Why each new controversy around Sam Altman’s OpenAI is crazier than the last



Last week, two independent nonprofits, the Midas Project and the Tech Oversight Project, released after a year’s worth of investigation a massive file that collects and presents evidence for a panoply of deeply suspect actions, mainly on the part of Altman but also attributable to OpenAI as a corporate entity.

It’s damning stuff — so much so that, if you’re only acquainted with the hype and rumors surrounding the company or perhaps its ChatGPT product, the time has come for you to take a deeper dive.

Sam Altman and/or OpenAI have been the subject of no less than eight serious, high-stakes lawsuits.

Most recently, iyO Audio alleged OpenAI made attempts at wholesale design theft and outright trademark infringement. A quick look at other recent headlines suggests an alarming pattern:

  • Altman is said to have claimed no equity in OpenAI despite backdoor investments through Y Combinator, among others;
  • Altman owns 7.5% of Reddit, which, after its still-expanding partnership with OpenAI, shot Altman’s net worth up $50 million;
  • OpenAI is reportedly restructuring its corporate form yet again — with a 7% stake, Altman stands to be $20 billion dollars richer under the new structure;
  • Former OpenAI executives, including Muri Murati, the Amodei siblings, and Ilya Sutskever, all confirm pathological levels of mistreatment and behavioral malfeasance on the part of Altman.

The list goes on. Many other serious transgressions are cataloged in the OpenAI Files excoriation. At the time of this writing, Sam Altman and/or OpenAI have been the subject of no less than eight serious, high-stakes lawsuits. Accusations include everything from incestual sexual abuse to racketeering, breach of contract, and copyright infringement.

None of these accusations, including heinous crimes of a sexual nature, have done much of anything to dent the OpenAI brand or its ongoing upward valuation.

Tech's game of thrones

The company’s trajectory has outlined a Silicon Valley game of thrones unlike any seen elsewhere. Since its 2016 inception — when Elon Musk, Sam Altman, Ilya Sutskever, and Greg Brockman convened to found OpenAI — the Janus-faced organization has been a tier-one player in the AI sphere. In addition to cutting-edge tech, it’s also generated near-constant turmoil. The company churns out rumors, upsets, expulsions, shady reversals, and controversy at about the same rate as it advances AI research, innovation, and products.

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Back in 2016, Amazon, Peter Thiel, and other investors pledged the company $1 billion up front, but the money was late to arrive. Right away, Altman and Musk clashed over the ultimate direction of the organization. By 2017, Elon was out — an exit which spiked investor uncertainty and required another fast shot of capital.

New investors, Reid Hoffman of LinkedIn fame among them, stepped up — and OpenAI rode on. Under the full direction of Sam Altman, the company pushed its reinforcement learning products, OpenAI Gym and Universe, to market.

To many at the time, including Musk, OpenAI was lagging behind Google in the race to AI dominance — a problem for the likes of Musk, who had originally conceived the organization as a serious counterweight against what many experts and laypeople saw as an extinction-level threat arising out of the centralized, “closed” development and implementation of AI to the point of dominance across all of society.

That’s why OpenAI began as a nonprofit, ostensibly human-based, decentralized, and open-source. In Silicon Valley’s heady (if degenerate) years prior to the COVID panic, there was a sense that AI was simply going to happen — it was inevitable, and it would be preferable that decent, smart people, perhaps not so eager to align themselves with the military industrial complex or simply the sheer and absolute logic of capital, be in charge of steering the outcome.

But by 2019, OpenAI had altered its corporate structure from nonprofit to something called a “capped-profit model.” Money was tight. Microsoft invested $1 billion, and early versions of the LLM GPT-2 were released to substantial fanfare and fawning appreciation from the experts.

Life after Elon

In 2020, the now for-limited-profit company dropped its API, which allowed developers to access GPT-3. Their image generator, DALL-E, was released in 2021, a move that has since seemed to define, to some limited but significant extent, the direction that OpenAI wants to progress. The spirit of cooperation and sharing, if not enshrined at the company, was at least in the air, and by 2022 ChatGPT had garnered millions of users, well on the way to becoming a household name. The company’s valuation rose to the ballpark of $1 billion.

After Musk’s dissatisfied departure — he now publicly lambastes "ClosedAI" and "Scam Altman" — its restructuring with ideologically diffuse investors solidified a new model: Build a sort of ecosystem of products which are intended to be dovetailed or interfaced with other companies and software. (Palantir has taken a somewhat similar, though much more focused, approach to the problem of capturing AI.) The thinking here seems to be: Attack the problem from all directions, converge on “intelligence,” and get paid along the way.

And so, at present, in addition to the aforementioned products, OpenAI now offers — deep breath — CLIP for image research, Jukebox for music generation, Shap-E for 3D object generation, Sora for generating video content, Operator for automating workflows with AI agents, Canvas for AI-assisted content generation, and a smattering of similar, almost modular, products. It’s striking how many of these are aimed at creative industries — an approach capped off most recently by the sensational hire of Apple’s former chief design officer Jony Ive, whose IO deal with the company is the target of iyO’s litigation.

But we shouldn’t give short shrift to the “o series” (o1 through o4) of products, which are said to be reasoning models. Reasoning, of course, is the crown jewel of AI. These products are curious, because while they don’t make up a hardcore package of premium-grade plug-and-play tools for industrial and military efficiency (the Palantir approach), they suggest a very clever approach into the heart of the technical problems involved in “solving” for “artificial reasoning.” (Assuming the contested point that such a thing can ever really exist.) Is part of the OpenAI ethos, even if only by default, to approach the crown jewel of “reasoning” by way of the creative, intuitive, and generative — as opposed to tracing a line of pure efficiency as others in the field have done?

Gut check time

Wrapped up in the latest OpenAI controversy is a warning that’s impossible to ignore: Perhaps humans just can’t be trusted to build or wield “real” AI of the sort Altman wants — the kind he can prompt to decide for itself what to do with all his money and all his computers.

Ask yourself: Does any of the human behavior evidenced along the way in the OpenAI saga seem, shall we say, stable — much less morally well-informed enough that Americans or any peoples would rest easy about putting the future in the hands of Altman and company? Are these individuals worth the $20 million to $100 million a year they command on the hot AI market?

Or are we — as a people, a society, a civilization — in danger of becoming strung out, hitting a wall of self-delusion and frenzied acquisitiveness? What do we have to show so far for the power, money, and special privileges thrown at Altman for promising a world remade? And he’s just getting started. Who among us feels prepared for what’s next?

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Tesla soft-launches Cybercab in Austin, Texas



The unfolding fallout between Elon Musk and the Trump administration over the past month hasn't stopped Musk's companies from breaking new ground in their industries. Tesla's newly launched service may change transportation as we know it.

Following years of delays and hype from Elon Musk, Tesla launched the long-awaited, fully autonomous Cybercab in Austin, Texas, on Sunday. The service uses brand-new Tesla Model Y cars with no add-ons, meaning that all Model Y Teslas are capable of fully autonomous driving.

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Musk shared his excitement about the announcement on X, calling this achievement a "culmination of a decade of hard work."

On top of being fully autonomous, Robotaxi also "automatically syncs your media & streaming settings before picking you up."

Tesla invited a small group of users to test out the new service in the capital city for a flat fee of $4.20, Business Insider reported.

Tesla's X page reposted several users' first experiences with the fully autonomous ride service. Many of them reported that the ride was smooth and enjoyable. One user posted a screen recording of his attempt to leave a tip, which was met with a humorous error message.

While this service is currently only available in Austin, Texas, following the soft launch, Tesla has created a new portal for users to receive updates about Cybercab coming to their area in the future.

Elon Musk responds with 3-word message after SpaceX Starship rocket explodes into massive fireball



Video cameras captured the moment that a SpaceX Starship rocket exploded into a fireball at the Starbase facility in Texas on Wednesday evening.

The company said in a statement on social media that the rocket known as Ship 36 was preparing for its 10th flight test when it experienced a "major anomaly" while on the test stand.

'Our Starbase team is actively working to safe the test site and the immediate surrounding area in conjunction with local officials.'

"A safety clear area around the site was maintained throughout the operation and all personnel are safe and accounted for," SpaceX said.

"Our Starbase team is actively working to safe the test site and the immediate surrounding area in conjunction with local officials. There are no hazards to residents in surrounding communities, and we ask that individuals do not attempt to approach the area," the company added.

Musk appeared to respond to the explosion in a three-word message on X, the social media platform he also owns.

"Just a scratch," he wrote.

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He also retweeted a post reading, "RIP Ship 36," with a meme about the explosion.

Critics on the left have accused Musk of ignoring deleterious effects from his space endeavors on the local community. Others said that his joining the Trump administration at the Department of Government Efficiency was motivated by the opportunity to undermine agencies that were regulating his companies.

Musk has since ended his time at DOGE and returned to managing his companies, which have been the subject of violent protests and vandalism from the left.

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Trump to kill $7,500 EV credit ... and Elon agrees?



No more $7,500 tax credit for electric cars.

That crucial proposal is tucked away in Trump's big, beautiful bill — and even Elon Musk likes it. (At least, that's what he's saying.)

As Stellantis Ram brand manager Tim Kuniskis says, “Americans like to count cylinders.”

If passed, it would spell the end of up to $7,500 in federal subsidies per EV and would shut the door on an increasingly controversial and costly pillar of the Biden administration’s transportation policy.

Cash for Clunkers 2.0

Let’s be clear: This isn’t about disliking innovation or electric vehicles. Some people love them. Americans love tech and efficiency. But many are waking up to the realization that we’ve been here before — back in 2009 — with the infamous “Cash for Clunkers” program.

That federal boondoggle was touted as a win-win: Stimulate the economy, clean up the roads, and help Americans afford new, fuel-efficient cars. Instead, it destroyed perfectly good vehicles, reduced the used car supply, inflated car prices, and ultimately did little for emissions.

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Fast-forward to today, and the government is repeating history with a different name and a different agenda. This time, it’s EVs that are being pushed through incentives, tax breaks, and regulations. The problem? Americans aren’t buying it — literally. According to AAA’s latest 2024 survey, only 16% of U.S. adults say they’re likely to purchase an EV as their next vehicle, the lowest percentage since 2019. A staggering 63% say they’re unlikely or very unlikely to go electric.

Not buying it

The reasons are clear and reasonable. High purchase prices, unreliable charging infrastructure, battery range anxiety, higher insurance rates, and sky-high repair costs are all legitimate concerns. Add to that the challenge of charging at home — especially for apartment dwellers — and you have a product that’s simply not ready for mass adoption.

That hasn’t stopped the federal government from funneling billions of your tax dollars into EVs, much of it to automakers who were already profitable. What’s worse, companies that don’t even manufacture in America are reaping the rewards, while U.S. taxpayers foot the bill.

No EV-only future

Brands like Toyota and Stellantis (which includes Chrysler, Dodge, Ram, and Jeep) have already expressed skepticism about a full-EV future. Toyota's and Hyundai’s leadership continues to advocate for a mixed drivetrain approach — hybrids, plug-in hybrids, hydrogen, and even internal combustion — arguing that a one-size-fits-all solution doesn't make sense globally or domestically.

They aren’t alone. Honda and Mazda have also taken more cautious steps, resisting the full-EV tunnel vision. It’s not resistance for the sake of rebellion; it’s an approach that represents the truth, rooted in economics, infrastructure, and real consumer behavior.

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Meanwhile, EVs sit on dealer lots for months at a time. Automakers are slowing production. Ford slashed its F-150 Lightning production goals by half. GM is backpedaling on its EV transition timeline, delaying new launches, and many brands are following. Even Tesla, the king of EVs, is feeling the squeeze, with fluctuating demand and concerns about long-term profitability.

Stuck on green autopilot

And yet, the federal government has remained stuck on green autopilot. The current EV tax credit system — expanded under the Inflation Reduction Act — is projected to cost more than $200 billion over the next decade, according to Capital Alpha Partners. These aren’t small subsidies; they’re massive market distortions. And like Cash for Clunkers, the unintended consequences may haunt us for years.

The Republicans’ proposal doesn’t stop at EV credits. It also seeks to eliminate incentives for commercial EVs, used EVs, and other so-called clean energy projects. But don’t confuse this with an anti-tech or anti-progress stance. It’s about rebalancing the market, restoring consumer choice, and stopping the flood of taxpayer dollars toward an agenda that simply doesn’t align with how Americans drive — or want to drive.

As Stellantis Ram brand manager Tim Kuniskis says, “Americans like to count cylinders.”

Americans deserve a transportation future that prioritizes freedom, innovation, and infrastructure that works. That means more choices — not mandates. It means supporting vehicles people actually want and can afford, not forcing premature transitions through subsidies.

President Trump’s new tax plan could do more than balance the books — it could finally bring some sanity back to our roads. Let me know your thoughts in the comments below.