1.24~~$1.73 billion, respectively, on the consolidated balance sheets in relation to the production equipment under our Panasonic arrangement. ~~We had cumulatively capitalized total costs for Gigafactory 1, including costs under our Panasonic arrangement, of $4.92 billion~~

As of March 31, ~~2019~~2020 and December 31, ~~2018, respectively.~~2019, accrued liabilities and other current liabilities consisted of the following (in millions):

~~Other~~As of March 31, 2020 and December 31, 2019, other long-term liabilities consisted of the following (in ~~thousands)~~millions):

As of December 31, 2018, the table above included $1.66 billion of gross non-current build-to-suit lease liabilities. As a result of the adoption of the new lease standard on January 1, 2019, we have de-recognized all build-to-suit lease liabilities and have reassessed these leases to be operating lease right-of-use liabilities as of March 31, 2019. ~~Due to price adjustments we made to our vehicle offerings during the three months ended~~ ~~March 31, 2019, we increased our sales return reserve significantly on vehicles previously sold under our buyback options program.~~ ~~Refer to Note 2,~~ ~~Summary of Significant Accounting Policies, for details on these transactions.~~

Customer deposits primarily consisted of cash payments from customers at the time they place an order or reservation for a vehicle or an energy product and any additional payments up to the point of delivery or the completion of installation, including the fair values of any customer trade-in vehicles that are applicable toward a new vehicle purchase. Customer deposits also include prepayments on contracts that can be cancelled without significant penalties, such as vehicle maintenance plans. Customer deposit amounts and timing vary depending on the vehicle model, the energy product and the country of delivery. In the case of a vehicle, customer deposits are fully refundable up to the point the vehicle is placed into the production cycle. In the case of an energy generation or storage product, customer deposits are fully refundable prior to the entry into a purchase agreement or in certain cases for a limited time thereafter (in accordance with applicable laws). Customer deposits are included in current liabilities until refunded or until they are applied towards the customer’s purchase balance. As of March 31, 2019 and December 31, 2018, we held $768.3 million and $792.6 million, respectively, in customer deposits.

The following is a summary of our debt and finance leases as of March 31, ~~2019~~2020 (in ~~thousands)~~millions):

	Unpaid						Unused										Unpaid		Unused
	Principal		Net Carrying Value				Committed		Contractual			Contractual	Net Carrying Value				Principal		Committed		Contractual			Contractual
	Balance		Current		Long-Term		Amount (1)		Interest Rates			Maturity Date	Current		Long-Term		Balance		Amount (1)		Interest Rates			Maturity Date
Recourse debt:
1.25% Convertible Senior Notes due in 2021 ("2021 Notes")		1,380,000		—		1,258,166		—		1.25	%	March 2021	$	1,320	$	—	$	1,380	$	—		1.25	%	March 2021
2.375% Convertible Senior Notes due in 2022 ("2022 Notes")		977,500		—		878,824		—		2.375	%	March 2022		—		910		978		—		2.375	%	March 2022
2.00% Convertible Senior Notes due in 2024 ("2024 Notes")														—		1,405		1,840		—		2.00	%	May 2024
5.30% Senior Notes due in 2025 ("2025 Notes")		1,800,000		—		1,779,546		—		5.30	%	August 2025		—		1,783		1,800		—		5.30	%	August 2025
Credit Agreement		1,856,000		—		1,856,000		415,217	1% plus LIBOR			June 2020-July 2023		158		1,861		2,019		304	1.8% - 3.3%			June 2020-July 2023
Vehicle and other Loans		75,498		498		75,000		—	1.8%-4.7%			June 2019-December 2021
1.625% Convertible Senior Notes due in 2019		565,992		550,999		—		—		1.625	%	November 2019
Zero-Coupon Convertible Senior Notes due in 2020		103,000		—		93,161		—		0.0	%	December 2020		99		—		103		—		0.0	%	December 2020
Solar Bonds		24,313		3,396		21,432		—	3.0%-5.8%			March 2020 - January 2031
Solar Bonds and other Loans														12		52		67		—	3.6%-5.8%			April 2020 - January 2031
Total recourse debt		6,782,303		554,893		5,962,129		415,217						1,589		6,011		8,187		304
Non-recourse debt:
Automotive Asset-backed Notes														604		837		1,447		—	2.0%-7.9%			May 2020- May 2023
Solar Asset-backed Notes														37		1,102		1,167		—	4.0%-7.7%			September 2024-February 2048
China Loan Agreements														338		418		756		1,522	3.7%-4.0%			September 2020-December 2024
Cash Equity Debt														10		427		450		—	5.3%-5.8%			July 2033-January 2035
Solar Loan-backed Notes														12		149		168		—	4.8%-7.5%			September 2048-September 2049
Warehouse Agreements		174,243		40,591		133,652		925,757	3.9%-4.2%			September 2020		68		458		526		574	3.0%-3.3%			September 2021
Solar Term Loans														158		—		158		—		5.3	%	January 2021
Canada Credit Facility		64,894		30,819		34,075		—	3.6%-5.9%			November 2022		20		10		30		—	4.2%-5.9%			November 2022
Term Loan due in 2019		164,798		164,798		—		—		6.1	%	April 2019 (2)
Term Loan due in 2021		166,805		7,117		158,835		—		6.3	%	January 2021
China Loan Agreement		11,172		11,172		—		510,328		3.9	%	March 2020
Cash equity debt		462,931		9,335		439,374		—	5.3%-5.8%			July 2033-January 2035
Solar asset-backed notes		1,202,253		30,327		1,141,961		—	4.0%-7.7%			September 2024-February 2048
Solar loan-backed notes		196,924		10,671		179,171		—	4.8%-7.5%			September 2048-September 2049
Automotive asset-backed notes		1,062,750		460,314		597,331		—	2.3%-7.9%			December 2019-June 2022
Solar Renewable Energy Credit and other Loans		36,438		32,559		3,495		18,132	4.4%-8.2%			September 2019-July 2021		15		67		82		—	4.3%-7.3%			June 2020-June 2022
Total non-recourse debt		3,543,208		797,703		2,687,894		1,454,217						1,262		3,468		4,784		2,096
Total debt	$	10,325,511	$	1,352,596	$	8,650,023	$	1,869,434						2,851		9,479	$	12,971	$	2,400
Finance leases														366		1,187
Total debt and finance leases													$	3,217	$	10,666

The following is a summary of our debt and finance leases as of December 31, ~~2018~~2019 (in ~~thousands)~~millions):

Unpaid

Unused

Principal

Net Carrying Value

Committed

Contractual

Contractual

Balance

Current

Long-Term

Amount (1)

Interest Rates

Maturity Date
Recourse debt:

0.25% Convertible Senior Notes due in 2019
   ("2019 Notes")

920,000

912,625

—

—

0.25
%

March 2019
2021 Notes

1,380,000

—

1,243,496

—

1.25
%

March 2021
2022 Notes

977,500

—

871,326

—

2.375
%

March 2022
2025 Notes

1,800,000

—

1,778,756

—

5.30
%

August 2025
Credit Agreement

1,540,000

—

1,540,000

230,999

1% plus LIBOR

June 2020
Vehicle and other Loans

76,203

1,203

75,000

—

1.8%-7.6%

January 2019-December 2021
1.625% Convertible Senior Notes due in 2019

565,992

541,070

—

—

1.625
%

November 2019
Zero-Coupon Convertible Senior Notes due in
   2020

103,000

—

91,799

—

0.0
%

December 2020
Solar Bonds

24,725

119

25,190

—

2.6%-5.8%

January 2019-January 2031
Total recourse debt

7,387,420

1,455,017

5,625,567

230,999

Non-recourse debt:

Warehouse Agreements

92,000

13,604

78,396

1,008,000

3.9%-4.2%

September 2020
Canada Credit Facility

73,220

31,766

41,454

—

3.6%-5.9%

November 2022
Term Loan due in 2019

180,624

180,624

—

—

6.1
%

January 2019
Term Loan due in 2021

169,050

6,876

161,453

—

6.0
%

January 2021
Cash equity debt

466,837

10,911

441,472

��

—

5.3%-5.8%

July 2033-January 2035
Solar asset-backed notes

1,214,071

28,761

1,154,914

—

4.0%-7.7%

September 2024-February 2048
Solar loan-backed notes

210,249

9,888

193,164

—

4.8%-7.5%

September 2048-September 2049
Automotive asset-backed notes

1,177,937

467,926

704,234

—

2.3%-7.9%

December 2019-June 2022
Solar Renewable Energy Credit and
   other Loans

26,742

16,612

9,836

17,633

5.1%-7.9%

December 2019-July 2021
Total non-recourse debt

3,610,730

766,968

2,784,923

1,025,633

Total debt

$
10,998,150

$
2,221,985

$
8,410,490

$
1,256,632

					Unpaid		Unused
	Net Carrying Value				Principal		Committed		Contractual			Contractual
	Current		Long-Term		Balance		Amount (1)		Interest Rates			Maturity Date
Recourse debt:
1.25% Convertible Senior Notes due in 2021 ("2021 Notes")	$	—	$	1,304	$	1,380	$	—		1.25	%	March 2021
2.375% Convertible Senior Notes due in 2022 ("2022 Notes")		—		902		978		—		2.375	%	March 2022
2.00% Convertible Senior Notes due in 2024 ("2024 Notes")		—		1,383		1,840		—		2.00	%	May 2024
5.30% Senior Notes due in 2025 ("2025 Notes")		—		1,782		1,800		—		5.30	%	August 2025
Credit Agreement		141		1,586		1,727		499	2.7%-4.8%			June 2020-July 2023
Zero-Coupon Convertible Senior Notes due in 2020		97		—		103		—		0.0	%	December 2020
Solar Bonds and other Loans		15		53		70		—	3.6%-5.8%			March 2020-January 2031
Total recourse debt		253		7,010		7,898		499
Non-recourse debt:
Automotive Asset-backed Notes		573		997		1,577		—	2.0%-7.9%			February 2020- May 2023
Solar Asset-backed Notes		32		1,123		1,183		—	4.0%-7.7%			September 2024-February 2048
China Loan Agreements		444		297		741		1,542	3.7%-4.0%			September 2020-December 2024
Cash Equity Debt		10		430		454		—	5.3%-5.8%			July 2033-January 2035
Solar Loan-backed Notes		11		164		182		—	4.8%-7.5%			September 2048-September 2049
Warehouse Agreements		21		146		167		933	3.1%-3.6%			September 2021
Solar Term Loans		8		152		161		—		5.4	%	January 2021
Canada Credit Facility		24		16		40		—	4.2%-5.9%			November 2022
Solar Renewable Energy Credit and other Loans		23		67		89		6	4.5%-7.4%			March 2020-June 2022
Total non-recourse debt		1,146		3,392		4,594		2,481
Total debt		1,399		10,402	$	12,492	$	2,980
Finance leases		386		1,232
Total debt and finance leases	$	1,785	$	11,634

Recourse debt refers to debt that is recourse to our general assets. Non-recourse debt refers to debt that is recourse to only ~~specified~~ assets of our subsidiaries. The differences between the unpaid principal balances and the net carrying values are due to convertible senior note conversion features, debt discounts or deferred financing costs. As of March 31, ~~2019,~~2020, we were in material compliance with all financial debt covenants, which include minimum liquidity and expense-coverage balances and ratios.

During the first quarter of ~~2019~~,2020, the closing price of our common stock exceeded 130% of the applicable conversion price of our 2021, 2022 and 2024 Notes (collectively referred to as “Notes”) on at least 20 of the last 30 consecutive trading days of the quarter; therefore, holders of the Notes may convert their notes during the second quarter of 2020. As the maturity date of the 2021 Notes is March 2021, we ~~repaid~~classified the ~~$920.0~~$1.32 billion carrying value of our 2021 Notes as current liabilities. Additionally, as the settlement of conversion of the 2021 Notes would be in cash for the principal amount and, if applicable, cash and/or shares of our common stock for any conversion premium at our election, we reclassified $60 million, inrepresenting the difference between the aggregate principal ~~amount~~of our 2021 Notes and the carrying value, as mezzanine equity from permanent equity on our consolidated balance sheet as of March 31, 2020. As the settlement of conversion of the ~~2019 Notes.~~2022 Notes and 2024 Notes would be in cash, shares of our common stock or a combination thereof is at our election, the liability is classified as non-current. Should the closing price conditions be met in a future quarter, the Notes will be convertible at their holders’ option during the immediately following quarter.

OnIn March ~~6, 2019,~~2020, we ~~amended and restated the~~upsized our senior asset-based revolving credit agreement (the “Credit Agreement”) by $100 million, which matures July 2023, to ~~increase the total lender commitments by $500.0 million to $2.425 billion, and extend the term of substantially all of the total commitments to July 2023.~~

On March 1, 2019, one of our subsidiaries entered into a loan agreement with a syndicate of lenders in China for an unsecured facility of up to RMB 3.50 billion (or the equivalent amount drawn in U.S. dollars), to be used for expenditures related to the construction of and production at our Gigafactory Shanghai. Borrowed funds bear interest at an annual rate of: (i) for RMB-denominated loans, 90% of the one-year rate published by the People’s Bank of China, and (ii) for U.S. dollar-denominated loans, the sum of one-year LIBOR plus 1.0%. The loan facility is non-recourse to our assets.

~~On April 16, 2019, we extended the maturity of the Term Loan due in 2019 to June 2019.~~$2.525 billion.

The following table presents the interest expense related to the contractual interest coupon, the amortization of debt issuance costs and the amortization of debt discounts on our convertible senior notes with cash conversion features, which ~~include~~includes the ~~2018~~0.25% Convertible Senior Notes ~~the~~due in 2019 ~~Notes, the 2021 Notes~~(matured in March 2019) and the ~~2022~~ Notes (in ~~thousands)~~millions):

We have entered into various non-cancellable operating and finance lease agreements for certain of our offices, manufacturing and warehouse facilities, retail and service locations, equipment, vehicles, and solar energy systems, worldwide. We determine if an arrangement is a lease, or contains a lease, at inception and record the leases in our financial statements upon lease commencement, which is the date when the underlying asset is made available for use by the lessor.

Our leases, where we are the lessee, often include options to extend the lease term for up to 10 years. Some of our leases also include options to terminate the lease prior to the end of the agreed upon lease term. For purposes of calculating lease liabilities, lease terms include options to extend or terminate the lease when it is reasonably certain that we will exercise such options.

Lease expense for operating lease payments is recognized on a straight-line basis over the lease term. Certain operating leases provide for annual increases to lease payments based on an index or rate. We estimate the annual increase in lease payments based on the index or rate at the lease commencement date, for both our historical leases and for new leases commencing after January 1, 2019. Differences between the estimated lease payment and actual payment are expensed as incurred. Lease expense for finance lease payments is recognized as amortization expense of the finance lease ROU asset and interest expense on the finance lease liability over the lease term.

~~The balances for the operating and finance leases where we are the lessee are presented as follows (in thousands) within our consolidated balance sheet:~~

~~The components of lease expense are as follows (in thousands) within our consolidated statement of operations:~~

~~Other information related to leases where we are the lessee is as follows~~ ~~(in thousands)~~:

~~Supplemental cash flow information related to leases where we are the lessee is as follows~~ ~~(in thousands)~~:

~~As of~~ ~~March 31, 2019, the maturities of our operating and finance lease liabilities (excluding short-term leases) are as follows~~ ~~(in thousands):~~

As of March 31, 2019, we have excluded from the table above an additional operating lease for a facility that has not yet commenced of $55.8 million. This operating lease is expected to commence in the second half of 2019 for an initial lease term of 11.5 years.

As previously reported in our Annual Report on Form 10-K for the year ended December 31, 2018 and under legacy lease accounting (ASC 840), future minimum lease payments under non-cancellable leases as of December 31, 2018 are as follows (in thousands):

~~Under the new lease standard, we are the lessor of certain vehicle arrangements as described in Note 2,~~ ~~Summary of Significant Accounting Policies~~. ~~As of March 31, 2019, maturities of our operating lease receivables from customers for each of the next five years and thereafter were as follows (in thousands):~~

As previously reported in our Annual Report on Form 10-K for the year ended December 31, 2018 and under legacy lease accounting (ASC 840), future minimum lease payments to be received from customers under non-cancellable leases as of December 31, 2018 are as follows (in thousands):

The above tables do not include vehicle sales to customers or leasing partners with a resale value guarantee as the cash payments were received upfront. For our solar PPA arrangements, customers are charged solely based on actual power produced by the installed solar energy system at a predefined rate per kilowatt-hour of power produced. The future payments from such arrangements are not included in the above table as they are a function of the power generated by the related solar energy systems in the future. Following the adoption of the new lease standard, solar energy system sales and PPAs that commence after January 1, 2019, where we are the lessor and were previously accounted for as leases, will no longer meet the definition of a lease and are therefore not included in the table as of March 31, 2019 (refer to Note 2, ~~Summary of Significant Accounting Policies~~).

In ~~2010,~~June 2019, we adopted the ~~2010~~2019 Equity Incentive Plan (the ~~“2010~~“2019 Plan”). The ~~2010~~2019 Plan provides for the granting of stock options, restricted stock, RSUs, stock appreciation rights, performance units and ~~stock purchase rights~~performance shares to our employees, directors and consultants. Stock options granted under the ~~2010~~2019 Plan may be either incentive stock options or ~~nonqualified~~nonstatutory stock options. Incentive stock options may only be granted to our employees. ~~Nonqualified~~Nonstatutory stock options may be granted to our employees, directors and consultants. Generally, our stock options and RSUs vest over four years and our stock options are exercisable over a maximum period of 10 years from their grant dates. Vesting typically terminates when the employment or consulting relationship ends.

As of March 31, ~~2019, 13,370,496~~2020, 11 million shares were reserved and available for issuance under the ~~2010~~2019 Plan.

In March 2018, our stockholders approved the Board of Directors’ grant of 20,264,042 stock option awards to our CEO (the “2018 CEO Performance Award”). The 2018 CEO Performance Award consists of 12 vesting tranches with a vesting schedule based entirely on the attainment of both operational milestones (performance conditions) and market conditions, assuming continued employment either as the CEO or as both Executive Chairman and Chief Product Officer and service through each vesting date. Each of the 12 vesting tranches of the 2018 CEO Performance Award will vest upon certification by the Board of Directors that both (i) the market capitalization milestone for such tranche, which begins at $~~100 billion~~$100 billion for the first tranche and increases by increments of ~~$50~~$50 billion thereafter (based on both a six calendar month trailing average and a 30 calendar day trailing average, counting only trading days), has been met, and (ii) any one of the following ~~eight~~ 8 operational milestones focused on revenue or ~~eight~~8 operational milestones focused on Adjusted EBITDA have been met for the previous four consecutive fiscal quarters on an annualized basis. Adjusted EBITDA is defined as net income (loss) attributable to common stockholders before interest expense, provision (benefit) for income taxes, depreciation and amortization and stock-based compensation. Upon vesting and exercise, our CEO must hold shares that he acquires for five years post-exercise.

As of March 31, ~~2019, two~~2020, 2 operational ~~milestones:~~milestones have been achieved: (i) $20.0 billion total annualized revenue and (ii) $1.5 billion annualized adjusted EBITDA, ~~have been achieved,~~each subject to the formal certification by our Board of ~~Directors, while~~Directors. In addition, as of March 31, 2020, the following operational milestones were considered probable of achievement:

As of March 31, 2020, no market capitalization milestones have been ~~achieved. Consequently,~~achieved and consequently, no shares subject to the 2018 CEO Performance Award have vested as of the date of this filing.

As However, if the value of ~~March 31, 2019,~~Tesla’s closing stock price continues near or higher than the ~~following operational~~levels seen in late April 2020, the first market capitalization milestone ~~was considered probable~~ of ~~achievement:~~

Stock-based compensation expense associated with each tranche under the 2018 CEO Performance Award is recognized over the longer of (i) the expected achievement period for ~~each pair of~~the operational milestone for such tranche and (ii) the expected achievement period for the related market capitalization ~~or operational milestones,~~milestone determined on the grant date, beginning at the point in time when the relevant operational milestone is considered probable of being met. If ~~additional~~such operational ~~milestones become~~milestone becomes probable any time after the grant date, we will recognize a cumulative catch-up expense from the grant date to that point in time. If the related market capitalization milestone is achieved earlier than its expected achievement period and the achievement of the related operational milestone, then the stock-based compensation expense will be ~~recorded in~~recognized over the expected achievement period ~~it becomes probable including cumulative catch-up expense~~ for the ~~service provided since~~operational milestone, which may accelerate the ~~grant date.~~ rate at which such expense is recognized.

The market capitalization milestone period and the valuation of each tranche ~~are~~were determined using a Monte Carlo simulation and is used as the basis for determining the expected achievement period. The probability of meeting an operational milestone is based on a subjective assessment of our future financial projections. ~~Even though no~~NaN tranches of the 2018 CEO Performance Award will vest unless a market capitalization and a matching operational milestone are both ~~achieved, stock-based compensation expense is recognized only when an operational milestone is considered probable~~achieved. Upon vesting of ~~achievement regardless of how much additional market capitalization must be achieved in order for~~ a tranche, ~~to vest. At our current market capitalization, even~~all unamortized expense for the tranche will be recognized immediately. If the first tranche ofunder the 2018 CEO Performance Award ~~will not vest unless our market capitalization were~~vests during the second quarter of 2020 as currently expected, the remaining unamortized expense of $22 million for that tranche, which was expected to ~~more than double from~~be recognized in the ~~current level and stay at that increased level for a sustained period~~third quarter of ~~time.~~2020 as determined on the grant date, would be accelerated into the second quarter of 2020. Additionally, stock-based compensation under the 2018 CEO Performance Award represents a non-cash expense and is recorded as a selling, general, and administrative operating expense in our consolidated statement of operations.

As of March 31, ~~2019,~~2020, we had ~~$543.0~~$461 million of total unrecognized stock-based compensation expense for the operational milestones that were ~~achieved but not vested or~~ considered probable of achievement, which will be recognized over a weighted-average period of ~~2.9~~2.6 years. As of March 31, ~~2019,~~2020, we had unrecognized stock-based compensation expense of ~~$1.51~~$1.29 billion for the operational milestones that were considered not probable of achievement. For the three months ended March 31, 2020 and 2019, we recorded stock-based compensation expense of ~~$55.0~~$66 million and $55 million, respectively, related to the 2018 CEO Performance Award. ~~From March 21, 2018, when the grant was approved by our stockholders, through March 31, 2018, we recorded stock-based compensation expense of $6.7 million related to the 2018 CEO Performance Award.~~

In 2014, to create incentives for continued long-term success beyond the Model S program and to closely align executive pay with our stockholders’ interests in the achievement of significant milestones by us, the Compensation Committee of our Board of Directors granted stock option awards to certain employees (excluding our CEO) to purchase an aggregate of 1,073,000 shares of our common stock. Each award consisted of the following ~~four~~4 vesting tranches with the vesting schedule based entirely on the attainment of the future performance milestones, assuming continued employment and service through each vesting date:

As of March 31, ~~2019,~~2020, the following performance milestones had been achieved:

We begin recognizing stock-based compensation expense as each performance milestone becomes probable of achievement. As of March 31, ~~2019,~~2020, we had unrecognized stock-based compensation expense of ~~$10.0~~$4 million for the performance milestone that was considered not probable of achievement. For the three months ended March 31, ~~2019~~2020 and ~~2018,~~2019, we did ~~not~~0t record any additional stock-based compensation related to these awards.

In August 2012, our Board of Directors granted 5,274,901 stock option awards to our CEO (the “2012 CEO Performance Award”). The 2012 CEO Performance Award consists of 10 vesting tranches with a vesting schedule based entirely on the attainment of both performance conditions and market conditions, assuming continued employment and service through each vesting date. Each vesting tranche requires a combination of a pre-determined performance milestone and an incremental increase in our market capitalization of $4.00 billion, as compared to our initial market capitalization of $3.20 billion at the time of grant. As of March 31, ~~2019,~~2020, the market capitalization conditions for all of the vesting tranches and the following performance milestones had been achieved:

We begin recognizing ~~stock-based~~stock-based compensation expense as each milestone becomes probable of achievement. As of March 31, ~~2019,~~2020, we had unrecognized stock-based compensation expense of ~~$5.7~~$6 million for the performance milestone that was considered not probable of achievement. For the three months ended March 31, 2020 and 2019, we recorded no0 stock-based compensation expense related to the 2012 CEO Performance Award. ~~For the three months ended March 31, 2018, we recorded stock-based compensation expense of $0.1 million related to this award.~~

Our CEO earns a base salary that reflects the currently applicable minimum wage requirements under California law, and he is subject to income taxes based on such base salary. However, he has never accepted his salary. Commencing in May 2019 at our CEO’s request, we eliminated altogether the earning and ~~currently does not accept~~accrual of his base salary.

The following table summarizes our stock-based compensation expense by line item in the consolidated statements of operations (in ~~thousands)~~millions):

We realized no0 income tax benefit from stock option exercises in each of the periods presented due to cumulative losses and valuation allowances. As of March 31, ~~2019,~~2020, we had ~~$1.72~~$1.59 billion of total unrecognized stock-based compensation expense related to non-performance awards, which will be recognized over a weighted-average period of ~~3.0~~2.8 years.

We have an operating lease ~~arrangement with~~through the Research Foundation for the State University of New York (the “SUNY Foundation”) ~~where~~for a manufacturing facility constructed on behalf of the SUNY Foundation ~~is constructing a manufacturing~~and which was substantially completed in April 2018. We use this facility, ~~where we have housed~~referred to as Gigafactory New York, primarily for the development and production of our Solar Roof and other solar products and components, ~~referred~~energy storage components, and Supercharger components, and for other lessor-approved functions. Under the lease and a related research and development agreement, on behalf of the SUNY Foundation, we have and will continue to ~~as Gigafactory 2, with our participation in the design and construction, is installing~~install certain utilities and other improvements and ~~is acquiring~~acquire certain ~~manufacturing~~ equipment designated by us to be used in the manufacturing facility. ~~Following~~

Under the ~~adoption~~terms of ~~ASC 842,~~the operating lease arrangement, we ~~no longer recognize~~are required to achieve specific operational milestones during the ~~build-to-suit asset and related depreciation expense or the corresponding financing liability and related amortization for Gigafactory 2 in our consolidated financial statements.~~ ~~During the three months ended March 31, 2018, we began production~~initial lease term; which include employing a certain number of employees at the manufacturing facility, ~~although construction has not been fully completed~~within western New York and within the State of New York within specified periods following the completion of the manufacturing facility. We are also required to spend or incur $5.00 billion in combined capital, operational expenses and other costs in the State of New York within 10 years following the achievement of full production. On an annual basis during the initial lease term, as measured on each anniversary of ~~March 31, 2019.~~the commissioning of the manufacturing facility, if we fail to meet these specified investment and job creation requirements, then we would be obligated to pay a $41 million “program payment” to the SUNY Foundation for each year that we fail to meet these requirements. Furthermore, if the arrangement is terminated due to a material breach by us, then additional amounts might become payable by us.

In April 2020, the government agency overseeing our agreement with the SUNY Foundation for the construction and use of Gigafactory New York issued guidance that all obligations relating to investment and employment targets under certain of its projects, including our obligation to be compliant with our applicable targets under such agreement on April 30, 2020, may be deferred for a one year period upon such agency’s approval of an application for relief by the obligor. As we temporarily suspended most of our manufacturing operations at Gigafactory New York pursuant to a New York State executive order issued in March 2020 as a result of the COVID-19 pandemic, we intend to apply for and expect to be granted such deferral. Moreover, as we had exceeded our investment and employment obligations under this agreement prior to such mandated reduction of operations, we do not currently expect any issues meeting all applicable future obligations under this agreement. However, if our expectations as to the costs and timelines of our investment and operations at Buffalo or our production ramp of the Solar Roof prove incorrect, we may incur additional expenses or substantial payments to the SUNY Foundation.

We have an operating lease arrangement for an initial term of 50 years with the local government of Shanghai for land use rights where we are constructing Gigafactory Shanghai. Under the terms of the arrangement, we are required to spend RMB 14.08 billion in capital expenditures, and to generate RMB 2.23 billion of annual tax revenues starting at the end of 2023. If we are unwilling or unable to meet such target or obtain periodic project approvals, in accordance with the Chinese government’s standard terms for such arrangements, we would be required to revert the site to the local government and receive compensation for the remaining value of the land lease, buildings and fixtures. We believe the capital expenditure requirement and the tax revenue target will be attainable even if our actual vehicle production was far lower than the volumes we are forecasting.

Between September 1, 2016 and October 5, 2016, ~~seven~~ 7 lawsuits were filed in the Delaware Court of Chancery by purported stockholders of Tesla challenging our acquisition of SolarCity. Following consolidation, the lawsuit names as defendants the members of Tesla’s board of directors as then constituted and alleges, among other things, that board members breached their fiduciary duties in connection with the acquisition. The complaint asserts both derivative claims and direct claims on behalf of a purported class and seeks, among other relief, unspecified monetary damages, attorneys’ fees, and costs. On January27, 2017, defendants filed a motion to dismiss the operative complaint. Rather than respond to the defendants’ motion, the plaintiffs filed an amended complaint. On March17, 2017, defendants filed a motion to dismiss the amended complaint. On December13, 2017, the Court heard oral argument on the motion. On March28, 2018, the Court denied defendants’ motion to dismiss. Defendants filed a request for interlocutory appeal, but the Delaware Supreme Court denied that request without ruling on the merits but electing not to hear an appeal at this early stage of the case. Defendants filed their answer on May 18, ~~2018.~~2018, and mediations were held on June 10, 2019. Plaintiffs and defendants filed respective motions for summary judgment on August 25, 2019, and further mediations were held on October 3, 2019. The ~~parties are proceeding with discovery.~~ Court held a hearing on the motions for summary judgment on November 4, 2019. On January 22, 2020, all of the director defendants except Elon Musk reached a tentative settlement to resolve the lawsuit against them for an amount that would be paid entirely under the applicable insurance policy. The settlement does not involve an admission of any wrongdoing by any party. Tesla will receive such amount, which would be recognized as a gain in its financial statements, if the settlement is finally approved by the Court. On February 4, 2020, the Court issued a ruling that denied plaintiffs’ previously-filed motion and granted in part and denied in part defendants’ previously-filed motion. Fact and expert discovery is complete, and the case iswas set for trial in March ~~2020.~~2020 until it was postponed by the Court due to safety precautions concerning COVID-19. The ~~parties are also deciding~~Court set tentative new dates for the trial from July 27 to August 7, 2020, subject to change based on ~~a mediation date.~~any further COVID-19 related measures implemented.

These plaintiffs and others filed parallel actions in the U.S. District Court for the District of Delaware on or about April21, 2017. They include claims for violations of the federal securities laws and breach of fiduciary duties by Tesla’s board of directors. Those actions have been consolidated and stayed pending the above-referenced Chancery Court litigation.

We believe that claims challenging the SolarCity acquisition are without merit and intend to defend against them vigorously. We are unable to estimate the possible loss or range of loss, if any, associated with these claims.

On October10, 2017, a purported stockholder class action was filed in the U.S. District Court for the Northern District of California against Tesla, two of its current officers, and a former officer. The complaint alleges violations of federal securities laws and seeks unspecified compensatory damages and other relief on behalf of a purported class of purchasers of Tesla securities from May4, 2016 to October6, 2017. The lawsuit claims that Tesla supposedly made materially false and misleading statements regarding the Company’s preparedness to produce Model 3 vehicles. Plaintiffs filed an amended complaint on March23, 2018, and defendants filed a motion to dismiss on May25, 2018. The court granted defendants’ motion to dismiss with leave to amend. Plaintiffs filed their amended complaint on September 28, 2018, and defendants filed a motion to dismiss the amended complaint on February 15, 2019. The hearing on the motion to dismiss was held on March 22, 2019, and on March 25, 2019, the Court ruled in favor of defendants and dismissed the complaint with prejudice. On April 8, 2019, plaintiffs filed a notice of ~~appeal.~~appeal and on July 17, 2019 filed their opening brief. We filed our opposition on September 16, 2019. A hearing on the appeal before the U.S. Court of Appeals for the Ninth Circuit (“Ninth Circuit”) is set for April 30, 2020. We continue to believe that the claims are without merit and intend to defend against this lawsuit vigorously. We are unable to estimate the possible loss or range of loss, if any, associated with this lawsuit.

On October 26, 2018, in a similar action, a purported stockholder class action was filed in the Superior Court of California in Santa Clara County against Tesla, Elon Musk and seven initial purchasers in an offering of debt securities by Tesla in August 2017. The complaint alleges misrepresentations made by Tesla regarding the number of Model 3 vehicles Tesla expected to produce by the end of 2017 in connection with such offering and seeks unspecified compensatory damages and other relief on behalf of a purported class of purchasers of Tesla securities in such offering. Tesla thereafter removed the case to federal court. On January 22, 2019, plaintiff abandoned its effort to proceed in state court, instead filing an amended complaint against Tesla, Elon Musk and seven initial purchasers in the debt offering before the same judge in the U.S. District Court for the Northern District of California who is hearing the above-referenced earlier filed federal ~~court~~ case. On February 5, 2019, the Court stayed this new case pending a ruling on the motion to dismiss the complaint in ~~the above earlier filed case. Now that the above-referenced~~such earlier filed federal ~~court~~case. After such earlier filed federal case ~~has been~~was dismissed, ~~the parties are negotiating~~defendants filed a ~~briefing schedule for the~~ motion on July 2, 2019 to dismiss this case as well. This case is now stayed pending a ruling from the appellate court on such earlier filed federal case with an agreement that if defendants prevail on appeal in such case, this case will be ~~filing in this case.~~dismissed. We believe that the claims are without merit and intend to defend against this lawsuit vigorously. We are unable to estimate the possible loss or range of loss, if any, associated with this lawsuit.

On June 4, 2018, a purported Tesla stockholder filed a putative class and derivative action in the Delaware Court of Chancery against ~~Mr.~~Elon Musk and the members of Tesla’s board of directors as then constituted, alleging corporate waste, unjust enrichment, and that such board members breached their fiduciary duties by approving the stock-based compensation plan. The complaint seeks, among other things, monetary damages and rescission or reformation of the stock-based compensation plan. On August 31, 2018, defendants filed a motion to dismiss the complaint; plaintiff filed its opposition brief on November 1, 2018 and defendants filed a reply brief on December 13, 2018. The hearing on the motion to dismiss was held on May 9, 2019. On September 20, 2019, the Court granted the motion to dismiss as to the corporate waste claim but denied the motion as to the breach of fiduciary duty and unjust enrichment claims. Our answer was filed on December 3, 2019, and trial is set for ~~May 9, 2019.~~June 2021. We believe the claims asserted in this lawsuit are without merit and intend to defend against them vigorously.

Between August 10, 2018 and September 6, 2018, nine purported stockholder class actions were filed against Tesla and Elon Musk in connection with Elon Musk’s August 7, 2018 Twitter post that he was considering taking Tesla private. All of the suits are now pending in the U.S. District Court for the Northern District of California. Although the complaints vary in certain respects, they each purport to assert claims for violations of federal securities laws related to Mr. Musk’s statement and seek unspecified compensatory damages and other relief on behalf of a purported class of purchasers of Tesla’s securities. Plaintiffs filed their consolidated complaint on January 16, 2019 and added as defendants the members of Tesla’s board of directors. The now-consolidated purported stockholder class action iswas stayed while the issue of selection of lead counsel iswas briefed and argued before the ~~U.S.~~Ninth Circuit. The Ninth Circuit ruled regarding lead counsel. Defendants filed a motion to dismiss the complaint on November 22, 2019. The hearing on the motion was held on March 6, 2020. On April 15, 2020, the Court ~~of Appeals for the Ninth Circuit.~~denied defendants’ motion to dismiss. We believe that the claims have no merit and intend to defend against them vigorously. We are unable to estimate the potential loss, or range of loss, associated with these claims.

Between October 17, 2018 and November 9, 2018, five derivative lawsuits were filed in the Delaware Court of Chancery against Mr. Musk and the members of Tesla’s board of directors as then constituted in relation to statements made and actions connected to a potential going private transaction. In addition to these cases, on October 25, 2018, another derivative lawsuit was filed in the U.S. District Court for the District of Delaware against Mr. Musk and the members of the Tesla board of directors as then constituted. The Courts in both the Delaware federal court and Delaware Court of Chancery actions have consolidated their respective actions and stayed each consolidated action pending resolution of the above-referenced consolidated purported stockholder class action. We believe that the claims have no merit and intend to defend against them vigorously. We are unable to estimate the potential loss or range of loss, if any, associated with these ~~claims.~~lawsuits.

On March 7, 2019, various stockholders filed a derivative suit in the Delaware Court of Chancery, purportedly on behalf of the Company, naming Elon Musk and Tesla’s board of directors as then constituted, also related to Mr. Musk’s August 7, 2018 Twitter post that is the basis of the above-referenced consolidated purported stockholder class action as well as to Mr. Musk’s February 19, 2019 Twitter post regarding Tesla’s vehicle production. The suit asserts claims for breach of fiduciary duty and seeks declaratory and injunctive relief, unspecified damages, and other relief. Plaintiffs moved for expedited proceedings in connection with the declaratory and injunctive relief. Briefs were filed on March 13, 2019 and the hearing was held on March 18, 2019. Defendants prevailed, with the Court denying plaintiffs’ request for an expedited trial and granting defendants’ request to stay this action pending the outcome of the above-referenced consolidated purported stockholder class action.

On October 16, 2018, the U.S. District Court for the Southern District of New York entered a final judgment approving the terms of a settlement filed with the Court on September 29, 2018, in connection with the actions taken by the U.S. Securities and Exchange Commission (the “SEC”) relating to Elon Musk’s prior statement that he was considering taking Tesla private. Without admitting or denying any of the SEC’s allegations, and with no restriction on Mr. Musk’s ability to serve as an officer or director on the Board (other than as its Chair), among other things, we and Mr. Musk paid civil penalties of $20 million each and agreed that an independent director will serve as Chair of the Board for at least three years, and we appointed such an independent Chair of the Board and two additional independent directors to the Board, and further enhanced our disclosure controls and other corporate governance-related matters. On April 26, 2019, a proposed amendment to the settlement to modify certain of the previously-agreed disclosure procedures to clarify the application of such procedures was submitted to the Court for approval. All other terms of the prior settlement are proposed by the parties to be reaffirmed without modification.

We receive requests for information from regulators and governmental authorities, such as the National Highway Traffic Safety Administration, the National Transportation Safety Board, the SEC, the Department of Justice (“DOJ”) and various state, federal, and international agencies. We routinely cooperate with such regulatory and governmental requests.

In particular, the SEC ~~has~~had issued subpoenas to Tesla in connection with (a) ~~Mr.~~Elon Musk’s prior statement that he was considering taking Tesla private and (b) certain projections that we made for Model 3 production rates during 2017 and other public statements relating to Model 3 production. The take-private investigation was resolved and closed with a settlement entered into with the SEC in September 2018 and as further clarified in April 2019 in an amendment. On December 4, 2019, the SEC (i) closed the investigation into the projections and other public statements regarding Model 3 production rates and (ii) issued a subpoena seeking information concerning certain financial data and contracts including Tesla’s regular financing arrangements. Separately, the DOJ ~~has~~had also asked us to voluntarily provide it with information about ~~each of these~~the above matters related to taking Tesla private and ~~is investigating.~~ Model 3 production rates.

Aside from the settlement, as amended, with the SEC ~~(including the proposed amendment as described above)~~ relating to Mr. Musk’s statement that he was considering taking Tesla private, there have not been any developments in these matters that we deem to be material, and to our knowledge no government agency in any ongoing investigation has concluded that any wrongdoing occurred. As is our normal practice, we have been cooperating and will continue to cooperate with government authorities. We cannot predict the outcome or impact of any ongoing matters. Should the government decide to pursue an enforcement action, there exists the possibility of a material adverse impact on our business, results of operation, prospects, cash flows, and financial position.

We are also subject to various other legal proceedings and claims that arise from the normal course of business activities. If an unfavorable ruling or development were to occur, there exists the possibility of a material adverse impact on our business, results of operations, prospects, cash flows, financial position, and ~~brand~~.brand.

We are contractually obligated to compensate certain fund investors for any losses that they may suffer in certain limited circumstances resulting from reductions in U.S. Treasury grants or ~~ITCs.~~investment tax credits (“ITC”s). Generally, such obligations would arise as a result of reductions to the value of the underlying solar energy systems as assessed by the U.S. Treasury Department for purposes of claiming U.S. Treasury grants or as assessed by the IRS for purposes of claiming ITCs or U.S. Treasury grants. For each balance sheet date, we assess and recognize, when applicable, a distribution payable for the potential exposure from this obligation based on all the information available at that time, including any guidelines issued by the U.S. Treasury Department on solar energy system valuations for purposes of claiming U.S. Treasury grants and any audits undertaken by the IRS. We believe that any payments to the fund investors in excess of the amounts already recognized by us for this obligation are not probable or material based on the facts known at the filing date.

The maximum potential future payments that we could have to make under this obligation would depend on the difference between the fair values of the solar energy systems sold or transferred to the funds as determined by us and the values that the U.S. Treasury Department would determine as fair value for the systems for purposes of claiming U.S. Treasury grants or the values the IRS would determine as the fair value for the systems for purposes of claiming ITCs or U.S. Treasury grants. We claim U.S. Treasury grants based on guidelines provided by the U.S. Treasury department and the statutory regulations from the IRS. We use fair values determined with the assistance of independent third-party appraisals commissioned by us as the basis for determining the ITCs that are passed-through to and claimed by the fund investors. Since we cannot determine future revisions to U.S. Treasury Department guidelines governing solar energy system values or how the IRS will evaluate system values used in claiming ITCs or U.S. Treasury grants, we are unable to reliably estimate the maximum potential future payments that it could have to make under this obligation as of each balance sheet date.

We are eligible to receive certain state and local incentives that are associated with renewable energy generation. The amount of incentives that can be claimed is based on the projected or actual solar energy system size and/or the amount of solar energy produced. We also currently participate in one state’s incentive program that is based on either the fair market value or the tax basis of solar energy systems placed in service. State and local incentives received are allocated between us and fund investors in accordance with the contractual provisions of each fund. We are not contractually obligated to indemnify any fund investor for any losses they may incur due to a shortfall in the amount of state or local incentives actually received.

Our lease pass-through financing funds have a one-time lease payment reset mechanism that occurs after the installation of all solar energy systems in a fund. As a result of this mechanism, we may be required to refund master lease prepayments previously received from investors. Any refunds of master lease prepayments would reduce the lease pass-through financing obligation.

As of March 31, ~~2019,~~2020, we had ~~$224.3~~$272 million of unused letters of credit ~~outstanding.~~outstanding.

We have entered into various arrangements with investors to facilitate the funding and monetization of our solar energy systems and vehicles. In particular, our wholly owned subsidiaries and fund investors have formed and contributed cash and assets into various financing funds and entered into related agreements. We have determined that the funds are variable interest entities (“VIEs”) and we are the primary beneficiary of these VIEs by reference to the power and benefits criterion under ASC 810, Consolidation. We have considered the provisions within the agreements, which grant us the power to manage and make decisions that affect the operation of these VIEs, including determining the solar energy systems or vehicles and the associated customer contracts to be sold or contributed to these VIEs, redeploying solar energy systems or vehicles and managing customer receivables. We consider that the rights granted to the fund investors under the agreements are more protective in nature rather than participating.

As the primary beneficiary of these VIEs, we consolidate in the financial statements the financial position, results of operations and cash flows of these VIEs, and all intercompany balances and transactions between us and these VIEs are eliminated in the consolidated financial statements. Cash distributions of income and other receipts by a fund, net of agreed upon expenses, estimated expenses, tax benefits and detriments of income and loss and tax credits, are allocated to the fund investor and our subsidiary as specified in the agreements.

Generally, our subsidiary has the option to acquire the fund investor’s interest in the fund for an amount based on the market value of the fund or the formula specified in the agreements.

Upon the sale or liquidation of a fund, distributions would occur in the order and priority specified in the agreements.

Pursuant to management services, maintenance and warranty arrangements, we have been contracted to provide services to the funds, such as operations and maintenance support, accounting, lease servicing and performance reporting. In some instances, we have guaranteed payments to the fund investors as specified in the agreements. A fund’s creditors have no recourse to our general credit or to that of other funds. None of the assets of the funds had been pledged as collateral for their obligations.

The aggregate carrying values of the VIEs’ assets and liabilities, after elimination of any intercompany transactions and balances, in the consolidated balance sheets were as follows (in ~~thousands)~~millions):

	March 31,		December 31,		March 31,		December 31,
	2019		2018		2020		2019
Assets
Current assets
Cash and cash equivalents	$	68,204	$	75,203	$	84	$	106
Restricted cash		70,705		130,927
Accounts receivable, net		29,647		18,702		36		27
Prepaid expenses and other current assets		9,038		10,262		89		100
Total current assets		177,594		235,094		209		233
Operating lease vehicles, net		199,842		155,439		1,142		1,183
Solar energy systems, net		5,112,908		5,116,728		4,989		5,030
Restricted cash, net of current portion		60,444		65,262
Other assets		58,098		55,554
Other non-current assets						163		156
Total assets	$	5,608,886	$	5,628,077	$	6,503	$	6,602
Liabilities
Current liabilities
Accounts payable	$	—	$	32
Accrued liabilities and other		89,156		132,774	$	76	$	80
Deferred revenue		25,735		21,345		74		78
Current portion of long-term debt and finance leases		678,644		662,988
Customer deposits						19		9
Current portion of debt and finance leases						660		608
Total current liabilities		793,535		817,139		829		775
Deferred revenue, net of current portion		182,374		177,451		247		264
Long-term debt and finance leases, net of current portion		1,170,357		1,237,707
Debt and finance leases, net of current portion						1,511		1,516
Other long-term liabilities		24,358		26,400		23		22
Total liabilities	$	2,170,624	$	2,258,697	$	2,610	$	2,577

Related party balances were comprised of the following (in ~~thousands)~~millions):

Our convertible senior notes are not re-measured at fair value (refer to Note 4, Fair Value of Financial Instruments). As of March 31, ~~2019~~2020 and December 31, ~~2018,~~2019, the ~~unpaid~~outstanding principal balance of convertible senior notes due to related parties is ~~$3.0~~$3 million.

In February 2020, our CEO and a member of our Board of Directors purchased from us 13,037 and 1,250 shares, respectively, of our common stock in a public offering at the public offering price for an aggregate $10 million and $1 million, respectively.

We have ~~two~~2 operating and reportable segments: (i) automotive and (ii) energy generation and storage. The automotive segment includes the design, development, manufacturing, sales, and leasing of electric vehicles as well as sales of automotive regulatory credits. Additionally, the automotive segment is also comprised of services and other, which includes non-warranty after-sales vehicle services, sales of used vehicles, ~~sales of electric vehicle components and systems to other manufacturers,~~ retail merchandise, ~~and~~ sales by our acquired subsidiaries to third party ~~customers.~~customers, and vehicle insurance revenue. The energy generation and storage segment includes the design, manufacture, installation, sales, and leasing of solar energy generation and energy storage ~~products.~~products and related services and sales of solar energy systems incentives. Our CODM does not evaluate operating segments using asset or liability information. The following table presents revenues and gross ~~margins~~profit by reportable segment (in ~~thousands)~~millions):

The following table presents revenues by geographic area based on the sales location of our products (in ~~thousands)~~millions):

The revenues in certain geographic areas were impacted by the price adjustments we made to our vehicle offerings during the three months ended March 31, 2019. Refer to Note 2, Summary of Significant Accounting Policies, for details.

The following table presents long-lived assets by geographic area (in ~~thousands)~~millions):

~~During the first quarter of 2019, we carried out certain restructuring actions in order to reduce costs and improve efficiency. As a result, we recognized $43.5~~ ~~million of costs primarily related to employee termination expenses and losses from closing certain stores. These costs were substantially paid by the end of first quarter of 2019.~~

The following discussion and analysis should be read in conjunction with the consolidated financial statements and the ~~accompanying~~related notes included elsewhere in this Quarterly Report on Form 10-Q.

Our mission is to accelerate the world’s transition to sustainable energy. We design, develop, manufacture, lease and sell high-performance fully electric vehicles, solar energy generation systems and energy storage products. We also offer maintenance, installation, operation and other services related to our products.

~~Our~~We achieved first-quarter records for vehicle production ~~vehicle fleet includes~~and deliveries in the first quarter of 2020 with 102,672 and 88,496, respectively. This contributed to our ~~Model S premium sedan and our Model X SUV, which are our highest-performance vehicles, and our Model 3, a lower-priced sedan designed~~achievement, for the ~~mass market.~~first time in our history, of both positive income from operations and net income for the seasonally weak first fiscal quarter of the year. We ~~continue to enhance our vehicle offerings with enhanced Autopilot options, internet connectivity~~also commenced production and ~~free over-the-air software updates to provide additional safety, convenience and performance features. In March 2019, we unveiled~~deliveries of Model Y, aour compact ~~SUV utilizing~~sport utility vehicle built on the Model 3 platform, ~~which we expect to produce at high volumes by~~in the ~~end~~first quarter of ~~2020. In addition, we have several future electric vehicles in our product pipeline, including Tesla Semi, a pickup truck and a new version~~2020, significantly ahead of the ~~Tesla Roadster.~~schedule we announced at its unveiling.

~~We sell and lease retrofit solar energy systems and sell renewable energy and energy storage products~~During the first quarter of 2020, we continued to ~~our customers, and are ramping~~ramp customer installations of our Solar Roof product ~~that combines solar energy generation with attractive, integrated styling. Our~~and its production at Gigafactory New York, and reached a significant milestone of production in one week of roof tiles sufficient for 1,000 roofs. We also deployed our first Megapack, our up to 3 MWh energy storage ~~products, which we manufacture at Gigafactory 1, consist of Powerwall, mostly for residential applications, and Powerpack,~~system for commercial, industrial and ~~utility-scale applications.~~utility and energy generation customers, and installed our 100,000^th Powerwall.

During and ~~Deliveries~~following the first quarter of 2020, there has been a widespread worldwide impact from the COVID-19 pandemic. Numerous government regulations and public advisories, as well as shifting social behaviors, have temporarily limited or closed non-essential transportation, government functions, business activities and person-to-person interactions, and the duration of such trends is difficult to predict. Our operations have also been adversely affected in the first quarter of 2020 and beyond, including as described below.

We experienced a government-imposed suspension of operations for 10 days at Gigafactory Shanghai immediately following a scheduled 7-day closure for the Lunar New Year holiday, after which we resumed operations on February 10, 2020. Panasonic, our partner that manufactures lithium-ion battery cells for our products at our Gigafactory Nevada, suspended its operations there for 14 days before resuming certain operations starting on April 11, 2020. Finally, we temporarily suspended most production at Gigafactory New York starting on March 14, 2020 pursuant to a New York State executive order, and we decided to temporarily suspend all production at the Fremont Factory starting on March 23, 2020 and most production at Gigafactory Nevada starting on April 12, 2020 in order to accommodate the related challenges for our employees and their families and our suppliers. We also instituted certain temporary cost reduction measures by furloughing certain of our hourly employees and reducing most salaried employees’ base salaries globally while our U.S. operations are scaled back. Social distancing measures and reduced operations or closures at government offices and businesses, including motor vehicle departments, vehicle auction houses and municipal and utility company inspectors, also resulted in challenges in or postponements past the first quarter of 2020 for our new vehicle deliveries, used vehicle sales, and energy product deployments, and such conditions have generally continued.

The specific timing and pace of our resumption of normal U.S. manufacturing operations will depend on the status of various government regulations and the readiness of our suppliers, vendors and currently inactive production workforce. Although we are working with each of our suppliers and government agencies on how best to resume and sustain production, it ultimately remains uncertain how quickly we and our suppliers will be able to return to prior levels of production and maintain such levels. Likewise, it is possible that the contingencies generally inherent in our ongoing construction of and ramp at Gigafactory Shanghai and Gigafactory Berlin may be exacerbated by such conditions.

Even after we restore operations at our U.S. production facilities, our manufacturing rates and timelines may also be affected by global economic conditions and levels of consumer comfort and spend, which could impact demand in the worldwide transportation and automotive industries and for construction projects such as the addition of solar energy systems. We have always monitored macroeconomic conditions to ~~produce~~remain flexible and optimize and evolve our business as appropriate, and we will continue to do so. Because the ~~world’s highest quality vehicles~~impact of current conditions on an ongoing basis is yet largely unknown, is rapidly evolving, and has been varied across geographic regions, this ongoing assessment will be particularly critical to allow us to accurately project demand and infrastructure requirements globally and deploy our production, workforce, and other resources accordingly. Moreover, as ~~quickly~~we have offered and ~~as cost-effectively as possible with a priority on workplace health and safety. The worldwide automotive markets~~continue to offer various financing options for ~~alternative fuel~~our vehicles and ~~self-driving~~energy products, we bear the credit risk on such transactions. To the extent that market conditions, unemployment rates and/or government-mandated moratoriums on periodic payments result in significant rates of default by our customers, our business would be adversely impacted.

We have experienced early success with the production ramp of Model Y at the Fremont Factory, and we were able to manufacture more vehicles in less than a full quarter of production than either in the first six months of Model 3 production at Fremont or in the first quarter of Model 3 production at Gigafactory Shanghai. Production of Model Y includes processes that also accommodate Model 3 production, and the benefit of our simplified, flexible and scalable approach to manufacturing is increasingly evident.

Investing in our product roadmap remains a key priority and opportunity, and we are supporting this investment with ongoing cost reduction and productivity improvement efforts. At Gigafactory Shanghai, we have continued to ramp our installed Model 3 capacity, and construction of the next phase to add Model Y manufacturing capacity remains underway. We also completed land preparations at and are proceeding with the construction of Gigafactory Berlin, where Model Y will be the first vehicle we produce. The construction of and ramp at these factories are subject to a number of uncertainties inherent in all new manufacturing operations, including ongoing compliance with regulatory requirements, maintenance of operational licenses and approvals for additional expansion, potential supply chain constraints, hiring, training and retention of qualified employees, and the pace of bringing production equipment and processes online with the capability to manufacture high-quality units at scale, and it is not yet certain whether and to what extent the COVID-19 pandemic may further affect such uncertainties.

Overall, we are encouraged by our early Model Y progress and the achievement of our all-time first quarter vehicle production record, assisted by our expansion to multiple factories. Our manufacturing capabilities are becoming increasingly resilient, and we plan to continue that trend with our existing and future factories.

Likewise, we achieved a first-quarter vehicle delivery record in the first quarter of 2020 notwithstanding, in addition to COVID-19-related challenges, the sunset or reduction of government incentives on electric vehicles in the U.S. and Norway and the fact that sales of vehicles in the automotive industry tend to be particularly difficult to grow in the seasonally low early part of the year. The maturity and adaptability of our business model, together with the advanced technology ~~are highly competitive~~in our vehicles, allowed us to pioneer touchless vehicle deliveries in certain regions, which contributed to our deliveries, as well as touchless test drives, which allow prospective customers to experience our vehicles while promoting their comfort and convenience.

We continue to increase our addressable market by offering additional Model 3 trims in China that will be produced at Gigafactory Shanghai, and for Model Y, ramping production at the Fremont Factory and preparing for future production at Gigafactory Shanghai and Gigafactory Berlin. As always, we also strive to improve the performance and functionality of our products, including by increasing the EPA-estimated maximum range of Model S to 391 miles and of Model X to 351 miles without increasing battery size, and introducing a heat pump and octovalve system in Model Y to increase its power efficiency. In April 2020, we also enabled for our applicable FSD-optioned users stop sign and traffic light recognition and braking, which we had piloted during the first quarter of 2020 through our Early Access Program, and we expect ~~them~~this critical step on the path to become even more so. However, we believe that the unique features and the safety aspects of our vehicles, our constant innovation, our growing brand, the increased affordability introduced with Model 3, the expansion of our global service and charging operations and infrastructure, and our future vehicles will continue to generate incremental demand for our vehicles by making them accessible to larger and previously untapped consumer and commercial markets. We believe that an increasingly important factor in our success will be the Autopilot features in our vehicles and eventually, our self-driving technology in which we are making significant strides through our proprietary and powerful full self-driving computer and remotely updateable artificial intelligence software, which we expect will facilitate the achievement of fully autonomous driving ~~in our vehicles. While we are subject~~ to ~~regulatory constraints over which we have no control, our ultimate goal~~improve markedly with additional fleet learning.

As is an autonomously-driven future that improves safety for everyone on the road and provides our customers with convenience and additional income through participation in an autonomous Tesla ride-hailing network, which we will also operate with our own vehicles. We also believe that we have an advantage over our competitors with respect to our battery and powertrain technology, as our vehicles’ EPA-rated range per kWh is expected to be superior to that of other electric vehicles to be introducedinherent in the ~~near term, and we have the ability to improve our vehicles through over-the-air software updates.~~

~~On the other hand,~~automotive industry, we may be impacted by trade and environmental policies, political uncertainty and economic cycles involving geographic regions where we have significant ~~operations. Sales of vehicles in the automotive industry~~operations, which are inherently unpredictable. We may also tend to be cyclical in many markets, which may expose us to increased volatility. In addition, the federal tax credit for the purchase of a qualified electric vehicle in the U.S. was reduced to $3,750 for any Tesla vehicle delivered during the first or second quarter of 2019, and will be further reduced to $1,875 for each Tesla vehicle delivered in the third or fourth quarter of 2019 and to $0 for each Tesla vehicle delivered thereafter. We believe that this phase-out likely pulled forward some vehicle demand into 2018 and could create similar pull-forwards in 2019 before each further step reduction in the federal tax credit. In the long run, we do not expect a meaningful impact to our sales in the U.S., as we believe that each of our vehicle models offers a compelling proposition even without incentives. Finally, in the first quarter of 2019, we announced a global shift to exclusively transact our vehicle sales through the Internet (except for limited inventory sales), and we are in the process of optimizing our retail operations at our stores accordingly. We believe that this strategy will allow us to maximize our reach, decrease costs and vehicle prices, and improve the purchasing experience. However, prospective customers may initially be wary of this approach, which traditionally has not been used to sell vehicles at volume. We also mademake certain adjustments to our ~~vehicle~~ prices ~~during the first quarter of 2019~~from time to ~~reflect the anticipated resulting changes to our cost structure, and as a limited accommodation to customers in consideration of the first reduction~~time in the ~~federal tax credit. As such~~ordinary course of business, including as we introduce new vehicles and variants and optimize the pricing among them. Such pricing changes may impact our vehicles’ resale values, and in turn our operating results. While we ~~increased our estimates~~cannot predict the magnitude or duration of current macroeconomic conditions, we believe that we have gained key advantages with the ~~volume of vehicles that may potentially be returned to us under pre-existing resale value guarantees provided to customers~~flexibility and ~~partners for certain financing programs, which resulted in a net reduction in gross profit~~momentum we have shown in the first quarter of ~~2019.~~

In2020, the ~~first quarter~~ongoing ramp of ~~2019,~~our offering of Model ~~3 was once again the best-selling premium vehicle~~Y in the ~~United States. Vehicles traded~~globally popular compact sport utility vehicle space, and a significant backlog of vehicle orders. Moreover, we are hopeful that the demonstrably positive environmental impact from the recent worldwide reduction in ~~to us by Model 3 customers~~the transportation-related consumption of fossil fuels will facilitate greater awareness for the importance of sustainable energy and related products, including our products.

We continue to ~~validate a wider addressable market for this~~optimize our worldwide vehicle ~~than existing owners of premium vehicles,~~manufacturing and ~~this trend has~~delivery patterns while relying on production at only increased following the introduction in the first quarter of 2019 of the $35,000 base price Model 3 Standard Range and Model 3 Standard Range Plus. Model 3 Standard Range is a software-limited version of Model 3 Standard Range Plus, which offers upgraded specifications at an excellent value and has been far more popular than Model 3 Standard Range. Moreover, we introduced Model 3 leasing in the United States in April 2019 in order to further expand the appeal of Model 3. Outside of the United States, where the mid-sized premium sedan market is significantly larger,two factories. While we have ~~only recently commenced deliveries of Model 3 in Europe~~historically experienced planning and ~~China as the first steps in~~logistics challenges related to single-site production, Gigafactory Shanghai is becoming an increasingly larger contributor to our global expansion of this vehicle. Overall, we believe that we have only begun to explore the market opportunities for Model 3. We produce variants (including regional versions) of Model 3 in batches in accordance with the demand that we expect for them, however, and we have long lead times associated with procuring certain parts and finiteoverall production capabilities at a single factory from which all Model 3 vehicles are shipped globally, including to destinations with long transit times. If our specific Model 3 demand expectations prove inaccurate, including as we continue to expand the markets in which we offer Model 3, we may not be able to timely generate sales matched to the specific vehicles that we produce in the same timeframe, which may negatively impact our deliveries in a particular period.

~~Our Model 3 production continued to ramp during the first quarter of 2019,~~ and we expect to ~~continue to grow Model 3~~ultimately alleviate such challenges through increased local production, to a sustained rate of 7,000 vehicles per week at our Tesla Factory by the end of 2019. Furthermore, in January 2019 we commenced construction of our Gigafactory Shanghai in China. We expect to build a production process that is optimized and simplified for Model 3 production, comprised of stamping, body joining and paint shops and general assembly,including at Gigafactory ~~Shanghai to begin production of~~ ~~certain trims of Model 3~~ ~~for China by the end of 2019.~~ Berlin.

We believe that the efficiencies of local production, as well as avoiding certain tariffs on U.S.-manufactured vehicles, will allow us to offer Model 3 at a low average selling price in the largest market for electric vehicles in the world. Inclusive of and dependent upon how quickly we can ramp Gigafactory Shanghai, our next milestone is to be able to produce at least 500,000 units of all vehicle models combined in a continuous 12-month period ending no later than June 30, 2020. However, the timeframe for Gigafactory Shanghai is subject to a number of uncertainties, including regulatory approval, supply chain constraints, and the pace of installing production equipment and bringing the factory online. Ultimately, achieving increased Model 3 production cost-effectively will require that we timely address any bottlenecks, such as an isolated supplier limitation in the first quarter of 2019, that may arise as wealso continue to ~~ramp, and establish and maintain sustained supplier capacity, not only at our U.S. manufacturing facilities but also locally at Gigafactory Shanghai.~~

We experienced a decline in Model S and Model X deliveries in the first quarter of 2019 as compared to recent historical levels, which we believe was caused by weaker demand due to seasonality, a pull-forward of sales into the fourth quarter of 2019 in the United States as a result of the first federal tax credit reduction, and the discontinuation of our 75 kWh battery pack versions. We also saw mismatches between the mix of variants ordered and our manufacturing capacity allocated among such variants, including as a result of our adjustments to vehicle pricing during the first quarter of 2019. We have taken certain steps that we believe will offset such issues, such as making our Model S and Model X lineup even more compelling by adopting a new generation of powertrain for these vehicles that features better range and acceleration than ever before—including in standard range versions that we re-introduced at the same time. This upgrade ensures the best performance characteristics with our flagship vehicles, even at the standard range trims, while preserving differentiation from Model 3.

Advancing our customer-facing infrastructure remains a top priority. Delivering vehicles to our customers and the related logistics, especially in our first quarter of Model 3 deliveries outside of North America, presented challenges that among other things, caused vehicle deliveries to be deferred into the second quarter of 2019. However, we are working to eliminate the manufacturing and delivery patterns that contribute to such delays and logistical issues, by making these processes evenly spread out across each quarter. We are also continuing to optimize, expand and invest in our servicing and charging locations and capabilities ~~for~~to keep pace with our ~~rapidly growing~~ customer vehicle fleet ~~in order to~~and ensure a convenient and efficient customer experience. We also plan to continue to increase the number of Superchargers and Destination Charging connectors globally, and we recently introduced and began to deploy our 250 kilowatt V3 Supercharger technology to enable faster charging times while reducing our related costs. However, we will have to stabilize and sustain our delivery and logistics model to deliver an increasing number of vehicles, and we have only limited experience with this at scale, particularly in markets outside of North America. Moreover, if our ~~growing fleet of~~ customer vehicles, particularly in the rapidly growing Model 3 ~~experiences~~fleet and newly launched Model Y fleet, experience unexpected reliability issues, it could outpace and overburden our servicing ~~capabilities.~~

Finally, we recently unveiled Model Y, which we expect to build on the existing Model 3 platform, using manufacturing capacity at either the Tesla Factory or Gigafactory 1 that we believe will be less costly per unit of capacity than that of our original Model 3 lines. Given the specifications, performancecapabilities and ~~price we are planning for Model Y, and the growing compact SUV segment in which it will compete, Model Y presents an exciting opportunity for Tesla.~~parts inventory.

We ~~are continuing to reduce customer acquisition costs~~believe we have positioned ourselves well for growth upon the resumption of our energy ~~generation products, by focusing on selling these products directly and efficiently. We have recently made~~product-related operations that were gaining momentum prior to their temporary suspension or reduction, including the online buying experience for our energy products simpler and more accessible by standardizing the offerings for what has traditionally been a cumbersome customized process and offering highly competitive pricing, which should result in cost efficiencies and a larger market. As we continue to implement this strategy, we expect that our retrofit solar system deployments will stabilize and grow in the second halframp of ~~the year.~~

~~We are continuing with design iterations and testing on~~ our Solar Roof production and installation training, and the offering of our largest energy storage product with Megapack, for which the demand is currently far outpacing our production capacity. Cross-selling between our solar energy systems and energy storage systems is another area of opportunity, and a significant portion of our residential customers of the former are also opting for the latter.

In April 2020, the government agency overseeing our agreement with the SUNY Foundation for the construction and use of Gigafactory New York issued guidance that all obligations relating to ~~improve~~investment and employment targets under certain of its projects, including our obligation to be compliant with our applicable targets under such agreement on April 30, 2020, may be deferred for a one-year period upon such agency’s approval of an application for relief by the obligor. As we temporarily suspended most of our manufacturing ~~capabilities,~~operations at Gigafactory New York pursuant to a New York State executive order issued in March 2020 as a result of the COVID-19 pandemic, we intend to apply for and expect to be granted such deferral. Moreover, as we ~~are continuing installations at a slow pace with the expectation that~~had exceeded our investment and employment obligations under this agreement prior to such mandated reduction of operations, we ~~will ramp production during 2019 and beyond.~~

Wedo not currently expect any issues meeting all applicable future obligations under this agreement. However, if our ~~energy storage products~~expectations set forth above or as to continue to experience rapid growth, and we are targeting to more than double our deployments from 2018 to over 2 GWh in 2019. We continue to see global opportunities for projects, including to mitigate the costs and timelines of ~~electricity~~our investment and ~~increase energy grid reliability. We are continuing~~operations at Buffalo or our production ramp of the Solar Roof prove incorrect, we may incur additional expenses or substantial payments to ramp production for these products at Gigafactory 1, including by re-routing certain cell production capacity that had temporarily been used for Model 3 back to these products, and we have seen further manufacturing efficiencies and improvements in our installation processes as we ramp.the SUNY Foundation.

~~Capital~~Our capital expenditures are typically difficult to project beyond the short term given the number and breadth of our core projects at any given time, and uncertainties in ~~2019 are projected to be approximately $2.0 to 2.5 billion, to continue to develop our main projects~~future global market conditions resulting from the COVID-19 pandemic currently makes projections, including ~~Gigafactory Shanghai,~~in the near-term, more challenging. For example, the curve of any new product ramp, such as for Model Y and ~~Tesla Semi,~~the Solar Roof, is inherently subject to uncertainty of timing, and if we are able to meet various milestones along such ramp more quickly than expected, our capital expenditures may be accelerated. We also continuously evaluate, and as appropriate adjust, our capital expenditures based on, among other things: our manufacturing plans for our various products, which we may rebalance from time to time based on the mix of demand among them and other contingent factors; the pace and prioritization of current projects under development; and the addition of any new projects. Moreover, we are generally increasing the capital efficiency of our projects with experience, and we may find that our actual capital expenditures on new projects are different than previously expected.

Subject to the above, considering the expected pace of the manufacturing ramps for our products, construction and expansion of our factories, and pipeline of announced projects under development, and consistent with our current strategy of using partners to manufacture battery cells, as well as considering all other infrastructure growth, we currently expect our average annual capital expenditures in 2020 and the two succeeding fiscal years to ~~further expand our Supercharger and vehicle service and repair networks.~~be $2.5 billion to $3.5 billion.

~~Generally, we~~We expect operating expenses as a percentage of revenue to continue to decrease in the future ~~due to increases in expected revenues and~~ as we focus on increasing operational ~~efficiency.~~efficiency and process automation, and as long as macroeconomic factors facilitate the achievement of increases in overall revenues from expanding sales.

In March 2018, our stockholders approved ~~a new 10-year~~the 2018 CEO ~~performance award for Elon Musk~~Performance Award, with vesting contingent on ~~achieving~~our Board of Directors’ certification of the achievement of specified market capitalization and operational ~~milestones (the “2018 CEO Performance Award”). Consequently, we may~~milestones. We will incur significant ~~additional~~ non-cash stock-based compensation expense ~~over~~for each tranche under this award after the ~~term of the award as each~~related operational milestone initially becomes probable of ~~vesting.~~

~~We offer financing arrangements~~being met, and if later than the grant date, we will also have to record a cumulative catch-up expense at such time. Such catch-up expense may be material depending on the length of time elapsed from the grant date. Moreover, as the expense for ~~our vehicles in certain markets in North America, Europe~~a tranche is recorded over the longer of (i) the expected achievement period of the relevant operational milestone and ~~Asia primarily through various financial institutions.~~ ~~We offer resale value guarantees or similar buy-back terms to certain customers who purchase vehicles and who finance their vehicles through one~~(ii) only if the related market capitalization milestone has not been achieved, its expected achievement period, the achievement of our specified commercial banking partners. We also offer resale value guarantees in connection with automotive sales to certain leasing partners. Currently, both programs are available only in certain international markets. ~~Resale value guarantees available for exercise within~~a market capitalization milestone earlier than expected may accelerate the ~~12 months following~~rate at which such expense is recognized. Upon vesting of a tranche, all remaining associated expense will be recognized immediately. As of March 31, ~~2019 totaled $136.6 million in value.~~

~~Vehicle deliveries with the resale value guarantee do not impact our near-term cash flows~~2020, two operational milestones have been achieved and ~~liquidity, since we receive the full amount of cash for the vehicle sales price at delivery. While we do not assume any credit risk related~~no market capitalization milestones have been achieved and consequently, no shares subject to the ~~customer,~~2018 CEO Performance Award have vested as of the date of this filing. However, if a customer exercises the option to return the vehicle to us, we are exposed to liquidity risk that the resale value of vehicles under these programs may be lower than our guarantee, or the volume of vehicles returned to us may be higher than our estimates or we may be unable to resell the used vehicles in a timely manner, all of which could adversely impact our cash flows. To date, we have only had an insignificant number of customers who exercised their resale value guarantees and returned their vehicles to us. However, resale prices may inherently fluctuate depending on various factors such as supply and demand of our used vehicles, economic cycles and the pricing of new vehicles. Should market values of our vehicles or customer demand decrease, the accuracy of our estimated rates of return may be impacted materially. As a result of pricing adjustments during the first quarter of 2019 as discussed above, we estimated a higher rate of return with respect to previously-delivered vehicles sold with a resale value guarantee, resulting in a net reduction in gross profit in such quarter. We adjusted our resale value guarantees for vehicles delivered subsequent to such pricing changes, for which we currently estimate the resale prices will continue to be above our associated resale value guarantee amounts.

~~We currently offer leasing directly through our local subsidiaries for Model S, Model X and Model 3 in the U.S. and for Model S and Model X in Canada~~. We also offer leasing through leasing partners in certain jurisdictions. Leasing through our captive financing entities and our leasing partners exposes us to residual value risk. In addition, for leases offered directly from our captive financing entities, we assume customer credit risk. We plan to continue expanding our financing offerings, including our lease financing options and the financial sources to support them, and to support the overall financing needs of our customers. To the extent that we are unable to arrange such options for our customers on terms that are attractive, our sales, financial results and cash flows could be negatively impacted.

We offer our customers the choice to either purchase and own solar energy systems or to purchase the energy that our solar energy systems produce through various contractual arrangements. These contractual arrangements include long-term leases and PPAs. In both structures, we install our solar energy systems at our customer’s premises and charge the customer a monthly fee, which alternatively may be prepaid at the customer’s option. In the lease structure, the monthly payment is fixed with a minimum production guarantee. In the PPA structure, we charge customers a fee per kilowatt-hour, or kWh, based on the amount of electricity the solar energy system actually produces. The leases and PPAs are typically for 20 years with a renewal option, and the specified monthly fees may be subject to annual escalations.

For customers who want to purchase and own solar energy systems, we also offer solar loans, whereby a third-party lender provides financing directly to a qualified customer to enable the customer to purchase and own a solar energy system designed, installed and serviced by us. We enter into a standard solar energy system sale and installation agreement with the customer. Separately, the customer enters into a loan agreement with a third-party lender, who finances the full purchase price. We are not a party to the loan agreement between the customer and the third-party lender, and the third-party lender has no recourse against us with respect to the loan.

We continue to develop Gigafactory 1 as a facility where we work together with our suppliers to integrate production of battery material, cells, modules, battery packs and drive units in one location for vehicles and energy storage products. We also continue to invest and will invest in Gigafactory 1 in the future to achieve additional production output there. Panasonic has partnered with us on Gigafactory 1 with investments in the production equipment that it uses to manufacture and supply us with battery cells. Under our arrangement with Panasonic, we plan to purchase the full output from their production equipment at negotiated prices. As these terms convey a finance lease, as defined in ASC 842, ~~Leases, we consider their production equipment to be leased assets when production commences. This results in us recording~~ the value of ~~their production equipment within property, plant and equipment, net,~~Tesla’s closing stock price continues near or higher than the levels seen in late April 2020, the first market capitalization milestone of $100 billion is expected to be met during the second quarter of 2020. If the first tranche under the 2018 CEO Performance Award vests during the second quarter of 2020 as currently expected, the remaining unamortized expense of $22 million for that tranche, which was expected to be recognized in the third quarter of 2020 as determined on the ~~consolidated balance sheets with a corresponding liability recorded~~grant date, would be accelerated into the second quarter of 2020. See Note 11, Equity Incentive Plans—2018 CEO Performance Award, to long-term debt and finance leases. For all suppliers and partners for which we plan to purchase the full output from their production equipment located at Gigafactory 1, we will apply similar accounting. During the three months ended March 31, 2019, we recorded $173.1 million on the consolidated ~~balance sheet.~~

~~While we currently believe that our progress at Gigafactory 1 will allow us to reach our production targets, our ultimate ability to do so will require us to resolve~~financial statements included elsewhere in this Quarterly Report on Form 10-Q for further details regarding the types of challenges that are typical of a production ramp. For example, we have in the past experienced bottlenecks in the assembly of battery modules and cell output at Gigafactory 1, which impacted our production of Model 3. While we continue to resolve such issues at Gigafactory 1 as they arise, given the size and complexity of this undertaking, it is possible that future events could result in the cost of building and operating Gigafactory 1 exceeding our current expectations and Gigafactory 1 taking longer to expand than we currently anticipate.

~~We have an agreement with the SUNY Foundation related~~stock-based compensation relating to the construction of a facility in Buffalo, New York, referred to as Gigafactory 2, where we have housed the development and production of solar products and components. The terms of such agreement require us to comply with a number of covenants, including that specified portions of the total jobs required to be employed directly by Tesla in the state of New York and the total cumulative investment required to be made by Tesla be met by April 30, 2019, the first anniversary of the SUNY Foundation’s substantial completion of its construction work at the facility. We fully expect to meet these covenants on time and will report our current status to the SUNY Foundation following such anniversary. Overall, we expect our significant operations at Gigafactory 2 and the surrounding Buffalo area to continue, including our ramp and manufacture of Solar Roof, which we are planning to scale over the remainder of 2019 and into 2020, as well as certain product development and other Tesla operations. In addition, Panasonic manufactures PV cells and modules at Gigafactory 2, which are among our various sources for our solar retrofit installations. 2018 CEO Performance Award.

Although we remain on track with our covenants with the SUNY Foundation with respect to Tesla’s progress at and plans for Buffalo, any failure to comply with these covenants could obligate us to pay significant amounts to the SUNY Foundation and result in termination of the agreement. Our expectations as to the costs and timelines of our investment and operations at Buffalo, including those associated with acquiring equipment and supporting our operations with respect to our production of Solar Roof there, may prove incorrect, which could subject us to significant expenses to achieve the desired benefits.

We are constructing Gigafactory Shanghai in order to increase the affordability of Model 3 for customers in China by reducing transportation and manufacturing costs and eliminating certain tariffs on vehicles imported from the U.S. We broke ground in January 2019, and subject to a number of uncertainties, including regulatory approval, supply chain constraints, and the pace of installing production equipment and bringing the factory online, we expect to begin production of certain trims of Model 3 at Gigafactory Shanghai by the end of 2019. We expect much of the investment in Gigafactory Shanghai to be provided through local debt financing, including a RMB 3.5 billion term facility that our subsidiary entered into in March 2019, supported by limited direct capital expenditures by us. Moreover, we are targeting the capital expenditures per unit of production capacity at this factory to be less than that of our Model 3 production at the Tesla Factory, from which we have drawn learnings that should allow us to simplify our manufacturing layout and processes at Gigafactory Shanghai.

~~We continue to expand production capacity at our existing facilities and construct our planned facilities, and continually explore additional production capacity internationally.~~

The consolidated financial statements are prepared in accordance with accounting principles generally accepted in the U.S. (“GAAP”). The preparation of the consolidated financial statements requires us to make estimates and assumptions that affect the reported amounts of assets, liabilities, revenues, costs and expenses and related disclosures. We base our estimates on historical experience, as appropriate, and on various other assumptions that we believe to be reasonable under the circumstances. Changes in the accounting estimates are reasonably likely to occur from period to period. Accordingly, actual results could differ significantly from the estimates made by our management. We evaluate our estimates and assumptions on an ongoing basis. To the extent that there are material differences between these estimates and actual results, our future financial statement presentation, financial condition, results of operations and cash flows will be affected.

For a description of our critical accounting policies and estimates, refer to Part II, Item 7, Critical Accounting Policies and Estimates in our Annual Report on Form 10-K for the year ended December 31, 2019. There have been no material changes to our critical accounting policies and estimates since our Annual Report on Form 10-K for the year ended December 31, 2019.

See Note 2, Summary of Significant Accounting Policies, to the consolidated financial statements included elsewhere in this Quarterly Report on Form 10-Q.

Automotive sales revenue includes revenues related to ~~the sale~~cash deliveries of new Model S, Model X, Model 3 and Model 3Y vehicles, including access to our Supercharger network, internet connectivity, Autopilot ~~full self-driving~~and FSD features and over-the-air software updates, as well as sales of regulatory credits to other automotive manufacturers. Cash deliveries are vehicles that are not subject to lease accounting. Our revenue from ~~non-ZEV~~ regulatory credits generally follows our production and delivery trends as we have long-term contracts with existing customers for the sale of these credits. However, as we do not have long-term contracts for ZEV credit sales, revenue from sale of ZEV credits fluctuatefluctuates by quarter depending on when a contract is executed with a ~~buyer.~~buyer and when the credits are delivered. However, we generally expect higher revenue from regulatory credit sales as our production and deliveries increase. For example, our revenue from ~~ZEV~~regulatory credit sales in the three months ended ~~December 31, 2017~~June 30, 2019 was ~~$179.1~~$111 million while it was ~~$0.8~~$354 million in the three months ended ~~December~~March 31, ~~2018.~~2020.

Automotive leasing revenue includes the amortization of revenue for Model S, Model X and Model X3 vehicles under direct lease agreements as well as those sold with resale value guarantees accounted for as operating leases under lease accounting. We began offering direct leasing for Model 3 vehicles in the second quarter of 2019. We do not yet offer leasing for Model Y vehicles.

Services and other revenue consists of non-warranty after-sales vehicle services, sales of used vehicles, ~~sales of electric vehicle components and systems to other manufacturers,~~ retail merchandise, ~~and~~ sales by our acquired subsidiaries to third party ~~customers.~~customers, and vehicle insurance revenue.

Automotive sales revenue increased ~~$946.9 million,~~$1.38 billion, or ~~37%~~39%, in the three months ended March 31, ~~2019~~2020 as compared to ~~three months ended March 31, 2018, primarily due to~~ ~~an increase of approximately 42,750 Model 3 deliveries from our significant production~~ ramp in the second half of 2018, delivered at average selling prices that remained relatively consistent year-over-year. Additionally, there was an increase of $170.6 million in sales of non-ZEV regulatory credits to $200.6 million in the three months ended March 31, 2019, ~~compared~~primarily due to ~~$30.0 million~~an increase of 21,174 Model 3 and Model Y cash deliveries from additional production capacity at Gigafactory Shanghai and the commencement of Model Y deliveries in the ~~same period in the prior year. The above increases in revenue were offset by a decrease~~first quarter of ~~approximately 8,610 Model S and Model X deliveries at lower average selling prices~~2020. Additionally, due to ~~price~~pricing adjustments we made to our vehicle offerings in the three months ended March 31, ~~2019. Additionally, due to these price adjustments,~~2019, we estimated that there iswas a greater likelihood that customers ~~will~~would exercise their buyback ~~options. As a result, we~~options and adjusted our sales return reserve on vehicles previously sold under our buyback options program ~~resulting~~which resulted in a reduction of automotive sales ~~revenues~~revenue of ~~$500.5 million. Refer~~$501 million that did not similarly occur this period. There was also an increase of $139 million from additional sales of regulatory credits to ~~Note 2,~~ ~~Summary of Significant Accounting Policies, to the consolidated statements included elsewhere~~$354 million in the ~~Quarterly Report on Form 10-Q.~~three months ended March 31, 2020. The increases in automotive sales revenue were partially offset by a decrease in the average selling price of our Model 3 cash deliveries primarily due to Gigafactory Shanghai producing only Standard Range Plus Model 3 in the first quarter of 2020.

Automotive leasing revenue increased ~~$41.7~~$24 million, or ~~24%~~11%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018.~~2019. The increase was primarily due to an increase in cumulative vehicles under our direct vehicle leasing program, ~~and an increase~~partially due to the introduction of Model 3 direct leasing in the ~~number~~second quarter of vehicles under leasing programs where our counterparty has retained ownership of the vehicle during or at the end of the guarantee period when compared to the three months ended March 31, 2018. When our counterparty retains ownership, any remaining balances within deferred revenue and resale value guarantee are settled to automotive leasing revenue. These increases were2019, partially offset by a decrease in cumulative vehicles under our resale value guarantee ~~financing~~leasing programs which are accounted for as operating leases.

Services and other revenue increased ~~$229.5~~$67 million, or ~~87%~~14%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018.~~2019. The increase was primarily due to an increase in used vehicle sales from an increased volume of trade-in vehicles, partially offset by lower average selling prices for them due to price adjustments we made to our vehicle offerings in the current period and an increase in trade-ins of relatively lower priced non-Tesla vehicles. Additionally, there was an increase in non-warranty maintenance services revenue as our fleet continues to ~~grow.~~grow and an increase in sales by our acquired subsidiaries to third party customers, partially offset by a decrease in volume of used vehicle sales.

Energy generation and storage revenue includes ~~sale~~sales and leasing of solar energy ~~systems~~generation and energy storage products, ~~leasing revenue from solar energy systems under operating leases~~services related to such products, and ~~PPAs and the sale~~sales of solar energy systems incentives.

Energy generation and storage revenue decreased by ~~$85.4~~$31 million, or ~~21%~~10%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018. The decrease was~~2019, primarily due to ~~a decrease in revenue recognized for commercial projects, most predominantly $72.5 million for the South Australia battery project in the prior period, and a decrease~~decreases in deployments of solar cash and loan ~~solar projects. These decreases were partially offset by increases in deployments of Powerwall.~~jobs.

	Three Months Ended March 31,						Change						Three Months Ended March 31,						Change
(Dollars in thousands)	2019			2018			$			%
(Dollars in millions)													2020			2019			$			%
Cost of revenues
Automotive sales	$	2,856,209		$	2,091,397		$	764,812			37	%	$	3,699		$	2,856		$	843			30	%
Automotive leasing		117,092			104,496			12,596			12	%		122			117			5			4	%
Total automotive cost of revenues		2,973,301			2,195,893			777,408			35	%		3,821			2,973			848			29	%
Services and other		685,533			380,969			304,564			80	%		648			686			(38	)		-6	%
Total automotive & services and other segment cost of revenues		3,658,834			2,576,862			1,081,972			42	%		4,469			3,659			810			22	%
Energy generation and storage segment		316,887			375,363			(58,476	)		-16	%		282			316			(34	)		-11	%
Total cost of revenues	$	3,975,721		$	2,952,225		$	1,023,496			35	%	$	4,751		$	3,975		$	776			20	%

Gross profit total automotive	$	750,560		$	539,424								$	1,311		$	751
Gross margin total automotive		20	%		20	%								26	%		20	%

Gross profit total automotive & services and other segment	$	557,969		$	421,867								$	1,223		$	558
Gross margin total automotive & services and other segment		13	%		14	%								21	%		13	%

Gross profit energy generation and storage segment	$	7,774		$	34,659								$	11		$	8
Gross margin energy generation and storage segment		2	%		8	%								4	%		2	%

Total gross profit	$	565,743		$	456,526								$	1,234		$	566
Total gross margin		12	%		13	%								21	%		12	%

Cost of automotive sales revenue includes direct parts, material and labor costs, manufacturing overhead, including depreciation costs of tooling and machinery, shipping and logistic costs, vehicle connectivity costs, allocations of electricity and infrastructure costs related to our Supercharger network, and reserves for estimated warranty expenses. Cost of automotive sales revenues also includes adjustments to warranty expense and charges to write down the carrying value of our inventory when it exceeds its estimated net realizable value and to provide for obsolete and on-hand inventory in excess of forecasted demand.

Cost of automotive leasing revenue includes ~~primarily~~ the amortization of operating lease vehicles over the lease term, as well as warranty expenses recognized as incurred. Cost of automotive leasing revenue also includes vehicle connectivity costs and allocations of electricity and infrastructure costs related to our Supercharger network for vehicles under our leasing programs.

Costs of services and other revenue includes costs associated with providing non-warranty after-sales services, costs to acquire and certify used vehicles, ~~and~~ costs for retail ~~merchandise.~~merchandise, and costs to provide vehicle insurance. Cost of services and other revenue also includes direct parts, material and labor costs, manufacturing overhead associated with the sales ~~of electric vehicle components and systems to other manufacturers and sales~~ by our acquired subsidiaries to third party customers.

Cost of automotive sales revenue increased ~~$764.8~~$843 million, or ~~37%~~30%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018,~~2019, primarily due to an increase of ~~approximately 42,750~~21,174 Model 3 ~~deliveries from our significant production~~ ~~ramp in the second half of 2018. The increase was partially offset by significant reductions in~~and Model ~~3 average costs per unit compared~~Y cash deliveries. Due to ~~the prior period primarily due to temporary under-utilization of manufacturing capacity at lower production volumes in the first half of 2018 and other cost efficiencies. Additionally, due to price~~pricing adjustments we made to our vehicle offerings ~~during~~in the three months ended March 31, 2019, we estimated that there iswas a greater likelihood that customers ~~will~~would exercise their buyback ~~options. If~~options and if customers elect to exercise the buyback option, we expect to be able to subsequently resell the returned vehicles, which resulted in a reduction of automotive cost of sales of ~~$408.8 million. Refer~~$409 million that did not similarly occur this period. The increase in cost of automotive sales revenue was partially offset by a decrease in average Model 3 costs per unit due to ~~Note 2,~~ ~~Summary of Significant Accounting Policies, to the consolidated statements included elsewhere~~Gigafactory Shanghai producing only Standard Range Plus Model 3 in the ~~Quarterly Report on Form 10-Q.~~

~~Cost~~first quarter of ~~automotive leasing revenue increased $12.6~~2020, lower freight and duty costs from local production in China, and additional manufacturing efficiencies in the production of Model 3 in our Fremont Factory. Additionally, as a result of temporary suspension of production at the Fremont Factory, we incurred idle capacity charges of $24 million ~~or 12%,~~ in the three months ended March 31, ~~2019~~2020.

Cost of automotive leasing revenue increased $5 million, or 4%, in the year ended March 31, 2020 compared to the ~~three months~~year ended March 31, ~~2018.~~2019. The increase was primarily due to an increase in cumulative vehicles under our direct vehicle leasing program, ~~and an increase~~partially due to the introduction of Model 3 direct leasing in the ~~number~~second quarter of vehicles under leasing programs where our counterparty has retained ownership of the vehicle during or at the end of the guarantee period when compared to the prior period. When our counterparty retains ownership, the net book value of the leased vehicle of the lease vehicle is expensed to cost of automotive leasing revenue. These increases were2019, partially offset by a decrease in cumulative vehicles under our ~~leasing portfolio under~~ resale value guarantee ~~financing~~leasing programs ~~that qualify under lease treatment.~~which are accounted for as operating leases.

Cost of services and other revenue ~~increased $304.6~~decreased $38 million, or ~~80%~~6%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018.~~2019. The ~~increase~~decrease was primarily due to ~~the cost~~decreased costs of used vehicle sales from ~~the increased~~lower sales volume, ~~of trade-in vehicles. Additionally, there was~~offset by an increase in cost of sales by our acquired subsidiaries to third party customers in line with the ~~cost~~increase in revenue and a slight increase in costs of our new service centers, additional service personnel in existing and new service centers, Mobile Service capabilities, parts distribution centers and investment in new body shops to provide maintenance services to our rapidly growing fleet of vehicles.

Gross margin for total automotive ~~remained relatively consistent at~~increased from 20% to 26% in the three months ended March 31, ~~2019 and 2018. Model 3 margins improved~~2020 as compared to the ~~prior period as we achieved significant~~three months ended March 31, 2019, primarily due an increase of $139 million in sales of regulatory credits and an improvement of Model 3 gross margin primarily from lower freight and duty costs from local production in China and additional manufacturing efficiencies in the production of Model 3 in ~~the second half~~our Fremont Factory. Additionally, there was an improvement of ~~2018. This increase was partially offset by lower~~ Model S and Model X ~~deliveries at~~gross margin from lower ~~margins due to lower average selling prices~~freight and duties from ~~price adjustments we made to our vehicle offerings~~regional sales mix. While Model Y gross margin was positive in the ~~three months ended March 31, 2019. Additionally,~~first quarter of deliveries, it partially offset the ~~price adjustments also resulted~~increases in ~~a reduction in~~total automotive gross ~~automotive sales profit of $91.7 million from~~margin as it is lower than the ~~adjustment~~margins of our ~~sales return reserve on vehicles previously sold under our buyback options program.~~existing automotive products.

Gross margin for total automotive & services and other segment ~~decreased~~increased from ~~14%~~13% to ~~13%~~21% in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018~~2019, primarily due to the automotive gross margin impacts discussed ~~above.~~above and improved services and other gross margin from increased operational efficiencies. Additionally, there was an increase due to a lower proportion of services and other within the segment in the three months ended March 31, 2020, which operates at a lower gross margin than our automotive business.

Cost of energy generation and storage revenue includes direct and indirect material and labor costs, warehouse rent, freight, warranty expense, other overhead costs and amortization of certain acquired intangible assets. In addition, where arrangements are accounted for as operating leases, the cost of revenue is primarily comprised of depreciation of the cost of leased solar energy systems, maintenance costs associated with those systems and amortization of any initial direct ~~costs~~costs.

Cost of energy generation and storage revenue decreased by ~~$58.5~~$34 million, or ~~16%~~11%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended ~~March~~December 31, ~~2018~~2019. The decrease was primarily due to ~~a decrease~~decreases in ~~cost~~deployments of ~~revenue for commercial energy storage projects, most predominantly $72.5 million for the South Australia battery project in the prior period, and a decrease in cost of revenue for~~solar cash and loan ~~solar projects from~~jobs and lower ~~deployments. These decreases were~~costs per unit for both Powerpack and Powerwall, partially offset by ~~increases in cost of revenue for Powerwall from increased deployments, increases in costs for our cash and loan solar energy system projects and~~ higher costs from temporary manufacturing under-utilization of our Solar Roof ramp.

Gross margin for energy generation and storage ~~decreased~~increased from 8%2% to ~~2% in the~~ ~~three months~~ ~~ended March 31, 2019 compared to the~~ ~~three months~~ ~~ended March 31, 2018. The decrease was primarily due to lower margins in our cash and loan solar energy system business driven by higher fixed costs per project as a result of lower deployments~~4% in the three months ended March 31, 2020 as compared to the three months ended March 31, 2019. ~~Additionally,~~Energy storage gross margin improved in the current year as a result of lower materials costs, partially offset by a lower gross margin in our cash and loan solar business driven by higher costs from temporary manufacturing under-utilization of our Solar Roof ~~ramp have further contributed to a decrease in margins.~~ramp.

Research and development (“R&D”) expenses consist primarily of personnel costs for our teams in engineering and research, manufacturing engineering and manufacturing test organizations, prototyping expense, contract and professional services and amortized equipment expense.

R&D expenses as a percentage of revenue decreased from 7% to 5% in the three months ended March 31, 2020 as compared to the three months ended March 31, 2019. The decrease was primarily from an increase in overall revenues from our expanding sales, as well as from our focus on increasing operational efficiency and process automation, our efforts to scale down and optimize our cost structure relative to the size of our business.

R&D expenses decreased ~~$26.9~~$16 million, or 7%5%, in the three months ended March 31, ~~2019~~2020 compared to the three months ended March 31, ~~2018.~~2019. The decrease was primarily due to a ~~$20.3~~$22 million decrease in employee and labor related expenses from cost efficiency initiatives, ~~and a $10.7 million decrease in professional and outside service expenses,~~partially offset by an ~~$11.4~~increase of $10 million ~~increase~~ in ~~stock-based compensation expense.~~facilities, freight, and depreciation expenses.

Selling, general and administrative (“SG&A”) expenses generally consist of personnel and facilities costs related to our stores, marketing, sales, executive, finance, human resources, information technology and legal organizations, as well as fees for professional and contract services and litigation settlements.

SG&A expenses ~~increased $17.5 million, or 3%,~~as a percentage of revenue decreased from 16% to 10% in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018.~~2019. The decrease was primarily from an increase in overall revenues from our expanding sales, as well as from our focus on increasing operational efficiency and process automation, our efforts to scale down and optimize our cost structure relative to the size of our business.

SG&A expenses decreased $77 million, or 11%, in the three months ended March 31, 2020 as compared to the three months ended March 31, 2019. The decrease was primarily due to a $51.6 million increase in stock-based compensation expense related to the 2018 CEO Performance Award and stock awards granted for new hires and refresher employee stock grants, partially offset by a $27.8$60 million decrease in employee and labor related expenses from ~~decreased headcount~~cost efficiency initiatives and ~~certain other expenses.~~an $18 million decrease in office, information technology and facilities-related expenses and sales and marketing activities.

During the first quarter of 2019, we carried out certain restructuring actions in order to reduce costs and improve efficiency. As a result, we recognized ~~$43.5~~$44 million of costs primarily related to employee termination expenses and losses from closing certain stores. These costs were substantially paid by the end of first quarter of 2019. ~~The restructuring actions during the first quarter of 2019 will result in an estimated cost savings of approximately $180.0 million for the remainder of 2019.~~

There were no restructuring actions in the three months ended March 31, ~~2018.~~2020.

Interest expense increased by ~~$7.9~~$11 million, or 5%7%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018.~~2019. The increase was primarily due to ~~a decrease of $10.5 million~~an increase in our average outstanding indebtedness as compared to the amount of interest we capitalized from the consolidated statement of operations to property, plant, and equipment on the consolidated balance sheets. Lower capitalization results in higher interest expense. The amount of interest we capitalize is driven by our construction in progress balance, which decreased year-over-year due to our declining Model 3 capital expenditure ramp.three months ended March 31, 2019.

Other income (expense), net, consists primarily of foreign exchange gains and losses related to our foreign currency-denominated monetary assets and liabilities and changes in the fair values of our fixed-for-floating interest rate swaps. We expect our foreign exchange gains and losses will vary depending upon movements in the underlying exchange rates.

Other income (expense), net, changed ~~favorably~~unfavorably by ~~$63.5 million to a gain of $25.8~~$80 million, in the three months ended March 31, ~~2019 from a loss of $37.7 million in~~2020 as compared to the three months ended March 31, ~~2018.~~2019. The change was primarily due to ~~favorable~~unfavorable fluctuations in foreign currency exchange rates ~~offset by~~and an increase in losses from interest rate swaps related to our debt facilities ~~when compared to the prior period.~~year-over-year.

Our provision for income taxes ~~increased~~decreased by ~~$17.3~~$21 million, or ~~308%~~91%, in the three months ended March 31, ~~2019~~2020 as compared to the three months ended March 31, ~~2018. The increase was~~2019, primarily due to the ~~increase~~decrease in ~~taxable profits in~~income within certain foreign jurisdictions year-over-year.

Net Income ~~(Loss)~~ Attributable to Noncontrolling Interests and Redeemable Noncontrolling Interests

Our net income ~~(loss)~~ attributable to noncontrolling interests and redeemable noncontrolling interests was related to financing fund arrangements.

Net income attributable to noncontrolling interests and redeemable noncontrolling interests increased by $18 million, or 53%, in the three months ended March 31, 2020 as compared to the three months ended March 31, 2019. The ~~increase is mainly~~change was primarily due to lower ~~activity in our~~activities from new financing fund ~~arrangements and a charge related to buyout of noncontrolling interests.~~arrangements.

As of March 31, ~~2019,~~2020, we had ~~$2.20~~$8.08 billion of cash and cash equivalents. Balances held in foreign currencies had a U.S. dollar equivalent of ~~$410.1 million~~$2.05 billion and consisted primarily of Chinese yuan, ~~Norwegian kroner,~~euros and ~~euros.~~Canadian dollars. Our sources of cash are predominantly from our deliveries of vehicles, sales and installations of our energy storage products and solar energy systems, proceeds from debt facilities, proceeds from financing funds and proceeds from equity offerings.

Our sources of liquidity and cash flows enable us to fund ongoing operations, research and development projects for new products, ~~development~~establishment and/or increases of ~~our~~ ~~main projects including~~Model 3 and Model Y production capacity at the Fremont Factory and at Gigafactory Shanghai, ~~Model Y~~the continued expansion of Gigafactory Nevada, the construction of Gigafactory Berlin, the manufacturing ramp of the Solar Roof at Gigafactory New York, and ~~Tesla Semi,~~the continued expansion of our retail and service locations, body shops, Mobile Service fleet and Supercharger network.

As discussed in and subject to the considerations referenced in Part I, Item 2, Management's Discussion and Analysis of Financial Condition and Results of Operations—Management Opportunities, Challenges and Risks—Trends in Cash Flow, Capital Expenditures and Operating Expenses in this Quarterly Report on Form 10-Q, considering the expected pace of the manufacturing ramps for our products, construction and expansion of our ~~Supercharger~~factories, and ~~vehicle service and repair networks.~~ ~~We currently expect total 2019 capital expenditures to be approximately $2.0 to $2.5 billion.~~

In 2019 and beyond, we will continue to utilize our increasing experience and learnings from past and current product ramps to do so at a level of capital efficiency per dollar of spend that we expect to be significantly greater than historical levels. For example, based on our experience with ramping Model 3 at the Tesla Factory, we expect that the capital spend per unit of Model 3 manufacturing capacity at Gigafactory Shanghai will be less than that of our line in Fremont. Likewise, based on such experience and the substantial commonality of components we expect between Model Y and Model 3, we believe that the production ramp of Model Y will be significantly faster than that of Model 3 and cost less per unit of manufacturing capacity than that of Model 3 at Fremont. Considering the pipeline of ~~new products planned at this point,~~projects under development, and consistent with our current strategy of using a partner to manufacture battery cells, as well as considering all other infrastructure growth, ~~and investments in Gigafactory 1, Gigafactory 2 and Gigafactory Shanghai,~~ we currently ~~estimate that~~expect our average annual capital expenditures ~~will~~in 2020 and the two succeeding fiscal years to be ~~between~~ $2.5 billion to ~~$3.0 billion annually for the next two fiscal years. Moreover, we~~$3.5 billion.

We expect that the cash we generate from our core operations will generally be sufficient to cover our future capital expenditures and to pay down our near-term debt obligations, although we may choose to seek alternative financing sources. For example, we expect that much of our investment in Gigafactory Shanghai will continue to be funded through indebtedness arranged through local financial institutions in China, ~~including a~~ such as the RMB ~~3.5~~9.0 billion (or the equivalent amount in U.S. dollars) fixed asset term facility and RMB 2.25 billion (or the equivalent amount in U.S. dollars) working capital revolving facility that our local subsidiary entered into in ~~March~~December 2019, and we expect the same with respect to Gigafactory Berlin. As always, we continually evaluate our capital expenditure needs and may decide it is best to raise additional capital to fund the rapid growth of our business.

We have an agreement to spend or incur $5.0 billion in combined capital, operational expenses, costs of goods sold and other costs in the State of New York during the 10-year period following ~~SUNY Foundation’s substantial completion~~full production at Gigafactory New York. In April 2020, the government agency overseeing this agreement issued guidance that all obligations relating to investment and employment targets under certain of its ~~construction work~~projects, including our obligation to be compliant with our applicable targets under such agreement on April 30, 2020, may be deferred for a one-year period upon such agency’s approval of an application for relief by the obligor. As we temporarily suspended most of our manufacturing operations at Gigafactory ~~2. We anticipate~~New York pursuant to a New York State executive order issued in March 2020 as a result of the COVID-19 pandemic, we intend to apply for and expect to be granted such deferral. Moreover, as we had exceeded our investment and employment obligations under this agreement prior to such mandated reduction of operations, we do not currently expect any issues meeting ~~these~~all applicable future obligations ~~through our operations at~~under this ~~facility and other operations within the State of New York,~~agreement, and we do not believe that we face a significant risk of default.

We expect that our current sources of liquidity together with our projection of cash flows from operating activities will provide us with adequate liquidity over at least the next 12 months. A large portion of our future expenditures is to fund our growth, and we can adjust our capital and operating expenditures by operating segment, including future expansion of our product offerings, retail and service locations, body shops, Mobile Service fleet, and Supercharger network. For example, if the resumption of our ~~Supercharger~~normal U.S. manufacturing operations takes longer than expected, including due to global economic conditions and ~~vehicle service~~levels of consumer comfort and ~~repair networks.~~ spend impacting demand in the worldwide transportation, automotive and energy product industries, the pace of our capital expenditures may be correspondingly slowed. We may need or want to raise additional funds in the future, and these funds may not be available to us when we need or want them, or at all. If we cannot raise additional funds when we need or want them, our operations and prospects could be negatively affected.

In addition, we had ~~$2.11~~$2.43 billion of unused committed amounts under our credit facilities and financing funds as of March 31, ~~2019,~~2020, some of which are subject to satisfying specified conditions prior to draw-down (such as pledging to our lenders sufficient amounts of qualified receivables, inventories, leased vehicles and our interests in those leases, solar energy systems and the associated customer contracts, our interests in financing funds or various other assets; and contributing or selling qualified solar energy systems and the associated customer contracts or qualified leased vehicles and our interests in those leases into the financing funds). Upon the draw-down of any unused committed amounts, there are no restrictions on ~~the~~ use of ~~such~~available funds for general corporate purposes. For details regarding our indebtedness and financing funds, refer to Note 10, ~~Long-Term~~ Debt ~~Obligations~~, and Note ~~14,~~ 13, Variable Interest Entity Arrangements, to the consolidated financial statements included elsewhere in this Quarterly Report on Form 10-Q.

Our cash flows from operating activities are significantly affected by our cash investments to support the growth of our business in areas such as research and development and selling, general and administrative and working capital, especially inventory, which includes vehicles in transit. Our operating cash inflows include cash from vehicle sales, customer lease payments, ~~directly from customers,~~ customer deposits, cash from sales of regulatory credits and energy generation and storage products. These cash inflows are offset by our payments to suppliers for production materials and parts used in our manufacturing process, ~~employee compensation,~~operating expenses, operating lease payments and interest payments on our financings.

Net cash used in operating activities ~~increased~~decreased by ~~$241.2~~$200 million to ~~$639.6~~$440 million during the three months ended March 31, ~~2019~~2020 from ~~$398.4~~$640 million during the three months ended March 31, ~~2018.~~2019. This ~~unfavorable~~favorable change was primarily due to the increase in net ~~operating assets~~income, excluding non-cash expenses and ~~liabilities~~gains, of ~~$350.7~~$783 million and ~~$188.1~~$188 million of the repayment of our 0.25% Convertible Senior Notes due in 2019 during the three months ended March 31, 2019 (which was classified as an operating activity, as this represented an interest payment on the discounted convertible ~~notes. These unfavorable changes were~~notes), partially offset by the increase in ~~net income, excluding non-cash expenses and gains,~~working capital of ~~$297.6~~$771 million. The increase in ~~net operating assets and liabilities~~working capital was mainly driven by ana smaller increase in ~~inventory, as~~deferred revenue, due to higher deferred regulatory credits in the three months ended March 31, 2019, a ~~result of an increase in Model 3 production, and a~~larger decrease in accounts payable and accrued ~~liabilities.~~liabilities from less sales related tax due as a result of quarter-over-quarter changes in deliveries, an increase in operating lease vehicles in the three months ended March 31, 2020 as compared to a decrease for the same period in 2019, as Model 3 leases were introduced in the second quarter of 2019, and a larger increase in inventory from buildup of finished goods from limited capacity to deliver or install our products at the end of the first quarter of 2020. The ~~decrease~~increase in ~~cash from certain operating activities~~working capital was partially offset by an increase in ~~deferred revenue,~~customer deposits in the three months ended March 31, 2020 as compared to a ~~result of increased Model 3 deliveries and receipt of regulatory credits which will be delivered at a future date.~~decrease for the same period in 2019.

Cash flows from investing activities and their variability across each period related primarily to capital expenditures, which were ~~$305.8~~$455 million during the three months ended March 31, 2020, mainly for Model Y production at the Fremont Factory and Gigafactory Shanghai construction, and $280 million during the three months ended March 31, 2019, mainly for Model 3 production. Design, acquisition and ~~$728.6~~installation of solar energy systems amounted to $26 million and $25 million for the three months ended March 31, 2020 and 2019, respectively.

Cash flows from financing activities during the three months ended March 31, ~~2018. Capital expenditures during the three months ended March 31, 2019 were~~2020 consisted primarily ~~comprised~~ of ~~$279.9 million in purchases~~$2.31 billion from our February 2020 public offering of ~~property and equipment, mainly for Model 3 production, and $25.3 million for the design, acquisition and installation~~common stock, net of ~~solar energy systems with customers.~~

Capital expenditures during the three months ended March 31, 2018 were $655.7 million from purchases of property and equipment, mainly for Model 3 production, and $73.0 million for the design, acquisition and installation of solar energy systems with customers.

~~In 2014, we began construction of Gigafactory 1. We used $67.8 million and $173.3~~issuance costs, $359 million of net borrowings under our vehicle lease-backed loan and security agreements (the “Warehouse Agreements”), $292 million of net borrowings under the senior secured asset-based revolving credit agreement (the “Credit Agreement”) and $160 million of proceeds from exercise of stock options and other stock issuances. These cash ~~towards Gigafactory 1 construction during~~inflows were partially offset by $129 million of payments of the ~~three months ended March 31, 2019~~automotive asset-backed notes and ~~2018, respectively.~~

~~Cash Flows from Financing Activities~~$100 million principal repayments of our finance leases.

Cash flows used in financing activities during the three months ended March 31, 2019 consisted primarily of a ~~$731.9~~$732 million portion of the repayment of our 0.25% Convertible Senior Notes due in 2019 that was classified as financing activity, collateralized lease repayments of ~~$133.9~~$134 million, and repayments of ~~$115.2~~$115 million of the automotive asset-backed notes. These cash outflows were partially offset by ~~$316.0 million of net borrowings under the senior secured asset-based revolving credit agreement (the “Credit Agreement”) and $82.2 million of net borrowings under~~ ~~our vehicle lease-backed loan and security agreements (the “Warehouse Agreements”).~~ ~~See Note 10,~~ ~~Long-Term Debt Obligations, and Note 2,~~ ~~Summary of Significant Accounting Policies, to the consolidated financial statements included elsewhere in this Quarterly Report on Form 10-Q for further details regarding our debt obligations and collateralized borrowings, respectively.~~

~~Cash flows from financing activities during the three months ended March 31, 2018 consisted primarily of $546.1 million from the issuance of automobile lease-backed notes and $177.0~~$316 million of net borrowings under the Credit ~~Agreement. Additionally, there were~~Agreement and $82 million of net ~~repayments of $337.6 million~~borrowings under the Warehouse Agreements.

Contractual obligations did not materially change during the three months ended March 31, ~~2019~~2020 except for debt ~~activity and lease~~ activity, as discussed in more detail in Note 10, ~~Long-Term~~ Debt ~~Obligations~~ , and ~~Note 11,~~ ~~Leases~~.the aggregate impact of new and updated supplier arrangements for Gigafactory Shanghai and Gigafactory Berlin during the quarter ended March 31, 2020. The following tables sets forth the aggregate impact from these supplier arrangements on our purchase obligations as of March 31, 2020 (in millions):

During the periods presented, we did not have relationships with unconsolidated entities or financial partnerships, such as entities often referred to as structured finance or special purpose entities, which were established for the purpose of facilitating off-balance sheet arrangements or other contractually narrow or limited purposes.

~~See Note 2,~~ ~~Summary of Significant Accounting Policies, to the consolidated financial statements included elsewhere in this Quarterly Report on Form 10-Q.~~

We transact business globally in multiple currencies and hence have foreign currency risks related to our revenue, costs of revenue, ~~and~~ operating expenses and localized subsidiary debt denominated in currencies other than the U.S. dollar ~~primarily~~(primarily the Chinese yuan, euro, ~~Japanese yen,~~British pound, and Canadian dollar ~~Chinese yuan and Norwegian krone.~~in relation to our current year operations). In general, we are a net receiver of currencies other than the U.S. dollar for our foreign subsidiaries. Accordingly, changes in exchange rates and, in particular, a strengthening of the U.S. dollar have in the past, and may in the future, negatively affect our revenue and other operating results as expressed in U.S. ~~dollars.~~dollars as we do not typically hedge foreign currency risk.

We have also experienced, and will continue to experience, fluctuations in our net income (loss) as a result of gains (losses) on the settlement and the re-measurement of monetary assets and liabilities denominated in currencies that are not the local currency (primarily consisting of our intercompany and cash and cash equivalents balances). For the three months ended March 31, 2020, we recognized a net foreign currency loss of $19 million in other (expense) income, net, with our largest re-measurement exposures from the U.S. dollar, Australian dollar and South Korean won as our subsidiaries’ monetary assets and liabilities are denominated in various local currencies. For the three months ended March 31, 2019, we recognized a net foreign currency gain of ~~$39.1~~$39 million in other (expense) income ~~(expense)~~, net, with our largest re-measurement exposures from the U.S. dollar, euro and Chinese yuan as our subsidiaries are denominated in various local currencies. For the three months ended March 31, 2018, we recognized a net foreign currency loss of $47.7 million in other income (expense), net, with our largest re-measurement exposures from the euro, Japanese yen and Canadian dollar..

We considered the historical trends in foreign currency exchange rates and determined that it is reasonably possible that adverse changes in foreign currency exchange rates of 10% for all currencies could be experienced in the near-term. These changes were applied to our total monetary assets and liabilities denominated in currencies other than our local currencies at the balance sheet date to compute the impact these changes would have had on our net income (loss) before income taxes. These changes would have resulted in an adverse impact of ~~$239.9~~$296 million at March 31, ~~2019~~2020 and ~~$175.7~~$362 million at December 31, ~~2018.~~2019 assuming no foreign currency hedging.

We are exposed to interest rate risk on our borrowings that bear interest at floating rates. Pursuant to our risk management policies, in certain cases, we utilize derivative instruments to manage some of this risk. We do not enter into derivative instruments for trading or speculative purposes. A hypothetical 10% change in ~~our~~ interest rates on our floating rate debt would have increased or decreased our interest expense for the three months ended March 31, 2020 and 2019 ~~and 2018~~ by ~~$2.3~~$1 million and ~~$1.5~~$2 million, respectively.

Our management, with the participation of our Chief Executive Officer and our Chief Financial Officer, evaluated the effectiveness of our disclosure controls and procedures pursuant to Rule 13a-15 under the Securities Exchange Act of 1934, as amended (the “Exchange Act”). In designing and evaluating the disclosure controls and procedures, our management recognizes that any controls and procedures, no matter how well designed and operated, can provide only reasonable assurance of achieving the desired control objectives. In addition, the design of disclosure controls and procedures must reflect the fact that there are resource constraints and that our management is required to apply its judgment in evaluating the benefits of possible controls and procedures relative to their costs.

Based on this evaluation, our Chief Executive Officer and our Chief Financial Officer concluded that, as of March 31, ~~2019,~~2020, our disclosure controls and procedures were designed at a reasonable assurance level and were effective to provide reasonable assurance that the information we are required to disclose in reports that we file or submit under the Exchange Act is recorded, processed, summarized and reported within the time periods specified in the Securities and Exchange Commission rules and forms, and that such information is accumulated and communicated to our management, including our Chief Executive Officer and our Chief Financial Officer, as appropriate, to allow timely decisions regarding required disclosures.

There were no changes in our internal control over financial reporting, as identified in connection with the evaluation required by Rule 13a-15(d) and Rule 15d-15(d) of the Exchange Act, that occurred during the three months ended March 31, ~~2019~~2020 that have materially affected, or are reasonably likely to materially affect, our internal control over financial reporting.

For a description of our material pending legal proceedings, please see Note ~~13,~~ 12, Commitments and Contingencies, to the consolidated financial statements included elsewhere in this Quarterly Report on Form 10-Q.

In addition, the following matter is being disclosed pursuant to Item 103 of Regulation S-K because it relates to environmental regulations and aggregate civil penalties could potentially exceed $100,000.

The Bay Area Air Quality Management District (the “BAAQMD”) has issued notices of violation to us relating to air permitting for the Tesla Factory, but has not initiated formal proceedings. We dispute certain of these allegations and are working to resolve them with the BAAQMD. Further, we assert that there has been no related adverse community or environmental impact. While we cannot predict the outcome of this matter, including the final amount of any penalties, it is not expected to have a material adverse impact on our business.

You should carefully consider the risks described below together with the other information set forth in this report, which could materially affect our business, financial condition and future results. The risks described below are not the only risks facing our company. Risks and uncertainties not currently known to us or that we currently deem to be immaterial also may materially adversely affect our business, financial condition and operating results.

We have been, and may in the future be, adversely affected by the global COVID-19 pandemic, the duration and economic, governmental and social impact of which is difficult to predict, which may significantly harm our business, prospects, financial condition and operating results.

During and following the first quarter of 2020, there has been a widespread worldwide impact from the COVID-19 pandemic, and we have been, and may in the future be, adversely affected as a result. Numerous government regulations and public advisories, as well as shifting social behaviors, have temporarily limited or closed non-essential transportation, government functions, business activities, and person-to-person interactions, and the duration of such trends is difficult to predict. For example, we experienced a government-imposed suspension of operations for 10 days at Gigafactory Shanghai immediately following a scheduled 7-day closure for the Lunar New Year holiday, after which we resumed operations on February 10, 2020. Panasonic, our partner that manufactures lithium-ion battery cells for our products at our Gigafactory Nevada, suspended its operations there for 14 days before resuming certain operations starting on April 11, 2020. Finally, we temporarily suspended most production at Gigafactory New York starting on March 14, 2020 pursuant to a New York State executive order, and we decided to temporarily suspend all production at the Fremont Factory starting on March 23, 2020 and most production at Gigafactory Nevada starting on April 12, 2020 in order to accommodate the related challenges for our employees and their families and our suppliers. We also instituted certain temporary cost reduction measures by furloughing certain of our hourly employees and reducing most salaried employees’ base salaries globally while our U.S. operations are scaled back. Social distancing measures and reduced operations or closures at government offices and businesses, including motor vehicle departments, vehicle auction houses and municipal and utility company inspectors, also resulted in challenges in or postponements past the first quarter of 2020 for our new vehicle deliveries, used vehicle sales, and energy product deployments, and such conditions have generally continued.

The specific timing and pace of our resumption of normal U.S. manufacturing operations will depend on the status of various government regulations and the readiness of our suppliers, vendors and currently inactive production workforce. Although we are working with each of our suppliers and government agencies on how best to resume and sustain production, it ultimately remains uncertain how quickly we and our suppliers will be able to return to prior levels of production and maintain such levels. Likewise, it is possible that the contingencies generally inherent in our ongoing construction of and ramp at Gigafactory Shanghai and Gigafactory Berlin may be exacerbated by such conditions.

Even after we restore operations at our U.S. production facilities, our manufacturing rates and timelines may also be affected by global economic markets and levels of consumer comfort and spend, which could impact demand in the worldwide transportation and automotive industries and for construction projects such as the addition of solar energy systems. We have always monitored macroeconomic conditions to remain flexible and optimize and evolve our business as appropriate, and we will continue to do so. Because the impact of current conditions on an ongoing basis is yet largely unknown, is rapidly evolving, and has been varied across geographic regions, this ongoing assessment will be particularly critical to allow us to accurately project demand and infrastructure requirements globally and deploy our production, workforce, and other resources accordingly. Moreover, as we have offered and continue to offer various financing options for our vehicles and energy products, we bear the credit risk on such transactions. To the extent that market conditions, unemployment rates and/or government-mandated moratoriums on periodic payments result in significant rates of default by our customers, our business would be adversely impacted.

If current global market conditions continue or worsen, or if we cannot or do not resume suspended operations at a rate commensurate with such conditions or resume suspended operations and are later required to or choose to suspend such operations again, our business, prospects, financial condition, and operating results could be materially harmed.

We have experienced in the past, and may experience in the future, delays or other complications in the design, manufacture, launch, ~~production, delivery~~ and ~~servicing~~production ramp of ~~new~~our vehicles, ~~and~~ energy products, ~~as well as~~and product features, or may not realize our manufacturing cost targets, which could harm our brand, business, prospects, financial condition and operating results.

We have previously experienced launch ~~manufacturing,~~and production ~~and delivery~~ ramp delays or other complications in connection with the introduction of new vehicle models ~~such as Model S, Model X~~ and ~~Model 3, new~~ vehicle ~~features such as the all-wheel drive dual motor drivetrain on Model S and the second version of Autopilot hardware, and a significant increase in automation introduced in the manufacture of Model 3.~~features. For example, we encountered unanticipated ~~challenges, such as certain~~ supply chain constraints that led to initial delays in producing Model ~~X. Similarly, we experienced certain challenges~~X and an isolated supplier limitation in the ~~production~~manufacture of Model ~~3 that led to delays in its ramp. Moreover, in the areas of~~3. Similarly, during our initial Model 3 production ~~where~~ramp, we had challenges ramping fully automated processes, such as portions of the battery module assembly line, material flow system and the general assembly line, which we ~~reduced~~addressed by reducing the levels of automation and ~~introduced~~introducing semi-automated or manual ~~processes, and~~processes. In addition, we have ~~also had to address an isolated supplier limitation~~introduced in the ~~manufacture~~past and may introduce in the future new manufacturing technologies, techniques and processes for our vehicles, such as aluminum spot welding systems and high-speed blow forming of certain difficult to stamp vehicle parts, and unique design features with different manufacturing challenges, such as large display screens, dual motor drivetrain, hardware for our Autopilot and FSD features, falcon-wing doors, and a heat pump and octovalve system for increased power efficiency. There is no guarantee that we will be able to successfully and timely introduce and scale any such new processes or features.

In particular, our future business depends in large part on the high-volume production of Model ~~3. If issues like these arise or recur, if~~3 and Model Y, which we believe are our ~~remediation measures~~vehicles with the largest markets. We have limited experience to date in manufacturing Model 3 at high volumes and ~~process changes do not continue~~continuously increasing its production rates, particularly across multiple vehicle manufacturing facilities, which we commenced in the fourth quarter of 2019 with Gigafactory Shanghai coming online. In order to be successful, we will need to implement, maintain and/or ramp efficient and cost-effective manufacturing capabilities, processes and supply chains and achieve the design tolerances, high quality and maximum output rates we have planned, including at Gigafactory Shanghai, and for Model Y, which we commenced manufacturing at the Fremont Factory in the first quarter of 2020. Bottlenecks such as those we have experienced in the past with new product ramps and other unexpected challenges may also arise as we ramp production, and it will be important that we address them promptly while continuing to reduce our manufacturing costs. If we are not successful in doing so, or if we experience issues with ~~transitioning to full automation in certain production lines or to other planned~~our ongoing manufacturing process improvements ~~or if~~and cost-down efforts, we ~~experience issues or~~could face delays in ~~building~~establishing and/or sustaining our Model 3 and Model Y ramps or be unable to meet our related cost and profitability targets.

Moreover, we will need to hire, train and compensate skilled employees to operate high-volume production facilities to support our vehicle ramp at the Fremont Factory and Gigafactory Shanghai, ~~in China or commencing~~as well as at Gigafactory Nevada to support the manufacture of battery packs and ~~ramping Model 3 production there, we could experience issues in sustaining the Model 3 ramp or delays in increasing Model 3 production further, including the introduction~~drive units for certain of ~~new variants. Also, if we encounter difficulties in scaling~~ our ~~delivery or servicing capabilities for Model 3 or future vehicles and products to high volumes in the U.S. or internationally, our financial condition and operating results could suffer. In addition,~~vehicles. Finally, because our vehicle models, in particular Model 3 and Model Y, may share certain parts, suppliers or production facilities with each other, ~~vehicle models,~~ the volume or efficiency of production with respect to one model may impact also the production of other models or lead to bottlenecks that impact the production of all models.

We may also experience similar future delays or other complications in ~~bringing to market and~~launching and/or ramping production of new vehicles, such as ~~Model Y, the~~ Tesla Semi, ~~our planned pickup truck~~Cybertruck and the new Tesla Roadster, our energy storage products and the Solar Roof, as well as future features and services such as ~~full self-driving~~new Autopilot or FSD features and the autonomous Tesla ride-hailing network. Likewise, we may encounter delays with the design, construction and regulatory or other approvals necessary to build and bring online future manufacturing facilities, including our planned Gigafactory Berlin in Germany.

Any significant ~~additional~~ delay or other complication in cost-effectively ramping the production of ~~and delivery capabilities for~~ our current products, including resuming any currently suspended manufacturing, or the development, manufacture, launch ~~production~~ and ~~delivery and servicing capability~~production ramp of our future products, features and services, including complications associated with expanding our production capacity and supply chain ~~and delivery systems~~ or obtaining or maintaining related regulatory approvals, could materially damage our brand, business, prospects, financial condition and operating results.

~~We have experienced in the past, and may experience in the future, delays~~ in ~~realizing~~ ~~our~~ ~~projected timelines~~ ~~and~~ ~~cost~~ ~~and~~ ~~volume targets for~~ ~~the production~~ ~~and ramp~~ ~~of Model 3~~, ~~which could harm our business~~, ~~prospects, financial condition and operating results.~~

~~Our~~ ~~future business depends in large part on our~~ ~~ability to~~ execute on our plans to manufacture, market and sell the Model 3 vehicle, which we are offering at a lower price point and which we are producing at significantly higher volumes than the Model S or Model X vehicles. We commenced production and initial customer deliveries of Model 3 in July 2017, and since then have achieved a stabilized production rate. At the Tesla Factory, we expect to continue to increase our Model 3 production rate to approximately 7,000 units per week on a sustained basis by the end of 2019. Moreover, in China, we expect to commence production of ~~certain trims of Model 3~~ for the local market in China in the initial phase of our Gigafactory Shanghai by the end of 2019, and then progressively increase levels of localization through local sourcing and manufacturing. Inclusive of and dependent upon how quickly we can ramp Gigafactory Shanghai, our next milestone is to be able to produce at least 500,000 units of all vehicle models combined in a continuous 12-month period ending no later than June 30, 2020. However, the timeframe for commencing Model 3 production at Gigafactory Shanghai is subject to a number of uncertainties, including regulatory approval, supply chain constraints, and the pace of installing production equipment and bringing the factory online.

~~We have limited experience to date in manufacturing vehicles at the high volumes that we recently achieved and to which we anticipate ramping further for Model 3, and to be successful, we will need to~~ ~~complete the implementation and ramp of efficient and cost-effective manufacturing capabilities, processes and supply chains necessary to support such volumes, including at Gigafactory Shanghai.~~ ~~We are employing a higher degree of automation in the manufacturing processes for Model 3 than we have previously employed and to continue to implement additional automation. In some cases,~~ ~~we have temporarily reduced the levels of automation and introduced semi-automated or manual processes, at additional labor cost,~~ ~~and we have also had to address an isolated supplier limitation~~. Additional bottlenecks may also arise as we continue to ramp production at the Tesla Factory and commence the initial phase of Model 3 production at Gigafactory Shanghai, and it will be important that we address them promptly and in a cost-effective manner. Moreover, our Model 3 production plan has generally required to date significant investments of cash and management resources, and we are deploying certain additional resources as we further progress our ramp and begin production in new locations in the future, such as China.

~~Our production plan for Model 3 is based on many key assumptions, including:~~

If one or more of the foregoing assumptions turns out to be incorrect, our ability to meet our Model 3 projections on time and at volumes and prices that are profitable, the demand for and deliveries of Model 3, as well as our business, prospects, operating results and financial condition, may be materially and adversely impacted.

We may be unable to meet our growing product sales, delivery, installation, vehicle ~~production, sales~~servicing and ~~delivery~~charging plans, or accurately project and ~~servicing needs, any of~~manage this growth internationally, which could harm our business and prospects.

Our plans call for sustaining and further ramping from our significant increases in vehicle production and deliveries, particularly for Model 3. Our ability to achieve these plans will depend upon a number of factors, including our ability to utilize installed manufacturing capacity to achieve the planned production yield, further install and increase capacity in accordance with our planned timelines and costs, maintain our desired quality levels and optimize design and production changes, as well as our suppliers’ ability to support our needs. In addition, we have used and may use in the future a number of new manufacturing technologies, techniques and processes for our vehicles, which we must successfully introduce and scale for high-volume production. For example, we have introduced highly automated production lines, aluminum spot welding systems and high-speed blow forming of certain difficult to stamp vehicle parts. We have also introduced unique design features in our vehicles with different manufacturing challenges, such as large display screens, dual motor drivetrain, Autopilot hardware and falcon-wing doors. We have limited experience developing, manufacturing, selling and servicing, and allocating our available resources among, multiple products simultaneously. If we are unable to realize our plans, our brand, business, prospects, financial condition and operating results could be materially damaged.

Concurrent with developing, launching and ramping our ~~increasing vehicle production levels,~~products, our success will depend on our ability to continue to significantly increase their sales, deliveries, installations and ~~deliveries of~~servicing worldwide, while allocating our ~~vehicles. Although~~available resources among multiple products simultaneously. As we ~~have a plan for selling and delivering increased volumes of vehicles,~~ expand globally, we ~~have limited experience in marketing, selling and delivering vehicles at the higher volumes at which we are manufacturing Model 3. We have announced a global shift~~will also need to ~~exclusively transact our vehicle sales through the Internet (except for limited inventory sales), and~~ensure we are in compliance with any regulatory requirements applicable to the ~~process~~sale, installation and service of ~~optimizing~~our products, the sale of electricity generated through our solar energy systems and operation of Superchargers in various jurisdictions, which could take considerable time and expense. These plans require significant cash investments and management resources and there is no guarantee that they will ultimately generate additional sales or installations of our products.

We continuously evaluate, and as appropriate evolve, our retail operations atand product offerings in order to maximize our ~~stores accordingly. Such an approach has not traditionally been used~~reach and optimize our costs, vehicle line-up and model differentiation, and purchasing experience. However, there is no guarantee that each step in our evolving strategy will be perceived as intended by prospective customers accustomed to ~~sell~~more traditional sales models. Likewise, while we are pioneering touchless vehicle deliveries and test drives in certain regions to allow prospective customers to experience our vehicles ~~at volume. We may also face difficulties meeting our sales~~while promoting their comfort and ~~delivery goals in both existing markets as well as new markets into which we expand,~~convenience, there is no guarantee that such ~~as Europe and China where we saw challenges in initially ramping our logistical channels as we began to deliver Model 3 there~~measures will be effective large-scale substitutes for ~~the first time in the first quarter of 2019.~~traditional transactions. In particular, we are targeting ~~for the first time~~ with Model 3 and Model Y a global mass demographic with a broad range of potential customers, in which we have limited experience projecting demand and pricing our products. We currently produce numerous international variants (including regional versions) of Model 3 in batches in accordance with the demand that we expect for them, and we have long lead times associated with procuring certain parts and finite production capabilities at a ~~single factory from which all Model 3 vehicles are shipped globally, including to destinations with long transit times. If~~limited number of factories, and if our specific ~~Model 3~~ demand expectations for these variants prove inaccurate, ~~including as we continue to expand the markets in which we offer Model 3,~~ we may not be able to timely generate sales matched to the specific vehicles that we produce in the same timeframe or that are commensurate with our operations in a given region, which may negatively impact our deliveries and operating results in a particular period. Likewise, as we develop and grow our energy storage product and solar business worldwide, our success will depend on our ability to correctly forecast demand for our products in different markets.

Moreover, because we do not have independent dealer networks, we are responsible for delivering all of our vehicles to our customers and meeting their vehicle servicing needs. ~~To date,~~While we have substantially implemented and improved many aspects of our delivery and service operations, we still have relatively limited experience with, and may face difficulties in, such deliveries and servicing at ~~the scale to which we expect to grow,~~high volumes, particularly in international ~~markets.~~markets as we expand. For example, significant transit time may be required to transport vehicles in volume into international markets, and we also saw challenges in initially ramping our logistical channels in China and Europe as we delivered Model 3 there for the first time in the first quarter of 2019. To accommodate ~~our~~growing volumes, we have deployed a number of delivery models, such as deliveries to customers’ homes and workplaces, some of which have not been previously tested at scale and in different ~~geographies. Moreover, significant transit time~~geographies and may not ultimately be required to transport vehicles such as Model 3 in volume into new markets for the first time. To the extent that such factors lead to delays in our deliveries, our results may be negatively impacted. Finally,successful. Likewise, because of our unique expertise with our vehicles, we recommend that our vehicles be serviced by our service centers, Mobile Service technicians or certain authorized professionals that we have specifically trained and equipped. If we experience delays in adding such servicing capacity or experience unforeseen issues with the reliability of our vehicles, particular higher-volume and newer additions to our fleet such as Model 3 ~~which we recently commenced producing at volume,~~and Model Y, it could overburden our servicing ~~capabilities.~~capabilities and parts inventory. Finally, the increasing number of Tesla vehicles also requires us to continue to rapidly increase the number of our Supercharger stations and connectors throughout the world.

We are also expanding our installation capabilities for the Solar Roof as we continue its manufacturing ramp by training both our own personnel and third party installers. If we are ~~unable~~not successful in growing this overall installation capability to keep pace with our increasing production, or if we experience unforeseen delays in the production ramp or inaccurately forecast demand for the Solar Roof, our operating results may be negatively impacted.

There is no assurance that we will be able to ramp upour business to meet our sales, delivery, servicing, charging and ~~servicing~~installation targets globally, orthat our projections on which such targets are based will prove accurate, or that the pace of growth or coverage of our customer infrastructure network will meet customer expectations. Moreover, we may not be successful in managing our global operations if we are ~~inaccurate, this~~unable to avoid cost overruns and other unexpected operating costs, adapt our products and conduct our operations to meet local requirements and regulations, implement required local infrastructure, systems and processes, and find and hire as needed additional sales, service, electrical installation, construction and administrative personnel. If we fail to manage our growth effectively, it could result in negative publicity and damage to our brand and have a material adverse effect on our business, prospects, financial condition and operating results.

Our future growth and success is dependent upon consumers’ willingness to adopt electric vehicles and specifically our ~~vehicles, especially~~vehicles. We operate in the ~~mass market demographic~~automotive industry, which ~~we are targeting with Model 3.~~is generally susceptible to cyclicality and volatility.

Our growth is highly dependent upon the worldwide adoption by consumers of alternative fuel vehicles in general and electric vehicles in particular. Although we have successfully grown demand for our vehicles thus far, there is no guarantee of such future demand, or that our vehicles will not compete with one another in the market. Moreover, the ~~Model 3~~target demographics for our vehicles, in particular the mass market demographic ~~is larger, but more competitive, than the demographic~~ for Model S3 and Model ~~X, and additional electric vehicles~~Y, are ~~entering the market.~~

highly competitive. If the market for electric vehicles in general and Tesla vehicles in particular does not develop as we expect, or develops more slowly than we expect, or if demand for our vehicles decreases in our markets, our business, prospects, financial condition and operating results could be harmed.

We have only relatively recently ~~begun high volume~~achieved high-volume production of vehicles, and are still at an earlier stage and have limited resources relative to our ~~competitors, and~~competitors. Moreover, the market for alternative fuel vehicles is rapidly evolving. As a result, the market for our vehicles could be affected by numerous factors, such as:

We are dependent on our suppliers, the majority of which are single-source suppliers, and the inability of these suppliers to deliver necessary components of our products according to our schedule and at prices, quality levels and volumes acceptable to us, or our inability to efficiently manage these components, could have a material adverse effect on our financial condition and operating results.

Our products contain ~~numerous~~thousands of purchased parts that we source globally from hundreds of direct suppliers. We attempt to mitigate our supply chain risk by entering into long-term agreements where it is practical and beneficial to do so, ~~including agreements we entered into with Panasonic to be our manufacturing partner~~qualifying and ~~supplier. Because the majority of our suppliers are currently single-source suppliers, we also minimize our risk when we can qualify and obtain~~obtaining components from multiple sources where sensible, and maintaining safety stock for key parts and assemblies and die banks for components with lengthy procurement lead times. However, our limited, and in most cases single-source, supply chain exposes us to multiple potential sources of delivery failure or component shortages for our production, such as ~~with respect to PV panels for our retrofit solar installations,~~those which we ~~purchase~~experienced in 2012 and 2016 in connection with our slower-than-planned Model S and Model X ramps. Furthermore, unexpected changes in business conditions, materials pricing, labor issues, wars, governmental changes, tariffs, natural disasters such as the March 2011 earthquakes in Japan, health epidemics such as the global COVID-19 pandemic, and other factors beyond our and our suppliers’ control could also affect these suppliers’ ability to deliver components to us on a timely basis. The loss of any supplier, particularly a single- or limited-source supplier, or the disruption in the supply of components from our suppliers, could lead to product design changes, production delays of key revenue-generating products, idle manufacturing facilities, and potential loss of access to important technology and parts for producing, servicing and supporting our products, any of which could result in negative publicity, damage to our brand and a ~~variety~~material and adverse effect on our business, prospects, financial condition and operating results.

We may also be impacted by changes in our supply chain or production needs. We have experienced in the past, and may experience in the future, cost increases from certain of ~~suppliers. However,~~our suppliers in order to meet our quality targets and development timelines as well as due to our design changes. Likewise, any significant increases in our production, such as for Model 3 and our expectations for Model Y, has required and/or may in the future require us to procure additional components in a short amount of ~~time,~~time. Our suppliers may not ultimately be able to sustainably and ~~in the past we have also replaced certain suppliers because of their failure~~timely meet our cost, quality and volume needs, requiring us to ~~provide components that met our quality control standards.~~replace them with other sources. While we believe that we will be able to secure additional or alternate sources of supply for most of our components in a relatively short time frame, there is no assurance that we will be able to do so or develop our own replacements for certain highly customized components of our products. If we encounter unexpected difficulties with key suppliers such as Panasonic and if we are unable to fill these needs from other suppliers, we could experience production delays and potential loss of access to important technology and parts for producing, servicing and supporting our products.

This limited, and in many cases single-source, supply chain exposes us to multiple potential sources of delivery failure or component shortages for the production of our products, such as those which we experienced in 2012 and 2016 in connection with our slower-than-planned Model S and Model X ramps. Furthermore, unexpected changes in business conditions, materials pricing, labor issues, wars, governmental changes, tariffs, natural disasters such as the March 2011 earthquakes in Japan and other factors beyond our and our suppliers’ control, could also affect our suppliers’ ability to deliver components to us on a timely basis. The loss of any single- or limited-source supplier or the disruption in the supply of components from these suppliers could lead to product design changes and delays in product deliveries to our customers, which could hurt our relationships with our customers and result in negative publicity, damage to our brand and a material and adverse effect on ~~our business, prospects, financial condition and operating results.~~

Changes in our supply chain have also resulted in the past, and may result in the future, in increased cost. We have also experienced cost increases from certain of our suppliers in order to meet our quality targets and development timelines as well as due to our design changes, and we may experience similar cost increases in the future. Certain suppliers have sought to renegotiate the terms of supply arrangements.components. Additionally, we ~~are negotiating~~continuously negotiate with existing suppliers ~~for~~to obtain cost reductions ~~seeking~~and avoid unfavorable changes to terms, seek new and less expensive suppliers for certain parts, and ~~attempting~~attempt to redesign certain parts to make them less expensive to produce. If we are unsuccessful in our efforts to control and reduce supplier costs, our operating results will suffer.

In particular, because we are producing Model 3 at significantly higher volumes than any of our other products to date, the negative impact of any delays or other constraints with respect to our suppliers for Model 3 could be substantially greater than any supply chain-related issues experienced with respect to our other products. We need our Model 3 suppliers to sustainably ramp in accordance with our ongoing rampOutside of the ~~different variants of Model 3~~U.S., we have limited manufacturing experience and ~~deliver according to our schedule. There is no assurance that these suppliers will ultimately be able to sustainably and timely meet our cost, quality and volume needs.~~ ~~For example,~~ we may experience issues or delays increasing the level of ~~localization in China through local sourcing and manufacturing~~localized procurement at our Gigafactory ~~Shanghai.~~Shanghai and in the future at our Gigafactory Berlin. Furthermore, as the scale of our vehicle production increases, we will need to accurately forecast, purchase, warehouse and transport components to our manufacturing facilities ~~components~~and servicing locations internationally and at much higher volumes. If we are unable to accurately match the timing and quantities of component purchases to our actual needs ~~including for our different model variants,~~ or successfully implement automation, inventory management and other systems to accommodate the increased complexity in our supply chain, we may incur unexpected production disruption, storage, transportation and write-off costs, which could have a material adverse effect on our financial condition and operating results.

~~Future~~Any problems or delays in expanding Gigafactory 1Nevada or ramping and maintaining operations there could negatively affect the production and profitability of our products, such as Model 3, Model Y and our energy storage products. In addition, the battery cells produced there store large amounts of energy.

To lower the cost of cell production and produce cells in high volume, we have vertically integrated the production of lithium-ion cells ~~and finished~~at Gigafactory Nevada, where we also manufacture battery packs and drive units for ~~Model 3~~certain vehicles and energy storage products and assemble our Megapack product. Production of lithium-ion cells at Gigafactory ~~1. While Gigafactory 1~~Nevada began ~~producing lithium-ion cells for energy storage products~~ in ~~January~~ 2017, and ~~has since begun producing lithium-ion cells for Model 3,~~ we have no other direct experience in the production of lithium-ion cells. Given the size and complexity of this undertaking, it is possible that future events could result in issues or delays in further ramping our products and expanding production output at Gigafactory ~~1. Moreover, we expect that we will need additional production output at Gigafactory 1~~ ~~to support vehicle production at Gigafactory Shanghai in part when we commence Model 3 production there.~~Nevada.

In order to achieve our volume and gross margin targets for ~~Model 3~~our vehicles and ~~the anticipated ramp in production of~~ energy storage products, we must continue to sustain and ramp significant cell production at Gigafactory 1,Nevada, which, among other things, requires Panasonic to successfully operate and further ramp its cell production lines at significant volumes. Although Panasonic has a long track record of producing high-quality cells at significant volume at its factories in Japan, it has relatively limited experience with cell production at Gigafactory 1.Nevada. Moreover, although Panasonic is co-located with us at Gigafactory Nevada, it is free to make its own operational decisions, such as its determination to temporarily suspend its manufacturing there in response to the COVID-19 pandemic. In addition, we produce several components for Model 3 and Model Y, such as battery modules incorporating the lithium-ion cells produced by Panasonic and drive units (including to support Gigafactory Shanghai production), at Gigafactory 1.Nevada. Some of the manufacturing lines for such components took longer than anticipated to ramp to their full capacity. While we have largely overcome this bottleneck after deploying multiple semi-automated lines and improving our original lines, additional bottlenecks may arise as we continue to increase the production ~~rate.~~rate and introduce new lines. If we or Panasonic are unable to or otherwise do not maintain Gigafactory Nevada production, or if we are unable to ~~maintain Gigafactory 1 production,~~cost-effectively ramp output additionally over time as needed ~~and do so cost-effectively,~~ or ~~if we or Panasonic are unable to attract,~~ hire and retain a substantial number of highly skilled personnel, our ability to supply battery packs or other components for Model 3, Model Y and our other products could be negatively impacted, which could negatively affect our brand and harm our business, prospects, financial condition and operating results.

In addition, the high volumes of lithium-ion cells and battery modules and packs manufactured at Gigafactory Nevada are stored and recycled at our various facilities. Any mishandling of battery cells may cause disruption to the operation of such facilities. While we have implemented safety procedures related to the handling of the cells, there can be no assurance that a safety issue or fire related to the cells would not disrupt our operations. Such disruptions or issues could negatively affect our brand and harm our business, prospects, financial condition and operating results.

Any issues or delays in meeting our projected timelines, costs and production ~~capacity for~~at or funding the ~~construction~~ramp of Gigafactory Shanghai, or any difficulties in generating and maintaining local demand for vehicles manufactured there, could adversely impact our business, prospects, operating results and financial condition.

As part of our continuing work to increase ~~Model 3~~ production of our vehicles on a sustained basis, and in order to make them affordable in international markets by accessing local supply chains and workforces, we have established Gigafactory Shanghai in China. Currently, we have installed annual production capacity for 200,000 Model 3 ~~affordable~~vehicles there that we believe we will eventually be able to push to actual rates of production in ~~the markets where we plan to offer it,~~ excess of such number, and we have ~~begun~~commenced construction of the ~~initial~~next phase of Gigafactory Shanghai ~~and expect~~ to ~~commence production of~~ ~~certain trims of~~add Model Y manufacturing capacity at least equivalent to that for Model 3 ~~for the local market in China by the end~~. The ramp and further expansion of ~~2019, and then progressively increase levels of localization through local sourcing and manufacturing. The timeframe for commencing Model 3 production at~~ Gigafactory Shanghai isare subject to a number of uncertainties inherent in all new manufacturing operations, including ongoing compliance with regulatory ~~approval, receipt and~~requirements, maintenance of ~~certain manufacturing~~operational licenses and approvals for additional expansion, potential supply chain constraints, hiring, training and retention of qualified employees, and the pace of ~~installing~~bringing production equipment and ~~bringing~~processes online with the ~~factory online.~~capability to manufacture high-quality units at scale. We have limited experience to date with ~~constructing~~operating manufacturing facilities abroad, and ~~have~~ only recently ~~begun~~began to sell Model 3 in China. If we experience any issues or delays in meeting our projected timelines, costs, capital efficiency and production capacity for Gigafactory Shanghai, or in ~~securing~~maintaining and complying with the terms of local debt financing that we intend will largely fund ~~its construction,~~it, or in generating and maintaining demand locally for the vehicles we manufacture at Gigafactory Shanghai, our business, prospects, operating results and financial condition could be adversely impacted.

~~If our vehicles or other products that we sell or install fail to perform as expected, our ability to develop, market and sell our products and services could be harmed.~~

If our vehicles or our energy products contain defects in design and manufacture that cause them not to perform as expected or that require repair, or certain features of our vehicles, such as full self-driving, take longer than expected to become enabled or are legally restricted, our ability to develop, market and sell our products and services could be harmed. For example, the operation of our vehicles is highly dependent on software, which is inherently complex and may contain latent defects and errors or be subject to external attacks. Issues experienced by vehicle customers have included those related to the software for the 17 inch display screen, the panoramic roof and the 12-volt battery in the Model S and the seats and doors in the Model X. Although we attempt to remedy any issues we observe in our products as effectively and rapidly as possible, such efforts may not be timely, may hamper production or may not be to the satisfaction of our customers. While we have performed extensive internal testing on the products we manufacture, we currently have a limited frame of reference by which to evaluate detailed long-term quality, reliability, durability and performance characteristics of our battery packs, powertrains, vehicles and energy storage products. There can be no assurance that we will be able to detect and fix any defects in our products prior to their sale to or installation for consumers.

Any product defects, delays or legal restrictions on product features, or other failure of our products to perform as expected, could harm our reputation and result in delivery delays, product recalls, product liability claims, and significant warranty and other expenses, and could have a material adverse impact on our business, financial condition, operating results and prospects.

If we fail to scale our business operations and otherwise manage future growth and adapt to new conditions effectively as we rapidly grow our company, including internationally, we may not be able to produce, market, sell and service our products successfully.

Any failure to manage our growth effectively could materially and adversely affect our business, prospects, operating results and financial condition. We expect to continue to expand our operations significantly, including internationally and with our increasing production of Model 3 and the worldwide sales, delivery and servicing of a significantly higher number of vehicles than our current vehicle fleet in the coming years. Furthermore, we are developing and growing our energy storage product and solar business worldwide, including in countries where we have limited or no previous operating experience. Our future operating results depend to a large extent on our ability to manage our expansion and growth successfully and to correctly forecast demand for our products in different markets. We may not be successful in undertaking this global expansion if we are unable to control ~~expenses~~ ~~and avoid cost overruns and other unexpected operating costs, establish~~ ~~sufficient~~ ~~worldwide~~ ~~service and Supercharger facilities in a timely manner,~~ ~~adapt~~ ~~our products and conduct our operations to meet local requirements,~~ ~~implement~~ ~~required local infrastructure, systems and processes, and~~ ~~find and hire a significant number of additional manufacturing, engineering, service, electrical installation, construction and administrative personnel.~~

In particular, ~~we plan to expand our manufacturing capabilities outside of the U.S., where we have limited experience operating a factory or managing related regulatory, financing and other challenges. For example,~~ local manufacturing is critical to our expansion and sales in China, which is the largest market for electric vehicles in the world. Our vehicle sales ~~of Model S and Model X~~ in China have been negatively impacted in the past by certain tariffs on automobiles manufactured in the U.S., such as our vehicles, and our costs for producing our vehicles in the U.S. have also been affected by import duties on certain components sourced from China. If we are not able to ~~establish manufacturing activities in China~~successfully and ~~other jurisdictions~~timely ramp Gigafactory Shanghai, we may continue to ~~minimize~~be exposed to the impact of such unfavorable tariffs, duties or costs ~~or ramp~~to our ~~production capabilities at Gigafactory 1 or other facilities~~detriment compared to ~~support such vehicle manufacturing~~locally-based competitors.

We face risks associated with our international operations, including unfavorable and uncertain regulatory, political, economic, tax and labor conditions, and with establishing ourselves in new markets, all of which could harm our business.

We have a global footprint with domestic and international operations and subsidiaries. Accordingly, we are subject to a variety of legal, political and regulatory requirements and social, environmental and economic conditions over which we have little control. For example, we may be impacted by trade policies, environmental conditions, political uncertainty and economic cycles involving geographic regions where we have significant operations, which are inherently unpredictable. We are subject to a number of risks associated in particular with international business activities that may increase our costs, impact our ability to ~~compete in such jurisdictions,~~sell our products and require significant management attention. These risks include conforming our ~~operating results, business~~products to various international regulatory and ~~prospects, will be harmed.~~

~~If we are unable to achieve our targeted manufacturing costs for our vehicles, including Model 3, our financial condition and operating results will suffer.~~

While we are continuing to and expect in the future to realize cost reductions by both us and our suppliers, there is no guarantee we will be able to achieve sufficient cost savings to reach our gross margin and profitability goals, including for the least expensive variant of Model 3 that we have begun to produce, or our other financial targets. We incur significant costs related to procuring the materials required to manufacture our vehicles, assembling vehicles and compensating our personnel. If our efforts to continue to decrease manufacturing costs are not successful, we may incur substantial costs or cost overruns in utilizing and increasing the production capability of our vehicle manufacturing facilities, suchsafety requirements as ~~for Model 3 both in the U.S. and internationally. Many of the factors that impact our manufacturing costs are beyond our control, such~~well as ~~potential increases in the costs of our materials and components, such as lithium, nickel~~charging and other ~~components~~electric infrastructures, organizing local operating entities, difficulty in establishing, staffing and managing foreign operations, challenges in attracting customers, foreign government taxes, regulations and permit requirements, our ability to enforce our contractual rights, trade restrictions, customs regulations, tariffs and price or exchange controls, and preferences of ~~our battery cells or aluminum used to produce body panels. If we are unable to continue to control and reduce our manufacturing costs, our operating results, business and prospects will be harmed.~~foreign nations for domestically manufactured products.

Increases in costs, disruption of supply or shortage of materials, in particular for lithium-ion cells, could harm our business.

We may experience increases in the cost of or a sustained interruption in the supply or shortage of materials. Any such increase, supply interruption or shortage could materially and negatively impact our business, prospects, financial condition and operating results. We use various materials in our business including aluminum, steel, lithium, nickel, copper and cobalt, as well as lithium-ion cells from suppliers. The prices for these materials fluctuate, and their available supply may be unstable, depending on market conditions and global demand for these materials, including as a result of increased production of electric vehicles and energy storage products by our competitors, and could adversely affect our business and operating results. For instance, we are exposed to multiple risks relating to lithium-ion cells. These risks include:

Our business is dependent on the continued supply of battery cells for the battery packs used in our vehicles and energy storage products. While we believe several sources of the battery cells are available for such battery packs, and expect to eventually rely substantially on battery cells manufactured at our own facilities, we have to date fully qualified only a very limited number of suppliers for the cells used in such battery packs and have very limited flexibility in changing cell suppliers. Any disruption in the supply of battery cells from such suppliers could disrupt production of our vehicles and of the battery packs we produce for energy products until such time as a different supplier is fully qualified. Furthermore, fluctuations or shortages in petroleum and other economic conditions may cause us to experience significant increases in freight charges and material costs. Substantial increases in the prices for our materials or prices charged to us, such as those charged by battery cell suppliers, would increase our operating costs, and could reduce our margins if we cannot recoup the increased costs through increased vehicle prices. Any attempts to increase ~~vehicle~~product prices in response to increased material costs could result in cancellations of ~~vehicle~~ orders and reservations and therefore materially and adversely affect our brand, image, business, prospects and operating results.

If our vehicles or other products that we sell or install fail to perform as expected, our ability to develop, market and sell our products and services could be harmed.

If our vehicles or our energy products contain defects in design and manufacture that cause them not to perform as expected or that require repair, or certain features of our vehicles such as new Autopilot or FSD features take longer than expected to become enabled, are legally restricted or become subject to onerous regulation, our ability to develop, market and sell our products and services could be harmed. For example, the operation of our vehicles is highly dependent on software, which is inherently complex and may contain latent defects and errors or be subject to external attacks. Issues experienced by vehicle customers have included those related to the software for the 17 inch display screen, as well as the panoramic roof and the 12-volt battery in the Model S and the seats and doors in the Model X. Although we attempt to remedy any issues we observe in our products as effectively and rapidly as possible, such efforts may not be timely, may hamper production or may not be to the satisfaction of our customers. While we have performed extensive internal testing on the products we manufacture, we currently have a limited frame of reference by which to evaluate detailed long-term quality, reliability, durability and performance characteristics of our battery packs, powertrains, vehicles and energy storage products. There can be no assurance that we will be able to detect and fix any defects in our products prior to their sale to or installation for customers.

Any product defects, delays or legal restrictions on product features, or other failure of our products to perform as expected, could harm our reputation and result in delivery delays, product recalls, product liability claims, breach of warranty claims, and significant warranty and other expenses, and could have a material adverse impact on our business, financial condition, operating results and prospects.

We may become subject to product liability claims, which could harm our financial condition and liquidity if we are not able to successfully defend or insure against such claims.

Although we design our vehicles to be the safest vehicles on the road, product liability claims, even those without merit, could harm our business, prospects, operating results and financial condition. The automobile industry in particular experiences significant product liability claims and we face inherent risk of exposure to claims in the event our vehicles do not perform or are claimed to not have performed as expected. As is true for other automakers, our ~~cars~~vehicles have been involved and we expect in the future will be involved in crashes resulting in death or personal injury, and such crashes where Autopilot isor FSD features are engaged are the subject of significant public attention. We have experienced and we expect to continue to face claims arising from or related to misuse or claimed failures of new technologies that we are pioneering, including Autopilot and FSD features in our vehicles. In addition, the battery packs that we produce make use of lithium-ion cells. On rare occasions, lithium-ion cells can rapidly release the energy they contain by venting smoke and flames in a manner that can ignite nearby materials as well as other lithium-ion cells. While we have designed the battery pack to passively contain any single cell’s release of energy without spreading to neighboring cells, there can be no assurance that a field or testing failure of our vehicles or other battery packs that we produce will not occur, in particular due to a high-speed crash, which could subject us to lawsuits, product recalls or redesign efforts, all of which would be time consuming and expensive.

Moreover, as our solar energy systems and energy storage products generate and store electricity, they have the potential to cause injury to people or property. A successful product liability claim against us could require us to pay a substantial monetary award. ~~Our risks in this area are particularly pronounced given the relatively limited number of vehicles and energy storage products delivered to date and limited field experience of our products.~~ Moreover, a product liability claim could generate substantial negative publicity about our products and business and could have a material adverse effect on our brand, business, prospects and operating results. In most jurisdictions, we generally self-insure against the risk of product liability claims for vehicle exposure, meaning that any product liability claims will likely have to be paid from company funds, not by insurance.

The markets in which we operate are highly competitive, and we may not be successful in competing in these industries. We currently face competition from new and established domestic and international competitors and expect to face competition from others in the future, including competition from companies with new technology.

The worldwide automotive market, particularly for alternative fuel vehicles, is highly competitive today and we expect it will become even more so in the future. There is no assurance that our vehicles will be successful in the respective markets in which they compete. A significant and growing number of established and new automobile manufacturers, as well as other companies, have entered or are reported to have plans to enter the alternative fuel vehicle market, including hybrid, plug-in hybrid and fully electric vehicles, as well as the market for self-driving technology and applications. In some cases, such competitors have announced an intention to produce electric vehicles exclusively at some point in the future. Most of our current and potential competitors have significantly greater financial, technical, manufacturing, marketing, vehicle sales resources and networks than we do and may be able to devote greater resources to the design, development, manufacturing, distribution, promotion, sale and support of their products. In particular, some competitors have also announced plans to compete with us in important and large markets for electric vehicles, such as ~~China.~~China and in Europe. Increased competition could result in lower vehicle unit sales, price reductions, revenue shortfalls, loss of customers and loss of market share, which could harm our business, prospects, financial condition and operating results. In addition, ~~our~~ Model 3 ~~vehicle faces~~and Model Y face competition from existing and future automobile manufacturers in the extremely competitive entry-level premium sedan and compact SUV market, including ~~Audi,~~ BMW, Ford, Lexus, Mercedes and ~~Mercedes.~~Volkswagen Group.

The solar and energy storage industries are highly competitive. We face competition from other manufacturers, developers and installers of solar and energy storage systems, as well as from large utilities. Decreases in the retail prices of electricity from utilities or other renewable energy sources could make our products less attractive to customers and lead to an increased rate of customer defaults under our existing long-term leases and PPAs. Moreover, prices for solar product ~~component~~components and prices per kWh for lithium-ion battery ~~prices~~cells have declined and ~~are continuing~~may continue to decline, which may adversely impact our ability to cost-effectively manufacture such components ourselves.

If we are unable to establish and maintain confidence in our long-term business prospects among consumers, analysts and within our industries, or are subject to negative publicity, then our financial condition, operating results, business prospects and ~~stock price~~access to capital may suffer materially.

Consumers may be less likely to purchase our products if they are not convinced that our business will succeed or that our service and support and other operations will continue in the long term. Similarly, suppliers and other third parties will be less likely to invest time and resources in developing business relationships with us if they are not convinced that our business will succeed. Accordingly, in order to build and maintain our business, we must maintain confidence among customers, suppliers, analysts, ratings agencies and other parties in our long-term financial viability and business prospects. Maintaining such confidence may be particularly complicated by certain factors including those that are largely outside of our control, such as our limited operating history, ~~negative press,~~ customer unfamiliarity with our products, any delays in scaling manufacturing, delivery and service operations to meet demand, competition and uncertainty regarding the future of electric vehicles or our other products and services, and our quarterly production and sales performance compared with market ~~expectations,~~expectations.

In particular, Tesla’s products, business, results of operations, statements and ~~any other negative publicity related to us. Many~~actions are well-publicized by a range of ~~these factors are largely outside our control, and any negative perceptions about our long-term business prospects, even if~~third parties. Such attention includes frequent criticism, which is often exaggerated or unfounded, such as speculation regarding the sufficiency or stability of our management ~~team,~~team. Any such negative perceptions, whether caused by us or not, could harm our business and make it more difficult to raise additional funds if needed.

Our plan to generate ongoing growth and demand, including by expanding and optimizing our vehicle service and charging operations and infrastructure, will require significant cash investments and management resources and may not meet expectations with respect to additional sales, installations or servicing of our products or availability of public charging solutions.

We plan to generate ongoing growth and demand, including by globally expanding and optimizing our vehicle service and charging operations and infrastructure. These plans require significant cash investments and management resources and may not meet our expectations with respect to additional sales or installations of our products. This ongoing global expansion, which includes planned entry into markets in which we have limited or no experience selling, delivering, installing and/or servicing our products at scale, and which may pose legal, regulatory, labor, cultural and political challenges that we have not previously encountered, may not have the desired effect of increasing sales and installations and expanding our brand presence to the degree we are anticipating. Furthermore, the increasing number of Tesla vehicles will require us to continue to increase the number of our Supercharger stations and connectors significantly in locations throughout the world. If we fail to do so in a timely manner, our customers could become dissatisfied, which could adversely affect sales of our vehicles. We will also need to ensure we are in compliance with any regulatory requirements applicable to the sale, installation and service of our products, the sale of electricity generated through our solar energy systems and operation of Superchargers in those jurisdictions, which could take considerable time and expense. If we experience any delays or cannot meet customer expectations in expanding our customer infrastructure network, or our expansion plans are not successful in continuing to grow demand, this could lead to a decrease or stagnation in sales or installations of our products and could negatively impact our business, prospects, financial condition and operating results.

We face risks associated with our global operations and expansion, including unfavorable regulatory, political, economic, tax and labor conditions, and with establishing ourselves in new markets, all of which could harm our business.

We currently have a global footprint, with domestic and international operations and subsidiaries in various countries and jurisdictions, and we continue to expand and optimize our vehicle service and charging capabilities internationally. Accordingly, we are subject to a variety of legal, political and regulatory requirements and social and economic conditions over which we have little control. For example, we may be impacted by trade policies, political uncertainty and economic cycles involving geographic regions where we have significant operations. Sales of vehicles in the automotive industry also tend to be cyclical in many markets, which may expose us to increased volatility as we expand and adjust our operations and retail strategies.

We are subject to a number of risks associated in particular with international business activities that may increase our costs, impact our ability to sell our products and require significant management attention. These risks include conforming our products to various international regulatory and safety requirements as well as charging and other electric infrastructures, organizing local operating entities, difficulty in establishing, staffing and managing foreign operations, challenges in attracting customers, foreign government taxes, regulations and permit requirements, our ability to enforce our contractual rights; trade restrictions, customs regulations, tariffs and price or exchange controls, and preferences of foreign nations for domestically manufactured products. For example, in China, which is a key market for us, certain products such as automobiles manufactured in the U.S. have become subject to a recently increased tariff imposed by the government. While such increase has been temporarily suspended, the tariff could remain in place for an undetermined length of time, be further increased in the future and/or lead consumers to postpone or choose another vehicle brand subject to lower tariffs or no tariffs. Moreover, recently increased import duties on certain components used in our products that are sourced from China may increase our costs and negatively impact our operating results.

Our vehicles and energy storage products make use of lithium-ion battery cells, which have been observed to catch fire or vent smoke and flame, and such events have raised concerns, and future events may lead to additional concerns, about the batteries used in automotive applications.

The battery packs that we produce make use of lithium-ion cells. On rare occasions, lithium-ion cells can rapidly release the energy they contain by venting smoke and flames in a manner that can ignite nearby materials as well as other lithium-ion cells. While we have designed the battery pack to passively contain any single cell’s release of energy without spreading to neighboring cells, there can be no assurance that a field or testing failure of our vehicles or other battery packs that we produce will not occur, which could subject us to lawsuits, product recalls or redesign efforts, all of which would be time consuming and expensive. Also, negative public perceptions regarding the suitability of lithium-ion cells for automotive applications or any future incident involving lithium-ion cells such as a vehicle or other fire, even if such incident does not involve our vehicles or energy storage products, could seriously harm our business.

In addition, we store and recycle a significant number of lithium-ion cells at our facilities and are producing high volumes of cells and battery modules and packs at Gigafactory 1. Any mishandling of battery cells may cause disruption to the operation of our facilities. While we have implemented safety procedures related to the handling of the cells, there can be no assurance that a safety issue or fire related to the cells would not disrupt our operations. Such damage or injury could lead to adverse publicity and potentially a safety recall. Moreover, any failure of a competitor’s electric vehicle or energy storage product may cause indirect adverse publicity for us and our products. Such adverse publicity could negatively affect our brand and harm our business, prospects, financial condition and operating results.

If we fail to effectively grow and manage the compliance, residual, financing, and credit risks related to our ~~vehicle~~various financing programs, our business may suffer.

We offer financing arrangements for our vehicles in North America, Europe, and Asia primarily through various financial institutions. We also currently offer leasing directly through our local subsidiaries for Model S, ~~and~~ Model X, ~~in the U.S.~~ and ~~Canada and for~~ Model 3 in the U.S. and for Model S and Model X in Canada. Under a lease held directly by us, we typically receive only a very small portion of the total vehicle purchase price at the time of lease, followed by a stream of payments over the term of the lease. ~~The~~We have also offered various arrangements for customers of our solar energy systems, whereby they pay us a fixed payment to lease or finance the purchase of solar energy systems, or purchase electricity generated by our systems. If we do not successfully monitor and comply with applicable national, state, and/or local financial regulations and consumer protection laws governing these transactions, we may become subject to enforcement actions or penalties, either of which may harm our business.

Also, the profitability of any vehicles returned to us at the end of their leases depends on our ability to accurately project our vehicles’ residual values at the outset of the leases, and such values may fluctuate prior to the end of their terms depending on various factors such as supply and demand of our used vehicles, economic cycles, and the pricing of new vehicles. For example, we made certain adjustments to our vehicle prices during ~~the first quarter of~~ 2019 to reflect anticipated changes to our cost structure from periodically optimizing our retail strategy, and as a limited accommodation to customers in consideration of ~~the first~~a reduction in the then-applicable U.S. electric vehicle federal tax credit. Such pricing changes may impact the residual values of our vehicles. The vehicle leasing program also relies on our ability to secure adequate financing and/or business partners to fund and grow this ~~program, and screen for and manage customer credit risk.~~program. We expect the availability of leasing and other vehicle financing options will be important for our vehicle customers. If we are unable to adequately fund our leasing program ~~with~~through internal funds, or partners or other external financing sources, and compelling alternative financing programs are not available for our customers, we may be unable to grow our ~~sales.~~vehicle deliveries. Furthermore, if our vehicle leasing business grows substantially, our business may suffer if we cannot effectively manage the greater levels of residual ~~and credit risks~~risk resulting from growth. Finally, if we do not successfully monitor and comply with applicable national, state and/or local financial regulations and consumer protection laws governing lease transactions, we may become subject to enforcement actions or penalties, either of which may harm our business.

Moreover, we have provided resale value guarantees to vehicle customers and partners for certain financing programs, under which such counterparties may sell their vehicles back to us at certain points in time at pre-determined amounts. However, actual resale values, as with residual values for leased vehicles, are subject to similar fluctuations over the term of the financing arrangements, such as from the vehicle pricing changes discussed above. If the actual resale values of any vehicles resold or returned to us pursuant to these programs are materially lower than the pre-determined amounts we have offered, our operating results, profitability and/or liquidity could be negatively impacted.

Finally, our vehicle and solar energy system financing programs also require us to screen for and manage customer credit risk. In the event of a widespread economic downturn or other catastrophic event, our solar energy and/or our vehicle customers may be unable or unwilling to satisfy their payment obligations to us on a timely basis or at all. If a significant number of our customers default, we may incur credit losses and/or have to recognize impairment charges with respect to the underlying assets, which may be substantial. Any such credit losses and/or impairment charges could adversely affect our operating results or financial condition.

The unavailability, reduction or elimination of, or unfavorable determinations with respect to, government and economic incentives in the U.S. and abroad supporting the development and adoption of electric vehicles, energy storage products or solar energy could have some impact on demand for our products and services.

We and our customers currently benefit from certain government and economic incentives supporting the development and adoption of electric vehicles. In the U.S. and abroad, such incentives include ~~among other things,~~ tax credits or rebates that encourage the purchase of electric vehicles. ~~In Norway, for example,~~Specific policies in place around the world include exempting the purchase of electric vehicles ~~is not currently subject to~~from import taxes, ~~the 25%~~ value added ~~tax,~~taxes, or ~~the~~ carbon dioxide and weight-based purchase taxes that apply to the purchase of gas-powered vehicles. Notably, the quantum of incentive programs promoting electric vehicles is a tiny fraction of the amount of subsidies that are provided to gas-powered vehicles through the oil and gas industries. Nevertheless, even the limited benefits from suchtaxes. Such programs could be reduced, eliminated or exhausted. For example, under current regulations, a $7,500 federal tax credit that was available in the U.S. for the purchase of our vehicles ~~is being~~was reduced in phases during 2019 and ~~will sunset at the end of,~~ended on December 31, 2019. We believe ~~the first reduction in~~that this ~~tax credit~~sequential phase-out likely pulled forward some ~~near-term~~vehicle demand ininto the ~~U.S. into 2018, and could create similar pull-forwards in 2019 before~~periods preceding each ~~further step reduction in the federal tax credit.~~reduction. Moreover, in July 2018, a previously available incentive for purchases of Model 3 in Ontario, Canada was cancelled and Tesla buyers in Germany lost access to electric vehicle incentives for a short period of time beginning late 2017. In April 2017 and January 2016, respectively, previously available incentives in Hong Kong and Denmark that favored the purchase of electric vehicles expired, negatively impacting sales. Effective March 2016, California implemented regulations phasing out a $2,500 cash rebate on qualified electric vehicles for high-income consumers. Such developments could have some negative impact on demand for our vehicles, and we and our customers may have to adjust to them.

In addition, certain governmental rebates, tax credits and other financial incentives that are currently available with respect to our solar and energy storage product businesses allow us to lower our ~~installation~~ costs ~~and cost of capital~~ and encourage customers to buy our products and investors to invest in our solar financing funds. However, these incentives may expire on a particular date when the allocated funding is exhausted, reduced or terminated as renewable energy adoption rates increase, ~~often~~sometimes without warning. For example, the U.S. federal government currently offers ~~a 30% ITC~~an investment tax credit (ITC) for the installation of solar power facilities and energy storage systems that are charged from a co-sited solar power ~~facility. The~~facility; however, the ITC is currently scheduled to decline in phases, ~~ultimately~~from 26% for qualifying solar systems for which construction began by December 31, 2020, to 10% for commercial and utility systems and to 0% for customer-owned residential systems ~~by January 2022.~~for which construction begins after December 31, 2021. Likewise, in jurisdictions where net energy metering is currently available, our customers receive bill credits from utilities for energy that their solar energy systems generate and export to the grid in excess of the electric load they use. Several jurisdictions have reduced, altered or eliminated the benefit available under net energy metering, or have proposed to do so. Such reductions in or termination of governmental incentives could adversely impact our results by making our products less competitive for potential customers, increasing our cost of capital and adversely impacting our ability to attract investment partners and to form new financing funds for our solar and energy storage assets. Additionally, the enactment of the Tax Cuts and Jobs Act in the U.S. could potentially increase the cost, and decrease the availability, of renewable energy financing, by reducing the value of depreciation benefits associated with, and the overall investor tax capacity needed to monetize, renewable energy projects. Such changes could lower the overall investment willingness and capacity for such projects available in the market.

Moreover, we and our fund investors claim the ITC and certain state incentives in amounts based on the fair market value of our solar and energy storage systems. Although we obtain independent appraisals to support the claimed fair market values, the relevant governmental authorities have audited such values and in certain cases have determined that they should be lower, and they may do so again in the future. Such determinations may result in adverse tax consequences and/or our obligation to make indemnification or other payments to our funds or fund investors.

Any failure by us to comply with the terms of our agreement with the Research Foundation for the State University of New York relating to our Gigafactory 2,New York, could result in negative consequences for our business.

We are party to an operating lease ~~arrangement with~~and a research and development agreement through the ~~Research Foundation for the State University of New York (the “SUNY Foundation”). This agreement provides~~SUNY Foundation. These agreements provide for the construction and use of our Gigafactory 2 in Buffalo, New York, ~~where~~which we have ~~housed~~primarily used for the development and production of our Solar Roof and other solar products and ~~components.~~components, energy storage components, and Supercharger components, and for other lessor-approved functions. Under this agreement, we are obligated to, among other things, directly employ specified minimum numbers of ~~Tesla~~ personnel in the State of New York and spend or incur $5.0 billion in combined capital, operational expenses, costs of goods sold and other costs in the State of New York during the 10-year period ~~following~~beginning April 30, 2018. In April 2020, the ~~substantial completion~~government agency overseeing this agreement issued guidance that all obligations relating to investment and employment targets under certain of ~~all construction and related infrastructure,~~its projects, including our obligation to be compliant with our applicable targets under such agreement on April 30, 2020, may be deferred for a one-year period upon such agency’s approval of an application for relief by the ~~arrival~~obligor. As we temporarily suspended most of our manufacturing ~~equipment, and the receipt of certain permits and other specified items~~operations at Gigafactory 2.New York pursuant to a New York State executive order issued in March 2020 as a result of the COVID-19 pandemic, we intend to apply for and expect to be granted such deferral. While we expect significant operations at Gigafactory 2New York and the surrounding Buffalo area to eventually resume and continue, including with our ramp and manufacture of the Solar Roof, if we fail in any year over the course of the term of the agreement to meet ~~these~~all applicable future obligations, we would be obligated to pay a “program payment” of $41.2 million to the SUNY Foundation infor such year. Any inability on our part to comply with ~~the~~applicable future requirements of this agreement may result in the payment of significant amounts to the SUNY Foundation, the termination of our lease at Gigafactory 2,New York, and/or the need to adjust certain of our operations, in particular our production ramp of the Solar ~~Roof.~~Roof or Supercharger components. Any of the foregoing events could have a material adverse effect on our business, prospects, financial condition and operating results.

If we are unable to attract and/or retain key employees and hire qualified personnel, our ability to compete could be harmed.

The loss of the services of any of our key employees could disrupt our operations, delay the development and introduction of our vehicles and services, and negatively impact our business, prospects and operating results. In particular, we are highly dependent on the services of Elon Musk, our Chief Executive ~~Officer, and Jeffrey B. Straubel, our Chief Technology~~ Officer.

None of our key employees is bound by an employment agreement for any specific term and we may not be able to successfully attract and retain senior leadership necessary to grow our business. Our future success depends upon our ability to attract and retain executive officers and other key technology, sales, marketing, engineering, manufacturing and support personnel, especially to support our high-volume manufacture of vehicles, ~~and~~ expansion plans and technological innovation, and any failure or delay in doing so could adversely impact our business, prospects, financial condition and operating results.

Key talent may leave Tesla due to various factors, such as a very competitive labor market for talented individuals with automotive or technology experience, or any negative publicity related to us. In California, Nevada and other regions where we have operations, including outside of the U.S., there is increasing competition for individuals with skillsets needed for our business, including specialized knowledge of electric vehicles, software engineering, manufacturing engineering, and other skills such as electrical and building construction expertise. This competition affects ~~both~~ our ability to retain ~~key employees~~ and hire ~~new ones.~~key employees. Moreover, we have in the past conducted reductions in force in order to optimize our organizational structure and reduce costs, and certain senior personnel have also departed for various reasons. Likewise, as a result of our current suspension of various U.S. manufacturing operations, in April 2020 we temporarily furloughed certain hourly employees and reduced most salaried employees’ base salaries. Our continued success depends upon our continued ability to hire new employees in a timely manner, especially to support our expansion plans, ~~and to~~ retain current employees, orincluding furloughed employees when our U.S. operations fully resume, and replace departed senior employees with qualified and experienced individuals, which is typically a time-consuming process. Additionally, we compete with both mature and prosperous companies that have far greater financial resources than we do and start-ups and emerging companies that promise short-term growth opportunities. Difficulties in retaining ~~current employees~~ or recruiting ~~new ones~~employees could have an adverse effect on our performance and results.

Finally, our compensation philosophy for all of our personnel reflects our startup origins, with an emphasis on equity-based awards and benefits in order to closely align their incentives with the long-term interests of our stockholders. Each of our current equity incentive plan and employee stock purchase plan provides for an “evergreen” provision that permits our board of directors to increase on an annual basis, subject to specified limits, the number of equity-based awards that may be granted to, and shares of our common stock that may be purchased by, our personnel thereunder. The currently active plans are currently scheduled to expire in December 2019, and we will need to extend them or adopt new plans in order to continue to compensate our employees following their expiration, which will require the approval of our stockholders. Moreover, the new plans that our board of directors has approved in April 2019 subject to the approval of our stockholders do not contain evergreen provisions, which means that we willWe have to periodically seek and obtain approval from our stockholders for future increases to the number of awards that may be granted and shares that may be purchased under ~~such~~our equity incentive and employee stock purchase plans. If we are unable to obtain the requisite stockholder approvals to ~~approve and adopt these new plans and~~ obtain future increases to the number of awards that may be granted and shares that may be purchased ~~thereunder,~~under such plans, and compensate our personnel in accordance with our compensation philosophy, our ability to retain and hire qualified personnel would be negatively impacted.

We are highly dependent on the services of Elon Musk, our Chief Executive Officer.

We are highly dependent on the services of Elon Musk, our Chief Executive Officer and largest stockholder. Although Mr. Musk spends significant time with Tesla and is highly active in our management, he does not devote his full time and attention to Tesla. Mr. Musk also currently serves as Chief Executive Officer and Chief Technical Officer of Space Exploration Technologies Corp., a developer and manufacturer of space launch vehicles, and is involved in other emerging technology ventures.

We are continuously expanding and improving our information technology systems and use security measures designed to protect our systems against breaches and cyber-attacks. If these efforts are not successful, our business and operations could be disrupted ~~and~~or our intellectual property could be compromised, as a result of which our operating results and reputation could be harmed.

We are continuously expanding and improving our information technology systems, including implementing new internally developed systems and deploying such systems globally, to assist us in the management of our business. In particular, our volume production of multiple vehicles necessitates continued development, maintenance and improvement of our information technology systems in the U.S.~~, China~~ and ~~other locations~~ abroad, ~~which include~~including at Gigafactory Shanghai, such as systems for product data management, procurement, inventory management, production planning and execution, sales, service and logistics, dealer management, financial, tax and regulatory compliance systems. We also maintain information technology measures designed to protect us against intellectual property theft, data breaches and other cyber-attacks. The implementation, maintenance, segregation and improvement of these systems require significant management time, support and cost. Moreover, there are inherent risks associated with developing, improving and expanding our core systems as well as implementing new systems and updating current systems, including the disruption of our data management, procurement, manufacturing execution, finance, supply chain and sales and service processes. These risks may affect our ability to manage our data and inventory, procure parts or supplies or manufacture, sell, deliver and service vehicles, adequately protect our intellectual property or achieve and maintain compliance with, or realize available benefits under, tax laws and other applicable regulations.

We cannot be sure that these systems or their required functionality will be effectively implemented, maintained or expanded as planned. If we do not successfully implement, maintain or expand these systems as planned, our operations may be disrupted, our ability to accurately and/or timely report our financial results could be impaired, and deficiencies may arise in our internal control over financial reporting, which may impact our ability to certify our financial results. Moreover, our proprietary information or intellectual property could be compromised or misappropriated and our reputation may be adversely affected. If these systems or their functionality do not operate as we expect them to, we may be required to expend significant resources to make corrections or find alternative sources for performing these functions.

Any unauthorized control or manipulation of our products’ systems could result in loss of confidence in us and our products and harm our business.

Our products contain complex information technology systems. For example, our vehicles and energy storage products are designed with built-in data connectivity to accept and install periodic remote updates from us to improve or update their functionality. We have designed, implemented and tested security measures intended to prevent unauthorized access to our information technology networks, our products and their systems. However, hackers have reportedly attempted, and may attempt in the future, to gain unauthorized access to modify, alter and use such networks, products and systems to gain control of, or to change, our products’ functionality, user interface and performance characteristics, or to gain access to data stored in or generated by our products. We encourage reporting of potential vulnerabilities in the security of our products via our security vulnerability reporting policy, and we aim to remedy any reported and verified vulnerability. Accordingly, we have received reports of potential vulnerabilities in the past and have attempted to remedy them. However, there can be no assurance that vulnerabilities will not be exploited in the future before they can be identified, or that our remediation efforts are or will be successful.

Any unauthorized access to or control of our products or their systems or any loss of data could result in legal claims or proceedings. In addition, regardless of their veracity, reports of unauthorized access to our products, their systems or data, as well as other factors that may result in the perception that our products, their systems or data are capable of being “hacked,” could negatively affect our brand and harm our business, prospects, financial condition and operating results. We have been the subject of such reports in the past.

We are subject to ~~various environmental and safety~~substantial laws and regulations that could impose substantial costs, legal prohibitions or unfavorable changes upon usour operations or products, and any failure to comply with these laws and regulations, including as they evolve, could negatively impact our ability to operate our manufacturing ~~facilities.~~facilities and substantially harm our business and operating results.

As a manufacturing company, including with respect to our current facilities such as the ~~Tesla~~Fremont Factory, Gigafactory 1,Nevada, Gigafactory 2New York and Gigafactory Shanghai and our future facility at Gigafactory Berlin, we are ~~and~~or will be subject to complex environmental, manufacturing, health and safety laws and regulations at numerous jurisdictional levels in the U.S., China, Germany and other locations abroad, including laws relating to the use, handling, storage, recycling, disposal and human exposure to hazardous ~~materials.~~materials and with respect to constructing, expanding and maintaining our facilities. The costs of compliance, including remediating contamination if any is found on our properties and any changes to our operations mandated by new or amended laws, may be significant. We may also face unexpected delays in obtaining permits and approvals required by such laws in connection with our manufacturing facilities, which would hinder our operation of these facilities. Such costs and delays may adversely impact our business prospects and operating results. Furthermore, any violations of these laws may result in substantial fines and penalties, remediation costs, third party damages, or a suspension or cessation of our operations.

~~Our business may be adversely affected by any disruptions caused by union activities.~~

It is not uncommon for employees at companies with significant manufacturing operations such as us to belong to a union, which can result in higher employee costs and increased risk of work stoppages. Moreover, regulations in some jurisdictions outside of the U.S. mandate employee participation in industrial collective bargaining agreements and work councils with certain consultation rights with respect to the relevant companies’ operations. Although we work diligently to provide the best possible work environment for our employees, they may still decide to join or seek recognition to form a labor union, or we may be required to become a union signatory. The United Automobile Workers (“UAW”) has been engaged in a campaign to organize manufacturing operations at Tesla. As part of that campaign, the UAW has filed with the National Labor Relations Board (“NLRB”) a series of unfair labor practice charges against Tesla on which a hearing recently concluded. We cannot predict the timing of the NLRB’s decision, and an unfavorable outcome for Tesla may have a negative impact on the perception of Tesla’s treatment of our employees. Furthermore, we are directly or indirectly dependent upon companies with unionized work forces, such as parts suppliers and trucking and freight companies, and work stoppages or strikes organized by such unions could have a material adverse impact on our business, financial condition or operating results. If a work stoppage occurs, it could delay the manufacture and sale of our products and have a material adverse effect on our business, prospects, operating results or financial condition.

Our products and services are subject to substantial regulations, which are evolving, and unfavorable changes or failure by us to comply with these regulations could substantially harm our business and operating results.

~~Motor vehicles are subject to substantial regulation under international, federal, state and local laws. We incur significant costs in complying with these regulations and~~ may be required to incur additional costs to comply with any changes to such regulations, and any failures to comply could result in significant expenses, delays or fines. We are subject to laws and regulations applicable to the supply, manufacture, import, sale and service of automobiles internationally. For example, in countries outside of the U.S., we are required to meet standards relating to vehicle safety, fuel economy and emissions, among other things, that are often materially different from requirements in the U.S., thus resulting in additional investment into the vehicles and systems to ensure regulatory compliance in those countries. This process may include official review and certification of our vehicles by foreign regulatory agencies prior to market entry, as well as compliance with foreign reporting and recall management systems requirements.

~~Additionally,~~In particular, we offer in our vehicles ~~are equipped with a suite of driver-assistance~~Autopilot and FSD features ~~called Autopilot, which help~~that today assist drivers with certain tedious and potentially dangerous aspects of road travel, but which currently require drivers to remain engaged. We are continuing to develop our FSD technology with the goal of achieving full self-driving capability in the future. There is a variety of international, federal and state regulations that may apply to self-driving vehicles, which include many existing vehicle standards that were not originally intended to apply to vehicles that may not have a driver. Such regulations continue to rapidly change, which increases the likelihood of a patchwork of complex or conflicting regulations, or may delay products or restrict self-driving features and availability, any of which could adversely affect our business.

~~Moreover,~~Finally, as a manufacturer and installer of solar generation and energy storage systems and a supplier of electricity generated and stored by the solar energy and energy storage systems we install for customers, we are impacted by federal, state and local regulations and policies concerning electricity pricing, the interconnection of electricity generation and storage equipment with the electric grid, and the sale of electricity generated by third-party owned systems. For example, existing or proposed regulations and policies would permit utilities to limit the amount of electricity generated by our customers with their solar energy systems, charge fees and penalties to our customers relating to the purchase of energy other than from the grid, adjust electricity rate designs such that the price of our solar products may not be competitive with that of electricity from the grid, restrict us and our customers from transacting under our PPAs or qualifying for government incentives and benefits that apply to solar power, and limit or eliminate net energy metering. If such regulations and policies ~~remain in effect~~are continued or ~~are~~ adopted, ~~in other jurisdictions,~~ or if other regulations and policies that adversely impact the interconnection or use of our solar and energy storage systems are introduced, they could deter potential customers from purchasing our solar and energy storage products, threaten the economics of our existing contracts and cause us to cease solar and energy storage system sales and operations in the relevant jurisdictions, which could harm our business, prospects, financial condition and results of operations.

Failure to comply with ~~various~~a variety of U.S. and international privacy and consumer protection laws to which we are subject could harm the Company.

Our privacy ~~policy~~notice is posted on our website, and any failure by us or our vendor or other business partners to comply with it or with federal, state or international privacy, data protection or security laws or regulations relating to the processing, collection, use, retention, security and transfer of personally identifiable information could result in regulatory or litigation-related actions against us, legal liability, fines, damages, ongoing audit requirements and other significant costs. Substantial expenses and operational changes may be required in connection with maintaining compliance with such laws, and in particular certain emerging privacy laws are still subject to a high degree of uncertainty as to their interpretation and application. For example, in May 2018, the General Data Protection Regulation ~~(the “GDPR”)~~ began to fully apply to the processing of personal information collected from individuals located in the European ~~Union. The GDPR~~Union, and has created new compliance obligations and has significantly increased fines for noncompliance. Similarly, as of January 2020, the California Consumer Privacy Act imposes certain legal obligations on our use and processing of personal information related to California residents. Although we take steps to protect the security and integrity of our customers’ personal information, we may be required to expend significant resources to comply with data breach requirements if, for example, third parties improperly obtain and use the personal information of our customers or we otherwise experience a data loss with respect to customers’ personal information. A major breach of our network security and systems could have negative consequences for our business and future prospects, including possible fines, penalties and damages, reduced customer demand for our vehicles and harm to our reputation and brand.

Our business may be adversely affected by any disruptions caused by union activities.

It is not uncommon for employees of certain trades at companies such as us to belong to a union, which can result in higher employee costs and increased risk of work stoppages. Moreover, regulations in some jurisdictions outside of the U.S. mandate employee participation in industrial collective bargaining agreements and work councils with certain consultation rights with respect to the relevant companies’ operations. Although we work diligently to provide the best possible work environment for our employees, they may still decide to join or seek recognition to form a labor union, or we may be required to become a union signatory. From time to time, labor unions have engaged in campaigns to organize certain of our operations, as part of which such unions have filed unfair labor practice charges against us with the National Labor Relations Board, and they may do so in the future. In September 2019, an administrative law judge issued a recommended decision for Tesla on certain issues and against us on certain others. The National Labor Relations Board has not yet adopted the recommendation and we have appealed certain aspects of the recommended decision. Any unfavorable ultimate outcome for Tesla may have a negative impact on the perception of Tesla’s treatment of our employees. Furthermore, we are directly or indirectly dependent upon companies with unionized work forces, such as parts suppliers and trucking and freight companies, and work stoppages or strikes organized by such unions could have a material adverse impact on our business, financial condition, or operating results. If a work stoppage occurs, it could delay the manufacture and sale of our products and have a material adverse effect on our business, prospects, operating results, or financial condition.

We may choose to or be compelled to undertake product recalls or take other similar actions, which could adversely affect our brand image and financial performance.

Any product recall with respect to our products may result in adverse publicity, damage our brand, and adversely affect our business, prospects, operating results, and financial condition. For example, certain vehicle recalls that we initiated have resulted from various causes, including a component that could prevent the parking brake from releasing once engaged, a concern with the firmware in the restraints control module in certain right-hand-drive vehicles, industry-wide issues with airbags from a particular supplier, Model X seat components that could cause unintended seat movement during a collision, and concerns of corrosion in Model S and Model X power steering assist motor bolts. Furthermore, testing of our products by government regulators or industry groups may require us to initiate product recalls or may result in negative public perceptions about the safety of our products. In the future, we may at various times, voluntarily or involuntarily, initiate a recall if any of our products or our electric vehicle powertrain components that we have provided to other vehicle OEMs, including any systems or parts sourced from our suppliers, prove to be defective or noncompliant with applicable laws and regulations, such as federal motor vehicle safety standards. Such recalls, whether voluntary or involuntary or caused by systems or components engineered or manufactured by us or our suppliers, could involve significant expense and could adversely affect our brand image in our target markets, as well as our business, prospects, financial condition and results of operations.

Our current and future warranty reserves may be insufficient to cover future warranty claims which could adversely affect our financial performance.

~~Subject to separate limited warranties for the supplemental restraint system, battery~~We provide a manufacturer’s warranty on all new and ~~drive unit, we provide four-year or 50,000-mile limited warranties for the purchasers of new Model 3, Model S and Model X~~used Tesla vehicles and ~~either a four-year or 50,000-mile limited warranty or a two-year or 100,000-mile maximum odometer limited warranty for the purchasers of used Model S or Model X vehicles certified~~production powertrain components and sold by us. The limited warranty for the battery and drive unit for new Model S and Model X vehicles covers the drive unit for eight years, as well as the battery for a period of eight years (or for certain older vehicles, 125,000 miles if reached sooner than eight years), although the battery’s charging capacity is not covered under any of our warranties or Extended Service plans; the limited warranty for used Model S and Model X vehicles does not extend or otherwise alter the terms of the original battery and drive unit limited warranty for such used vehicles specified in their original New Vehicle Limited Warranty. For the battery and drive unit on our current new Model 3 vehicles,systems we offer an eight-year or 100,000-mile limited warranty for our Standard Range, Standard Range Plus or mid-range battery and an eight-year or 120,000-mile limited warranty for our long-range battery, with minimum 70% retention of battery capacity over the warranty period.sell. In addition, customers of new Model S and Model X vehicles have the opportunity to purchase an Extended Service plan for the period after the end of the limited warranty for their new vehicles to cover additional services for up to an additional four years or 50,000 miles.

~~For energy storage products,~~ we also provide limited warranties against defects and to guarantee minimum energy retention levels. For example, we currently guarantee that each Powerwall 2 product will maintain at least 70% or 80% (depending on the region of installation) of its stated energy capacity after 10 years, and that each Powerpack 2 product will retain specified minimum energy capacities in each of its first 15 years of use. For our Solar Roof, we currently offer a warranty on the ~~glass tiles for~~installation and maintenance of our systems in addition to the ~~lifetime~~components of ~~a customer’s home and a separate warranty for~~ the energy generation ~~capability of the solar tiles. We also offer extended warranties, availability guarantees~~ and ~~capacity guarantees for periods of up to 20 years at an additional cost at the time of purchase, as well as workmanship warranties to customers who elect to have~~storage systems we sell. For components not manufactured by us, ~~install their systems.~~

Finally, customers who lease solar energy system leases or buy energy from us under PPAs are covered by warranties equal to the length of the agreement term, which is typically 20 years. Systems purchased for cash are covered by a workmanship warranty of up to 20 years. In addition, we pass through to our customers the inverter and panel manufacturers’ ~~warranties, which generally range from 10 to 25 years.~~warranties. Finally, we ~~provide~~offer a performance guarantee with our ~~leased~~financed solar energy systems that ~~compensates~~can compensate a customer on an annual basis if their system does not meet the electricity production guarantees set forth in their PPA or lease. Under these performance guarantees, we bear the risk of electricity production shortfalls resulting from an inverter or panel failure. These risks are exacerbated in the event the panel or inverter manufacturers cease operations or fail to honor their warranties.

If our warranty reserves are inadequate to cover future warranty claims on our products, our business, prospects, financial condition, and operating results could be materially and adversely affected. Warranty reserves include our management’s best estimate of the projected costs to repair or to replace items under warranty. These estimates are based on actual claims incurred ~~to-date~~to date and an estimate of the nature, frequency, and costs of future claims. Such estimates are inherently uncertain and changes to our historical or projected experience, especially with respect to products such as Model 3, Model Y, and Solar Roof that we have recently introduced and/or that we expect to produce at significantly greater volumes than our past products, may cause material changes to our warranty reserves in the future.

Our insurance coverage strategy may not be adequate to protect us from all business risks.

We may be subject, in the ordinary course of business, to losses resulting from products liability, accidents, acts of God, and other claims against us, for which we may have no insurance coverage. As a general matter, we do not maintain as much insurance coverage as many other companies do, and in some cases, we do not maintain any at all. Additionally, the policies that we do have may include significant deductibles or self-insured retentions, and we cannot be certain that our insurance coverage will be sufficient to cover all future losses or claims against us. A loss that is uninsured or which exceeds policy limits may require us to pay substantial amounts, which could adversely affect our financial condition and operating results.

Our financial results may vary significantly from ~~period-to-period~~period to period due to fluctuations in our operating costs and other factors.

We expect our period-to-period financial results to vary based on our operating costs, which we anticipate will fluctuate as the pace at which we continue to design, develop, and manufacture new products and increase production capacity by expanding our current manufacturing facilities and adding future facilities, ~~such as Gigafactory Shanghai~~ may not be consistent or linear between periods. Additionally, our revenues from ~~period-to-period~~period to period may fluctuate as we introduce existing products to new markets for the first time and as we develop and introduce new products. As a result of these factors, we believe that quarter-to-quarter comparisons of our financial results, especially in the short term, are not necessarily meaningful and that these comparisons cannot be relied upon as indicators of future performance. Moreover, our financial results may not meet expectations of equity research analysts, ratings agencies, or investors, who may be focused only on quarterly financial results. If any of this occurs, the trading price of our stock could fall substantially, either suddenly or over time.

Servicing our indebtedness requires a significant amount of cash, and there is no guarantee that we will have sufficient cash flow from our business to pay our substantial indebtedness.

As of March 31, ~~2019,~~2020, we and our subsidiaries had outstanding ~~$10.33~~$12.97 billion in aggregate principal amount of indebtedness (see Note 10, ~~Long-Term~~ Debt ~~Obligations~~, to the consolidated financial statements included elsewhere in this Quarterly Report on Form 10-Q). Our substantial consolidated indebtedness may increase our vulnerability to any generally adverse economic and industry conditions. We and our subsidiaries may, subject to the limitations in the terms of our existing and future indebtedness, incur additional debt, secure existing, or future debt or recapitalize our debt.

Pursuant to their terms, holders of our 1.25% Convertible Senior Notes due 2021, ~~and~~ 2.375% Convertible Senior Notes due 2022, and 2.00% Convertible Senior Notes due 2024 (together, the “Tesla Convertible Notes”) may convert their respective Tesla Convertible Notes at their option prior to the scheduled maturities of the respective Tesla Convertible Notes under certain circumstances. Upon conversion of the applicable Tesla Convertible Notes, we will be obligated to deliver cash and/or shares in respect of the principal amounts thereof and the conversion value in excess of such principal amounts on such Tesla Convertible Notes. Moreover, our subsidiary’s ~~1.625% Convertible Senior Notes due 2019 and~~ Zero-Coupon Convertible Senior Notes due 2020 ~~(together, the~~(the “Subsidiary Convertible Notes”) are convertible into shares of our common stock at a conversion ~~prices ranging from~~price of $300.00 ~~to $759.36~~ per share. Finally, holders of the Tesla Convertible Notes and the Subsidiary Convertible Notes will have the right to require us to repurchase their notes upon the occurrence of a fundamental change at a purchase price equal to 100% of the principal amount of the notes, plus accrued and unpaid interest, if any, to, but not including, the fundamental change purchase date.

Our ability to make scheduled payments of the principal and interest on our indebtedness when due or to make payments upon conversion or repurchase demands with respect to our convertible notes, or to refinance our indebtedness as we may need or desire, depends on our future performance, which is subject to economic, financial, competitive, and other factors beyond our control. Our business may not continue to generate cash flow from operations in the future sufficient to satisfy our obligations under our existing indebtedness, and any future indebtedness we may incur, and to make necessary capital expenditures. If we are unable to generate such cash flow, we may be required to adopt one or more alternatives, such as reducing or delaying investments or capital expenditures, selling assets, refinancing, or obtaining additional equity capital on terms that may be onerous or highly dilutive. Our ability to refinance existing or future indebtedness will depend on the capital markets and our financial condition at such time. In addition, our ability to make payments may be limited by law, by regulatory authority, or by agreements governing our future indebtedness. We may not be able to engage in any of these activities or engage in these activities on desirable terms or at all, which could result in a default on our existing or future indebtedness and have a material adverse effect on our business, results of operations, and financial condition.

Our debt agreements contain covenant restrictions that may limit our ability to operate our business.

The terms of certain of our credit facilities, including ~~our senior secured asset based revolving credit agreement,~~the Credit Agreement, contain, and any of our other future debt agreements may contain, covenant restrictions that limit our ability to operate our business, including restrictions on our ability to, among other things, incur additional debt or issue guarantees, create liens, repurchase stock, or make other restricted payments, and make certain voluntary prepayments of specified debt. In addition, under certain circumstances we are required to comply with a fixed charge coverage ratio. As a result of these covenants, our ability to respond to changes in business and economic conditions and engage in beneficial transactions, including to obtain additional financing as needed, may be restricted. Furthermore, our failure to comply with our debt covenants could result in a default under our debt agreements, which could permit the holders to accelerate our obligation to repay the debt. If any of our debt is accelerated, we may not have sufficient funds available to repay it.

We may need or want to raise additional funds and these funds may not be available to us when we need them. If we cannot raise additional funds when we need or want them,, our operations and prospects could be negatively ~~affected~~.affected.

The design, manufacture, sale, installation, and/or servicing of automobiles, energy storage products, and solar products is a ~~capital intensive~~capital-intensive business, and the specific timing of cash inflows and outflows may fluctuate substantially from period to period. Until we are consistently generating positive free cash flows, we may need or want to raise additional funds through the issuance of equity, equity-related, or debt securities or through obtaining credit from financial institutions to fund, together with our principal sources of liquidity,, the costs of developing and manufacturing our current or future vehicles,, energy storage products, and/or solar products, to pay any significant unplanned or accelerated expenses or for new significant strategic investments, or to refinance our significant consolidated indebtedness, even if not required to do so by the terms of such indebtedness. We need sufficient capital to fund ~~our~~ ongoing operations, ~~ramp vehicle production, continue~~ research, and development projects for new products, ~~continue to develop our main projects including~~establishment, and/or increases of Model 3 and Model Y production capacity at the Fremont Factory and at Gigafactory Shanghai, ~~Model Y~~the continued expansion of Gigafactory Nevada, the construction of Gigafactory Berlin, the manufacturing ramp of the Solar Roof at Gigafactory New York, and ~~Tesla Semi, as well as further expand~~the continued expansion of our retail and service locations, body shops, Mobile Service fleet, and Supercharger ~~and vehicle service and repair networks~~.network. We cannot be certain that additional funds will be available to us on favorable terms when required, or at all. If we cannot raise additional funds when we need them, our financial condition, results of operations, business, and prospects could be materially and adversely affected.

Additionally, we use capital from third-party investors to enable our customers’ access to our solar energy systems with little or no upfront cost. The availability of this financing depends upon many factors, including the confidence of the investors in the solar energy industry, the quality and mix of our customer contracts, any regulatory changes impacting the economics of our existing customer contracts, changes in law (including tax law), risks or government incentives associated with these financings, and our ability to compete with other renewable energy companies for the limited number of potential investors. Moreover, while interest rates remain at low levels, they have risen in recent periods. If the rate of return required by investors rises as a result of a rise in interest rates, it will reduce the present value of the customer payment streams underlying, and therefore the total value of, our financing structures, increasing our cost of capital. If we are unable to establish new financing funds on favorable terms for third-party ownership arrangements, we may be unable to finance the installation of our solar energy systems for our lease or PPA customers’ systems, or our cost of capital could increase and our liquidity may be negatively impacted, which would have an adverse effect on our business, financial condition and results of operations.

We could be subject to liability, penalties, and other restrictive sanctions and adverse consequences arising out of certain governmental investigations and proceedings.

We are cooperating with certain government investigations as discussed in Note ~~13,~~ 12, Commitments and Contingencies, to the consolidated financial statements included elsewhere in this Quarterly Report on Form ~~10-Q. Aside from the settlement with the SEC discussed below relating to Elon Musk’s statement that he was considering taking Tesla private, to~~10-Q. To our knowledge, no government agency in any such ongoing investigation has concluded that any wrongdoing occurred. However, we cannot predict the outcome or impact of any such ongoing matters, and there exists the possibility that we could be subject to liability, penalties, and other restrictive sanctions and adverse consequences if the SEC, the DOJ, or any other government agency were to pursue legal action in the future. Moreover, we expect to incur costs in responding to related requests for information and subpoenas, and if instituted, in defending against any governmental proceedings.

For example, on October 16, 2018, the U.S. District Court for the Southern District of New York entered a final judgment approving the terms of a settlement filed with the Court on September 29, 2018, in connection with the actions taken by the SEC relating to Mr. Musk’s statement on August 7, 2018 that he was considering taking Tesla private. Pursuant to the settlement, we, among other things, paid a civil penalty of $20 million, appointed an independent director as the Chair of the Board, appointed two additional independent directors to our board of directors, and made further enhancements to our disclosure controls and other corporate governance-related matters. On April 26, 2019, ~~a proposed amendment~~this settlement was amended to ~~the settlement to modify~~clarify certain of the previously-agreed disclosure procedures, ~~to clarify~~which was subsequently approved by the ~~application of such procedures was submitted to the Court for approval.~~Court. All other terms of the prior settlement ~~are proposed by the parties to be~~were reaffirmed without modification. Although we intend to continue to comply with the terms and requirements of the settlement, if there is a lack of compliance or an alleged lack of compliance, additional enforcement actions or other legal proceedings may be instituted against us.

If we update or discontinue the use of our manufacturing equipment more quickly than expected, we may have to shorten the useful lives of any equipment to be retired as a result of any such update, and the resulting acceleration in our depreciation could negatively affect our financial results.

We have invested and expect to continue to invest significantly in what we believe is state of the art tooling, machinery, and other manufacturing equipment for our various product lines, and we depreciate the cost of such equipment over their expected useful lives. However, manufacturing technology may evolve rapidly, and we may decide to update our manufacturing process with cutting-edge equipment more quickly than expected. Moreover, we are continually implementing learnings as our engineering and manufacturing expertise and efficiency increase, which may result in our ability to manufacture our products using less of our currently installed equipment. Alternatively, as we ramp and mature the production of ~~Model 3~~our products to higher levels, our learnings may cause us to discontinue the use of already installed equipment in favor of different or additional equipment. The useful life of any equipment that would be retired early as a result would be shortened, causing the depreciation on such equipment to be accelerated, and our results of operations could be negatively impacted.

We are exposed to fluctuations in currency exchange rates, which could negatively affect our financial results.

~~Our revenues~~We transact business globally in multiple currencies and have foreign currency risks related to our revenue, costs of revenue, operating expenses, and localized subsidiary debt denominated in currencies other than the U.S. dollar, currently primarily the Chinese yuan, euro, British pound and Canadian dollar. To the extent we have significant revenues denominated in such foreign currencies, are not completely matched. As we have increased vehicle deliveries in markets outside of the U.S., we have much higher revenues than costs denominated in other currencies such as the euro, Canadian dollar, Chinese yuan and Norwegian krone. Anyany strengthening of the U.S. dollar would tend to reduce our revenues as measured in U.S. dollars, as we have historically experienced. In addition, a portion of our costs and expenses have been, and we anticipate will continue to be, denominated in foreign currencies, including the Japanese ~~yen.~~yen and Chinese yuan. If we do not have fully offsetting revenues in these currencies and if the value of the U.S. dollar depreciates significantly against these currencies, our costs as measured in U.S. dollars as a percent of our revenues will correspondingly increase and our margins will suffer. Moreover, while we undertake limited hedging activities intended to offset the impact of currency translation exposure, it is impossible to predict or eliminate such impact. As a result, our operating results could be adversely affected.

We may face regulatory limitations on our ability to sell vehicles directly, which could materially and adversely affect our ability to sell our electric vehicles.

We sell our vehicles directly to consumers using means that we believe will maximize our reach, currently including through our website and our own stores. While we intend to continue to leverage our most effective sales strategies, we may not be able to sell our vehicles through our own stores in each state in the U.S., as some states have laws that may be interpreted to impose limitations on this direct-to-consumer sales model. In some states, we have also opened galleries to educate and inform customers about our products, but such locations do not actually transact in the sale of vehicles. The application of these state laws to our operations continues to be difficult to predict. Laws in some states have limited our ability to obtain dealer licenses from state motor vehicle regulators and may continue to do so.

In addition, decisions by regulators permitting us to sell vehicles may be challenged by dealer associations and others as to whether such decisions comply with applicable state motor vehicle industry laws. We have prevailed in many of these lawsuits and such results have reinforced our continuing belief that state laws were not designed to prevent our distribution model. In some states, there have also been regulatory and legislative efforts by dealer associations to propose laws that, if enacted, would prevent us from obtaining dealer licenses in their states given our current sales model. A few states have passed legislation that clarifies our ability to operate, but at the same time limits the number of dealer licenses we can obtain or stores that we can operate. ~~We have also filed a lawsuit in federal court in Michigan challenging the constitutionality of the state’s prohibition on direct sales as applied to our business.~~

Internationally, there may be laws in jurisdictions we have not yet entered or laws we are unaware of in jurisdictions we have entered that may restrict our sales or other business practices. Even for those jurisdictions we have analyzed, the laws in this area can be complex, difficult to interpret and may change over time. Continued regulatory limitations and other obstacles interfering with our ability to sell vehicles directly to consumers could have a negative and material impact our business, prospects, financial condition and results of operations.

We may need to defend ourselves against intellectual property infringement claims, which may be time-consuming and could cause us to incur substantial costs.

Others, including our competitors, may hold or obtain patents, copyrights, trademarks, or other proprietary rights that could prevent, limit, or interfere with our ability to make, use, develop, sell, or market our products and services, which could make it more difficult for us to operate our business. From time to time, the holders of such intellectual property rights may assert their rights and urge us to take licenses, and/or may bring suits alleging infringement or misappropriation of such rights. WeWhile we endeavor to obtain and protect the intellectual property rights that we expect will allow us to retain or advance our strategic initiatives, there can be no assurance that we will be able to adequately identify and protect the portions of intellectual property that are strategic to our business, or mitigate the risk of potential suits or other legal demands by our competitors. Accordingly, we may consider the entering into licensing agreements with respect to such rights, although no assurance can be given that such licenses can be obtained on acceptable terms or that litigation will not occur, and such licenses and associated litigation could significantly increase our operating expenses. In addition, if we are determined to have or believe there is a high likelihood that we have infringed upon a third party’s intellectual property rights, we may be required to cease making, selling, or incorporating certain components or intellectual property into the goods and services we offer, to pay substantial damages and/or license royalties, to redesign our products and services, and/or to establish and maintain alternative branding for our products and services. In the event that we were required to take one or more such actions, our business, prospects, operating results, and financial condition could be materially adversely affected. In addition, any litigation or claims, whether or not valid, could result in substantial costs, negative publicity, and diversion of resources and management attention.

Tesla is a highly-visible public company whose products, business, results of operations, statements and actions are often scrutinized by critics whose influence could negatively impact the perception of our brand and the market value of our common stock.

Tesla is a highly-visible public company whose products, business, results of operations, statements and actions are well-publicized. Such attention includes frequent criticism of us by a range of third-parties. Our continued success depends on our ability to focus on executing on our mission and business plan while maintaining the trust of our current and potential customers, employees, stockholders and business partners. Any negative perceived actions of ours could influence the perception of our brand or our leadership by our customers, suppliers or investors, which could adversely impact our business prospects, operating results and the market value of our common stock.

Our facilities or operations could be ~~damaged or~~ adversely affected by events outside of our control, such as ~~a result~~natural disasters, wars, or health epidemics.

We may be impacted by natural disasters, wars, health epidemics, or other events outside of ~~disasters.~~

~~Our~~our control. For example, our corporate headquarters, the ~~Tesla~~Fremont Factory, and Gigafactory 1Nevada are located in seismically active regions in Northern California and ~~Nevada.~~Nevada, and our Gigafactory Shanghai is located in a flood-prone area. If major disasters such as earthquakes, floods, or other events occur, or our information system or communications network breaks down or operates improperly, our headquarters and production facilities may be seriously damaged, or we may have to stop or delay production and shipment of our products. In addition, the global COVID-19 pandemic has impacted economic markets, manufacturing operations, supply chains, employment and consumer behavior in nearly every geographic region and industry across the world, and we have been, and may in the future be, adversely affected as a result. We may incur expenses or delays relating to such ~~damages,~~events outside of our control, which could have a material adverse impact on our business, operating results and financial condition.

The trading price of our common stock has been highly volatile and could continue to be subject to wide fluctuations in response to various factors, some of which are beyond our control. Our common stock has experienced an intra-day trading high of ~~$387.46~~$968.99 per share and a low of ~~$231.13~~$176.99 per share over the last 52 weeks. The stock market in general, and the market for technology companies in particular, has experienced extreme price and volume fluctuations that have often been unrelated or disproportionate to the operating performance of those companies. In particular, a large proportion of our common stock has been and may continue to be traded by short sellers which may put pressure on the supply and demand for our common stock, further influencing volatility in its market price. Public perception and other factors outside of our control may additionally impact the stock price of companies like us that garner a disproportionate degree of public attention, regardless of actual operating performance. In addition, in the past, following periods of volatility in the overall market and the market price of a particular company’s securities, securities class action litigation has often been instituted against these companies. Moreover, stockholder litigation like this has been filed against us in the past. While we ~~are continuing to~~ defend such actions vigorously, any judgment against us or any future stockholder litigation could result in substantial costs and a diversion of our management’s attention and resources.

We may fail to meet our publicly announced guidance or other expectations about our business, which could cause our stock price to decline.

We may provide from time to time guidance regarding our expected financial and business performance, ~~such as~~which may include projections regarding sales and production, as well as anticipated future revenues, gross margins, profitability, and cash flows. Correctly identifying key factors affecting business conditions and predicting future events is inherently an uncertain process, and our guidance may not ultimately be accurate and has in the past been inaccurate in certain respects, such as the timing of new product manufacturing ramps. Our guidance is based on certain assumptions such as those relating to anticipated production and sales volumes (which generally are not linear throughout a given period), average sales prices, supplier and commodity costs, and planned cost reductions. If our guidance is not accurate or varies from actual results due to our inability to meet our assumptions or the impact on our financial performance that could occur as a result of various risks and uncertainties, the market value of our common stock could decline significantly.

Transactions relating to our convertible notes may dilute the ownership interest of existing stockholders, or may otherwise depress the price of our common stock.

The conversion of some or all of the Tesla Convertible Notes or the Subsidiary Convertible Notes would dilute the ownership interests of existing stockholders to the extent we deliver shares upon conversion of any of such notes. Our Subsidiary Convertible Notes ~~have been historically,~~ and ~~the other~~ Tesla Convertible Notes ~~may become in the future,~~are convertible at the option of their holders prior to their scheduled terms under certain circumstances. If holders elect to convert their convertible notes, we could be required to deliver to them a significant number of shares of our common stock. Any sales in the public market of the common stock issuable upon such conversion could adversely affect prevailing market prices of our common stock. In addition, the existence of the convertible notes may encourage short selling by market participants because the conversion of such notes could be used to satisfy short positions, or anticipated conversion of such notes into shares of our common stock could depress the price of our common stock.

Moreover, in connection with each issuance of the Tesla Convertible Notes, we entered into convertible note hedge transactions, which are expected to reduce the potential dilution and/or offset potential cash payments we are required to make in excess of the principal amount upon conversion of the applicable Tesla Convertible Notes. We also entered into warrant transactions with the hedge counterparties, which could separately have a dilutive effect on our common stock to the extent that the market price per share of our common stock exceeds the applicable strike price of the warrants on the applicable expiration dates. In addition, the hedge counterparties or their affiliates may enter into various transactions with respect to their hedge positions, which could also cause or prevent an increase or a decrease in the market price of our common stock or the convertible notes.

Elon Musk has pledged shares of our common stock to secure certain bank borrowings. If Mr. Musk were forced to sell these shares ~~pursuant~~in order to ~~a margin call that he could not avoid or~~ satisfy his loan obligations, such sales could cause our stock price to decline.

Certain banking institutions have made extensions of credit to Elon Musk, our Chief Executive Officer, a portion of which was used to purchase shares of common stock in certain of our public offerings and private placements at the same prices offered to ~~third party~~third-party participants in such offerings and placements. We are not a party to these loans, which are partially secured by pledges of a portion of the Tesla common stock currently owned by Mr. Musk. If the price of our common stock were to decline substantially, ~~and Mr. Musk were unable to avoid or satisfy a margin call with respect to his pledged shares,~~ Mr. Musk may be forced by one or more of the banking institutions to sell shares of Tesla common stock ~~in order~~ to ~~remain within the margin limitations imposed under the terms of~~satisfy his ~~loans.~~loan obligations if he could not do so through other means. Any such sales could cause the price of our common stock to decline further.

Anti-takeover provisions contained in our governing documents, applicable laws, and our convertible notes could impair a takeover attempt.

Our certificate of incorporation and bylaws afford certain rights and powers to our board of directors that could contribute to the delay or prevention of an acquisition that it deems undesirable. We are also subject to Section 203 of the Delaware General Corporation Law and other provisions of Delaware law that limit the ability of stockholders in certain situations to effect certain business combinations. In addition, the terms of our convertible notes require us to repurchase such notes in the event of a fundamental change, including a takeover of our company. Any of the foregoing provisions and terms that has the effect of delaying or deterring a change in control could limit the opportunity for our stockholders to receive a premium for their shares of our common stock, and could also affect the price that some investors are willing to pay for our common stock.

See Index to Exhibits at the end of this Quarterly Report on Form 10-Q for the information required by this Item.

Pursuant to the requirements of Section 13 or 15(d) the Securities Exchange Act of 1934, the registrant has duly caused this report to be signed on its behalf by the undersigned, thereunto duly authorized.

Title of each class	Trading Symbol(s)	Name of each exchange on which registered
Common stock	TSLA	The Nasdaq Global Select Market

		Page
PART I.		FINANCIAL INFORMATION

Item 1.	Financial Statements (Unaudited)	4
	Consolidated Balance Sheets	4
	Consolidated Statements of Operations	5
	Consolidated Statements of Comprehensive Loss	6
	Consolidated Statements of Redeemable Noncontrolling Interests and Equity	7
	Consolidated Statements of Cash ~~Flows~~Flow	8
	Notes to Consolidated Financial Statements	9
Item 2.	Management’s Discussion and Analysis of Financial Condition and Results of Operations	3334
Item 3.	Quantitative and Qualitative Disclosures About Market Risk	4447
Item 4.4	~~Controls~~Control and Procedures	4547

PART II.		OTHER INFORMATION

Item 1.	Legal ~~Proceedings~~Proceeding	4648
Item 1A.	Risk Factors	4749
Item 2.2	Unregistered Sales of Equity Securities and Use of Proceeds	6669
Item 3.3	Defaults Upon Senior Securities	6669
Item 4.	Mine Safety Disclosures	6669
Item 5.	Other Information	6669
Item 6.	Exhibits	6670

SIGNATURES		6872

	Three Months Ended March 31, 2019			Three Months Ended March 31, 2018
Automotive sales without resale value guarantee	$	3,683,381		$	2,182,514
Automotive sales with resale value guarantee (1)		(390,621	)		299,038
Automotive regulatory credits		215,981			80,329
Energy generation and storage sales (2)		212,100			297,895
Services and other		492,942			263,412
Total revenues from sales and services		4,213,783			3,123,188
Automotive leasing		215,120			173,436
Energy generation and storage leasing (2)		112,561			112,127
Total revenues	$	4,541,464		$	3,408,751

	Three Months Ended March 31,						Three Months Ended March 31,
	2019			2018			2020			2019
Accrued warranty—beginning of period	$	747,826		$	401,790		$	1,089		$	748
Warranty costs incurred		(54,189	)		(44,681	)		(81	)		(54	)
Net changes in liability for pre-existing warranties, including expirations and foreign exchange impact		37,750			501			3			38
Additional warranty accrued from adoption of the new revenue standard		—			37,139
Provision for warranty		112,521			71,117			119			112
Accrued warranty—end of period	$	843,908		$	465,866		$	1,130		$	844

	March 31, 2019				December 31, 2018
	Carrying Value		Fair Value		Carrying Value		Fair Value
Convertible senior notes	$	2,781,150	$	3,141,976	$	3,660,316	$	4,346,642
Senior notes	$	1,779,546	$	1,563,750	$	1,778,756	$	1,575,000
Participation interest	$	19,367	$	18,871	$	18,946	$	18,431
Solar asset-backed notes	$	1,172,288	$	1,205,960	$	1,183,675	$	1,206,755
Solar loan-backed notes	$	189,842	$	200,111	$	203,052	$	211,788
Automotive asset-backed notes	$	1,057,645	$	1,064,698	$	1,172,160	$	1,179,910

Large accelerated filer	☒	Accelerated filer	☐

Non-accelerated filer	☐	Smaller reporting company	☐

Emerging growth company	☐

	Balances at December 31, 2018			Adjustments from Adoption of New Lease Standard			Balances at January 1, 2019
Assets
Prepaid expenses and other current assets	$	365,671			(300	)	$	365,371
Property, plant and equipment, net		11,330,077			(1,617,373	)		9,712,704
Operating lease right-of-use assets		—			1,285,617			1,285,617
Other assets		571,657			(141,322	)		430,335
Liabilities
Accrued liabilities and other		2,094,253			117,717			2,211,970
Current portion of long-term debt and finance leases		2,567,699			—			2,567,699
Long-term debt and finance leases, net of current portion		9,403,672			—			9,403,672
Other long-term liabilities		2,710,403			(687,757	)		2,022,646
Equity
Accumulated deficit		(5,317,832	)		96,662			(5,221,170	)

Nine months ending December 31, 2019	$	25,921
2020		32,692
Nine months ending December 31, 2020			$	37
2021		32,692		49
2022		32,692		48
2023		26,511		42
2024				27
Thereafter		76,034		115
Total	$	226,542	$	318

	March 31, 2019
Operating leases:
Operating lease right-of-use assets	$	1,253,027

Accrued liabilities and other	$	208,362
Other long-term liabilities		1,000,886
Total operating lease liabilities	$	1,209,248

Finance leases:
Solar energy systems, net	$	31,742
Property, plant and equipment, net		1,447,502
Total finance lease assets	$	1,479,244

Current portion of long-term debt and finance leases	$	353,115
Long-term debt and finance leases, net of current portion		1,137,927
Total finance lease liabilities	$	1,491,042

	Three Months Ended
	March 31, 2019
Operating lease expense:
Operating lease expense (1)	$	134,804

Finance lease expense:
Amortization of leased assets	$	57,265
Interest on lease liabilities		23,561
Total finance lease expense	$	80,826

Total lease expense	$	215,630

	~~March 31, 2019~~
~~Weighted-average remaining lease term:~~
~~Operating leases~~	~~6.7 years~~
~~Finance leases~~	~~4.5 years~~

~~Weighted-average discount rate:~~
~~Operating leases~~		~~6.4~~	%
~~Finance leases~~		~~6.6~~	%

	Three Months Ended
	March 31, 2019
Cash paid for amounts included in the measurement of lease liabilities:
Operating cash flows from operating leases	$	111,320
Operating cash flows from finance leases (interest payments)	$	22,820
Financing cash flows from finance leases	$	66,656
Leased assets obtained in exchange for new finance lease liabilities	$	217,847
Leased assets obtained in exchange for new operating lease liabilities	$	22,004

	Operating		Finance
	Leases		Leases
Nine months ending December 31, 2019	$	209,220	$	315,700
2020		258,435		413,362
2021		228,692		621,471
2022		182,345		277,952
2023		153,498		8,142
Thereafter		477,857		15,992
Total minimum lease payments		1,510,047		1,652,619
Less: Interest		300,799		161,577
Present value of lease obligations		1,209,248		1,491,042
Less: Current portion		208,362		353,115
Long-term portion of lease obligations	$	1,000,886	$	1,137,927

Nine months ending December 31, 2019	$	392,255
2020		446,135
2021		293,069
2022		189,094
2023		188,787
Thereafter		2,469,055
Total	$	3,978,395

2019	$	501,625
2020		418,299
2021		270,838
2022		186,807
2023		188,809
Thereafter		2,469,732
Total	$	4,036,110

Total Annualized Revenue (in billions)		Annualized Adjusted EBITDA (in billions)
$20.0		$1.5
$35.0		$3.0
$55.0		$4.5
$75.0		$6.0
$100.0		$8.0
$125.0		$10.0
$150.0		$12.0
$ 175.0		$14.0

Exhibit Number		Incorporated by Reference				Filed Herewith
Exhibit Number	Exhibit Description	Form	File No.	Exhibit	Filing Date

10.1	Eleventh Amendment to Credit Agreement, dated as of February 1, 2019, in respect of the ABL Credit Agreement, dated as of June 10, 2015, among Tesla, Inc., Tesla Motors Netherlands B.V., the lenders from time to time party thereto, Deutsche Bank AG New York Branch, as administrative agent and collateral agent and as Collateral Agent, and the other agent parties thereto.	—	—	—	—	X

10.2	Amendment and Restatement in respect of the ABL Credit Agreement dated as of March 6, 2019, by and among certain of the Registrant’s and Tesla Motors Netherlands B.V.’s direct or indirect subsidiaries from time to time party thereto, as borrowers, Wells Fargo Bank, National Association, as documentation agent, JPMorgan Chase Bank, N.A., Goldman Sachs Bank USA, Morgan Stanley Senior Funding Inc. and Bank of America, N.A., as syndication agents, the lenders from time to time party thereto, and Deutsche Bank AG New York Branch, as administrative agent and collateral agent.	S-4/A	333-229749	10.68	April 3, 2019

10.3†	Syndication Loan Agreement, dated as of March 1, 2019, by and among Registrant, China Construction Bank Corporation (Shanghai Pudong Branch), Agricultural Bank of China Limited (Shanghai Changning Sub-branch), Industrial and Commercial Bank of China Limited (Shanghai Lingang Sub-branch) and Shanghai Pudong Development Bank Co., Ltd. (Shanghai Branch), as lenders (English translation).	S-4/A	333-229749	10.69	April 3, 2019

31.1	Rule 13a-14(a) / 15(d)-14(a) Certification of Principal Executive Officer	—	—	—	—	X

31.2	Rule 13a-14(a) / 15(d)-14(a) Certification of Principal Financial Officer	—	—	—	—	X

32.1*	Section 1350 Certifications	—	—	—	—

101.INS	XBRL Instance Document	—	—	—	—	X

101.SCH	XBRL Taxonomy Extension Schema Document	—	—	—	—	X

101.CAL	XBRL Taxonomy Extension Calculation Linkbase Document	—	—	—	—	X

101.DEF	XBRL Taxonomy Extension Definition Linkbase Document	—	—	—	—	X

101.LAB	XBRL Taxonomy Extension Label Linkbase Document	—	—	—	—	X

101.PRE	XBRL Taxonomy Extension Presentation Linkbase Document	—	—	—	—	X

Exhibit		Incorporated by Reference				Filed
Number	Exhibit Description	Form	File No.	Exhibit	Filing Date	Herewith

10.1	Letter of Consent, dated February 18, 2020, by and among LML 2018 Warehouse SPV, LLC, Tesla 2014 Warehouse SPV LLC, LLC and Deutsche Bank AG, New York Branch, as Administrative Agent and as Group Agent under the 2018 Loan Agreement and the 2014 Loan Agreement, and the Group Agents party thereto, in respect of (i) the Loan and Security Agreement, dated December 27, 2018 and as amended from time to time, among LML 2018 Warehouse SPV, LLC, Tesla Finance LLC, Deutsche Bank Trust Company Americans, as Paying Agent, Deutsche Bank AG, New York Branch, as Administrative Agent, the lenders parties and agent parties thereto, and (ii) the Amended and Restated Loan and Security Agreement, dated August 17, 2017 and as amended from time to time, among Tesla 2014 Warehouse SPV LLC, Tesla Finance LLC, the lenders and group agents party thereto, Deutsche Bank Trust Company Americas, as Paying Agent, and Deutsche Bank AG, New York Branch, as Administrative Agent.	—	—	—	—	X


31.1	Rule 13a-14(a) / 15(d)-14(a) Certification of Principal Executive Officer	—	—	—	—	X


31.2	Rule 13a-14(a) / 15(d)-14(a) Certification of Principal Financial Officer	—	—	—	—	X

32.1*	Section 1350 Certifications	—	—	—	—


101.INS	Inline XBRL Instance Document	—	—	—	—	X


101.SCH	Inline XBRL Taxonomy Extension Schema Document	—	—	—	—	X

101.CAL	Inline XBRL Taxonomy Extension Calculation Linkbase Document.	—	—	—	—	X

101.DEF	Inline XBRL Taxonomy Extension Definition Linkbase Document	—	—	—	—	X

		Tesla, Inc.

Date: April ~~29, 2019~~30, 2020		/s/ Zachary J. Kirkhorn
		Zachary J. Kirkhorn
		Chief Financial Officer
		(Principal Financial Officer and Duly Authorized Officer)