Not sure if anyone else has mentioned it already, but Sandy keep complaining that the Model 3 unibody is poorly engineered because it's heavier than it needs to be. TBH he seems confused by Tesla's largely novel use of high strength steels in the body to create a sort of steel composite that has varying stiffness and strength properties in different places in order to more effectively dissipate crash energy, particularly from the sides of the car.
High strength steel has been used in relatively limited ways in cars before, particularly in a few places in front crash structures, but the side crash structures that Tesla uses may be new in the way they make a composite of various different high strength and mild steels in different locations. For example the A, B, and C pillars have prominent vertical pieces of high strength steel, and door tie beams made of HSS tying the pillars together through the door panels. The HSS pillars blend into lower strength, but more deformable steel pieces progressively (e.g., through spot welds). This probably creates a progressive crash structure that can dissipate much energy in a very short distance by distributing the force from the stiff and strong HSS beams to the softer more ductile and malleable mild steel. If so, this is a brilliant design.
(Mild steel has an advantage over HSS in being able to absorb energy by deforming and stretching more. Stiffer steels on their own will break before they bend. Mild steel will bend before it breaks. In engineering language mild steels ultimate tensile strength is significantly higher in relative terms than its yield strength. Combining HSS and mild steels may result in a composite that improves crash performance synergistically. The HSS is like a backbone that transfers crash energy to the mild steel (where it's absorbed by deforming) while keeping the general structure mostly intact.)
And Sandy doesn't seem to understand it, based on his repeated ignorant/confused/derogatory comments about it.
For example, he claims in the video above that existing CAD software marks many parts of Tesla's metal body to be unnecessary. Most likely the CAD software was not designed to use a composite of different steels in this way. It too may be ignorant.
The result for Model 3 is superb crash performance from pretty much any direction. In fact, it's world best in most testing. Some of that could be due to novel engineering of steel composites. And that novel use of steel in turn could be due to novel use of CAD technology.
Most of Tesla's advances are likely due to software, not just in obvious places like Autopilot, but also in car design software, battery testing software, chemical design software, etc. As a Silicon Valley company Tesla seems well aware of the importance of software in all aspects of the products.