Readings in the low 70 micron range on a car where 110 to 150 is normal leaves very little working margin. It is the reason we measure a Tesla panel by panel rather than assuming, and the reason a full correction is often the wrong recommendation.
A pencil hardness of F against an industry norm of 2H to 3H means the surface gives way to contact that most cars would shrug off. Wash technique, drying technique and what the car is parked under all matter more on a Tesla than on almost anything else.
Inspections routinely turn up dust nibs, orange peel and sanding marks in Tesla factory paint. Some of that can be refined out; some of it is under the clear and cannot. It is worth having a new car looked at properly so you know which is which.
Chipping is a common complaint, and it is the predictable consequence of a thin, soft finish on a car driven at highway speeds. In fairness, the heaviest complaints have come from cold-climate markets where grit and salt are used on roads - conditions the Gold Coast does not have.
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