Tesla CEO Elon Musk issued a statement last year at the construction site of the Tesla Gigafactory in Glenhead near Berlin. EPA-EFE

Two years ago, Elon Musk unexpectedly announced that Tesla would build a factory outside of Berlin, causing the audience at the awards ceremony to exclaim that the project is about to be realized, and the hype has never been more obvious.

An analyst recently compared a series of innovations that Musk is pursuing at the factory with Henry Ford’s revolutionary mobile assembly line, and the Volkswagen CEO expressed concern this month that Tesla will be able to do so in a third of the time. Produce electric cars and take away his company-this gap will endanger the job.

Mr. Musk called the novelty Tesla is studying as a revolution in the structural design of its vehicles. He wanted to use large machines—as long as a semi-trailer is as high as a two-story house—to produce front and rear body parts from a single piece of metal. Eliminating this will save time and cost, reduce weight and increase mileage.

Those who followed the Model 3 release a few years ago are familiar with all these buzzing sounds. Mr. Musk, a perennial propaganda, touted the efforts to build a highly automated "Alien Dreadnought" manufacturing system, which had a catastrophic error and almost bankrupted Tesla. Today, the company has more resources to support its CEO’s desire to push the limits of how cars are manufactured.

Morgan Stanley's top automotive analyst Adam Jonas wrote in a report last month: "The big picture here is that Tesla has the opportunity to completely transform the car production and factory car manufacturing processes." Sla is building the car factory of the future."

Mr. Musk summarized Tesla’s pursuit in a simple way. He wrote on Twitter in January: "With our huge casting machine, we are actually trying to do the same way as toy cars. Manufacture full-size cars".

When the Tesla factory opened to the public for a day last month, there were billboards everywhere. Tesla stated that it would inject aluminum into the world’s largest die-casting machine, and then use 6,100 tons of pressure to clamp the metal-equivalent to 1,020 African elephants stand on tools to form parts.

The factory will house 8 such machines, and Mr. Musk's goal is to finally stamp out the two largest components of the Model Y sports utility vehicle-the front and rear bodies, with only one piece of metal. In contrast, the current Model 3 includes 70 metal parts, which are only used for the underbody of the rear body.

Although Mr. Musk used the term "Giga press" for these machines, which suggests that Tesla used them internally, this is not the case. The company has been buying them from Idra Group, a privately held Italian company that has sold them to three customers on three continents and is in talks with other automakers and major suppliers.

The front and rear castings will be connected to the frame under Model Y, which will house the battery built into the vehicle's structure. This may also be a phased change-Tesla and other electric car manufacturers currently have to pack the batteries in metal sheets, and then seal the covers to separate the floor plan.

Mr. Musk touted the consequences of simpler and more integrated battery and body manufacturing at Tesla’s “Battery Day” event last year. He claims that the company can reduce the investment per GWh of battery output by 55% and reduce the required plant area by 35%.

For all the benefits Musk described, he also admitted that Tesla will gamble in Gruenheide, a small town about an hour's drive east of the German capital.

"Many new technologies will appear in Berlin, which means huge production risks," Musk wrote on Twitter in October last year. He wrote at the time that Tesla's factories in Shanghai and Fremont, California will try the same transformation in about two years, when the new technology will be verified.

German automakers are paying close attention to Tesla's progress. Volkswagen may build a new electric car factory near its huge Wolfsburg headquarters in a direct response to Musk's involvement.

Earlier this month, Volkswagen CEO Herbert Diess tried to unite his employees to meet the challenge. He warned that Tesla might build an electric car in just 10 hours, while Volkswagen's factory in Zwickau would take more than 30 hours. Volkswagen’s new plant will produce 250,000 electric cars a year, and its goal is to catch up with Tesla in production time.

Mr. Jonas of Morgan Stanley last month increased the number of cars produced by Tesla each year by the end of the decade by 2.35 million, on the grounds that he expected the average output of each Tesla factory to exceed 80 by 2030. Million vehicles. It exceeds the company's current claimed production capacity of 500,000 units for its Fremont plant.

"We have yet to see the'mobile assembly line moment' in the electric car industry," Mr. Jonas wrote, referring to Henry Ford's 1913 breakthrough. "We believe that the moment is about to come. We believe that Tesla is in a unique position to push the boundaries at the center of the automotive manufacturing revolution."

BMW’s production director Milan Nedelković told reporters at an event last month that the automaker did not cooperate with large cast parts like Tesla, partly because this would reduce it on the same assembly line. The flexibility required to produce many different models. Nonetheless, Tesla's new method aroused his interest.

"If it works, maybe we will consider it," Mr. Nedeljkovic said.