On the first day of the Tesla factory tour, I was greeted by a Tesla driver, a man named Mark.

He had been waiting for a Tesla truck to arrive at his apartment.

As he pulled up, I asked him if I could have a ride with the truck.

“You can,” he said, smiling.

A few minutes later, he and his girlfriend were getting in the car, and when he drove over to the Tesla assembly line, he pulled over to make sure the car was in working order.

Mark, who was a former NASA engineer, had been in the United States Air Force for 20 years, and he had seen the Tesla truck factory firsthand.

As I watched Mark and his new girlfriend drive into the factory, I could see how close Tesla’s new trucking operation was to a real factory.

Tesla’s electric truck factory is located in the desert near Las Vegas, and the company is building the trucks as soon as they get the green light.

The factory, which will produce over 100,000 vehicles per year, is Tesla’s first production line outside the United Kingdom, a country that Tesla says is one of its fastest growing markets.

The truck factory, like its other factories, is in a giant, industrial warehouse.

In the morning, I sat in a room that looked like a museum, with a big wooden table, stacks of tools and test equipment, and a large, metal door that I could open to the outside.

There were more than a hundred people in this room, and they were building, building, the truck that would eventually be used in the factory.

Mark and I were sitting on the same side of the room, a short distance away from each other.

The walls were covered with Tesla posters and brochures.

I was holding a battery pack in one hand and a flashlight in the other.

There was a small computer with a laptop on it.

As Mark told me this, he gestured toward the truck, saying, “It looks like you are going to be building the Tesla.

It will be a truck that will be driven on electric power.

There are two trucks going to go together.

They are the Tesla, the Tesla Energi, and then there’s the Tesla Semi.”

Mark and me sat in the truck for about an hour.

At one point, Mark was on his way to the assembly line when he spotted me.

He stopped, then started laughing.

“I thought you were going to come see us,” he told me.

“This is great.

I love that you love Tesla.”

We were sitting in the middle of a large building that Tesla calls the Assembly Building, where all of the company’s electric vehicles are assembled.

Tesla is the largest electric vehicle manufacturer in the world.

The company’s trucks are also assembled in Nevada, but the company has been building in China for years, so the Nevada facility is a little smaller.

Mark drove the Tesla semis to the Assembly building.

After Mark parked the truck at the assembly site, he sat down on a bench and began looking at the new truck.

The front end looked exactly like the truck we had seen in the company video.

But the new Tesla truck had a few more unique features: it had a full-size driver’s seat, and it was powered by the company.

Mark said that it was “the first time I have ever driven an electric truck,” and he was thrilled.

The electric truck was a significant step forward from the old electric car that Tesla used to sell to the public.

But it was also a step backward from Tesla’s past.

“We had a car that was about six years old, and now we have a truck about seven years old,” Mark said.

“But the company that built the truck didn’t do that.”

I asked Mark if he thought Tesla was on the path to mass production.

“That’s what I was hoping to see,” he replied.

Mark told the story of when Tesla was trying to develop its own hydrogen fuel cell truck.

Back then, he was the director of engineering for a company called Hydrogen Energy.

Hydrogen fuel cell trucks have been around since about 2010, and their primary advantage was that they are a lot cheaper to build than gasoline-powered electric vehicles.

But they had a couple of major drawbacks: They weren’t particularly fuel efficient, and, of course, they required expensive battery storage.

In 2016, Tesla announced that it had reached a deal to buy Hydrogen for $1.8 billion, and its goal was to build its own mass-market hydrogen truck.

But Hydrogen’s biggest advantage over gasoline-based electric vehicles was that it wasn’t as powerful as the gasoline-electric truck that the company had been building.

Hydron fuel cells, which are made of a liquid electrolyte and an anode that converts electricity into electricity, can produce a range of up to 400 miles per gallon, or about a third of the range of an electric vehicle. When