Tesla launched its adaptive headlights for vehicles with matrix headlights in software update 2024.2. However, the launch excluded North America, where the regulations for adaptive headlights differ from those in Europe.
While Transport Canada has approved adaptive headlight use since 2018, NHTSA has lagged behind considerably, with regulation approval only coming last year. While other manufacturers like Rivian have already launched adaptive headlights in the United States, Tesla is still working on their implementation. The good news is that it looks like Tesla is finally close to completing its implementation of the feature and all recent vehicles will be supported in a software update soon.
Lars Moravy, VP of Vehicle Engineering at Tesla, confirmed on X that adaptive headlight functionality is around the corner for North America. Tesla has already added some changes for matrix headlights with update 2024.20 in North America, but the changes are very subtle.
Adaptive Headlights
@DBurkland
Matrix headlights are able to independently control their LEDs to adapt to the light distribution pattern based on traffic conditions and road curvature. That means you can selectively brighten, dim, activate, or deactivate specific pixels in the matrix array to form dark or light areas in the headlight pattern.
Effectively, you can have perfect high beams while not dazzling drivers or pedestrians in front of your vehicle. Essentially, as oncoming traffic or traffic ahead of you is recognized, the matrix array will track them and blot out the light that would be landing on their vehicle.
How to Tell If You Have Matrix Headlights
To check if your Tesla has matrix headlights, examine the outer edge of the headlight. If there’s a prominent, round projector dome (see the image below), your headlights are likely matrix. If this dome is absent, you have standard, non-matrix headlights.
Another way to confirm is to run a stock light show while parked facing a wall; if the Tesla logo appears in letters, matrix headlights are installed. In general, all Teslas produced after January 2023 come with matrix headlights, while models built between December 2021 and early 2023 may have them, depending on the availability of parts and your region.
Matrix headlights have a circular dome projector on the outer edge
Not a Tesla App
Release Date
Tesla has been developing support for adaptive headlights for North America for some time now. Lars has commented on Tesla’s work on bringing the feature to North America before, but his latest “almost there” comment suggests Tesla is close to releasing the feature. Lars’ previous comment on matrix headlight support was in March of this year, where it complimented the work of the Tesla team in rolling it out to Europe and said that more regions and features will follow as Tesla gets the necessary certifications.
Tesla has various headlight designs, and the implementation could be different depending on the model, so not all models may receive support at the same time. Given Tesla’s most popular vehicles, we may see this added to the Model 3 and Model Y before the Model S, Model X, and the new Model 3.
The addition of adaptive headlights is a huge safety feature and one that will also have a positive effect on safety ratings, so expect Tesla to prioritize this feature over others. Given the timing, we may even see this as part of Tesla’s upcoming holiday update.
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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.
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