According to a post on X, Elon Musk said that Tesla has yet to unlock the full potential of AI4 – the now-renamed Hardware 4.
HW4 / AI4
AI4 currently runs Hardware 3 in emulation mode, which means it's only running about as fast as Hardware 3 can run. With just basic specs in mind, AI4’s cameras have 4-5x better overall resolution and fidelity than Hardware 3 and should be about 3-5x faster in inference capabilities. That’s a considerable increase over the baseline specs of Hardware 3.
With FSD 12.5, AI4 is running a FSD model that has a 5x increase in parameters, resulting in a smoother driving experience. Recently, Elon Musk noted that AI4 should be able to provide an additional 8x time increase in parameters. While we’re not exactly sure how the parameter metric computes vs the inference capability metric, but if we add them, it’s a 12x increase in capability.
However, Elon’s post implies that this is an 8x increase over the capacity they originally thought to have – nearly 50x faster than Hardware 3. That’s a bold claim, but could entirely be based on software optimization and not having to run Hardware 3 in emulation mode in the future, once AI4 and Hardware 3 begin to diverge.
AI4 Divergence
Divergence is still expected to be a few months away – at least not until early 2025. However, Elon confirmed that the new Supercomputer Cluster, which will run AI4 alongside Nvidia GPUs, is coming online very soon. This means that work on improving FSD with the newly unlocked potential of AI4 is going to start soon – however, it may not necessarily come to customers right away.
FSD on Hardware 3
Currently, most of Tesla’s fleet is still on Hardware 3 – the Model 3 only changed over after the refresh, and the Model Y only changed over in late 2023. Even if AI4 brings drastic improvements, Tesla will still have to focus a lot of energy on optimizing their model so that Hardware 3 vehicles – some of which are less than a year old today, can still run the latest FSD updates.
Musk recently commented on X that Tesla is still optimizing FSD to run on hardware 3. He originally estimated that it would take about 10 days to optimize the code for HW 3, however, that date has come and gone. We’re now on day 15, and HW 3 owners are getting increasingly frustrated about the delay and the worry that HW 3 is reaching its limits.
FSD v12.5.1.3 is currently the latest FSD version available to the public. However, Musk said that this version doesn’t have HW 3 support yet, and it’ll be a new unreleased version that will roll out for HW 3.
Tesla’s Cybertruck has officially earned a 5-Star Safety Rating from the NHTSA—an impressive achievement given the vehicle’s design. The achievement demonstrates Tesla’s engineering prowess. As one engineer points out, it wasn’t an easy feat.
Interestingly, the NHTSA only recently disclosed the results, despite the crash tests being completed a while ago. According to Lars Moravy, Tesla’s VP of Vehicle Engineering, the team had been aware of the 5-star rating for quite some time. While the reason for the delay remains unclear, now that the results are public, Tesla’s engineers can finally share how they achieved the rating.
Crumple Zones
Wes Morril, the Cybertruck’s Lead Engineer, wrote about the crash test video on X recently, addressing the claims that the Cybertruck doesn’t have a crumple zone. He also posted a side-by-side video (below) of the engineering analysis and the crash test itself.
Engineered Crash Safety
There’s a lot of engineering precision at play when a Cybertruck is involved in a crash. Unlike traditional crash structures that rely on crash cans and collapse points, the Cybertruck’s front gigacasting is designed to absorb and redirect impact forces in a highly controlled manner.
It all starts with the bumper beam, which crushes within the first few milliseconds of a high-speed impact. At the same time, the vehicle’s sensors rapidly analyze the crash dynamics and determine the optimal deployment of safety restraints, including airbags and seat belt pre-tensioners. These split-second actions are crucial in keeping occupants safe.
As the crash progresses, the vehicle’s structure deforms in a carefully engineered sequence. The drive unit cradle bends, directing the solid drive unit downward and out of the way, allowing the gigacasting to begin absorbing impact forces.
The casting crushes cell by cell, methodically dissipating energy in a controlled manner. This gradual deceleration reduces the g-forces transferred to occupants, making the crash much less severe. As the gigacast begins crushing, the safety restraints are deployed.
As Wes points out in his post - you can see how accurate the virtual analysis and modeling were. The video shows the simulated crash side by side with the real-life crash test and they’re almost identical. All that virtual testing helps provide feedback into the loop to design a better and safer system - one that is uniquely different than any other vehicle on the road.
All the armchair experts claimed the Cybertruck has no crumple zone and I get it, the proportions seem impossible. It was a tough one and there is a lot of engineering that went into it. Let me break it down for you:
Tesla has pioneered the use of single-piece castings for the front and rear sections of their vehicles, thanks to its innovative Gigapress process. Many automakers are now following suit, as this approach allows the crash structure to be integrated directly into the casting.
This makes the castings not only safer but also easier to manufacture in a single step, reducing costs and improving repairability. For example, replacing the entire rear frame of a Cybertruck is estimated to cost under $10,000 USD, with most of the expense coming from labor, according to estimates shared on X after high-speed rear collisions.
These insights come from Sandy Munro’s interview (posted below) with Lars Moravy, Tesla’s VP of Vehicle Engineering, highlighting how these advancements contribute to the improvements in Tesla’s latest vehicles, including the New Model Y.
However, with the new Model Y, Tesla has decided to go a different route and eliminated the front gigacast.
No Front Casting
Tesla’s factories aren’t equipped to produce both front and rear castings for the Model Y. Only Giga Texas and Giga Berlin used structural battery packs, but these were quickly phased out due to the underwhelming performance of the first-generation 4680 battery.
Tesla has gone back to building a common body across the globe, increasing part interchangeability and reducing supply chain complexity across the four factories that produce the Model Y. They’ve instead improved and reduced the number of unique parts up front to help simplify assembly and repair.
There is still potential for Tesla to switch back to using a front and rear casting - especially with their innovative unboxed assembly method. However, that will also require Tesla to begin using a structural battery pack again, which could potentially happen in the future with new battery technology.
Rear Casting Improvements
The rear casting has been completely redesigned, shedding 7 kg (15.4 lbs) and cutting machining time in half. Originally weighing around 67 kg (147 lbs), the new casting is now approximately 60 kg (132 lbs).
This 15% weight reduction improves both vehicle dynamics and range while also increasing the rear structure’s stiffness, reducing body flex during maneuvers.
Tesla leveraged its in-house fluid dynamics software to optimize the design, resulting in castings that resemble organic structures in some areas and flowing river patterns in others. Additionally, manufacturing efficiency has dramatically improved—the casting process, which originally took 180 seconds per part, has been reduced to just 75 seconds, a nearly 60% time reduction per unit.
Advancements in die-casting machines and cooling systems have allowed @Tesla to dramatically reduce cycle times and improve dimensional stability. pic.twitter.com/WB5ji67rvV
Tesla’s new casting method incorporates conformal cooling, which cools the die directly within the gigapress. Tesla has been refining the die-casting machines and collaborating with manufacturers to improve the gigapress process.
In 2023, Tesla patented a thermal control unit for the casting process. This system uses real-time temperature analysis and precise mixing of metal streams to optimize casting quality. SETI Park, which covers Tesla’s manufacturing patents on X, offers a great series for those interested in learning more.
The new system allows Tesla to control the flow of cooling liquid, precisely directing water to different parts of the die, cooling them at varying rates. This enables faster material flow and quicker cooling, improving both dimensional stability and the speed of removing the part from the press for the next stage.
With these new process improvements, Tesla now rolls out a new Model Y at Giga Berlin, Giga Texas, and Fremont every 43 seconds—an astounding achievement in auto manufacturing. Meanwhile, Giga Shanghai operates two Model Y lines, delivering a completed vehicle every 35 seconds.
![A Look at the Tesla Cybertruck’s Crumple Zones [VIDEO]](https://www.notateslaapp.com/img/containers/article_images/cybertruck/cybertruck-crash-test.webp/e43ef2433bd6e44ae8db63421604a4fb/cybertruck-crash-test.jpg)
