Every Tesla vehicle is filled to the brim with modern and advanced features - and there is a massively complex network of devices powering that - from the FSD and infotainment computers, to the various networked sensors throughout the vehicle.
That massive network of wiring is traditionally run on a system called CAN, or the Controller Area Network - which was developed by Bosch all the way back in the 1980s. Since then, it has been the industry standard for in-vehicle part-to-part communication for decades.
However, just like the horse and buggy, it may be time for CAN to be put out to pasture as it struggles in the data-driven modern environment. Massive amounts of sensor data, high-resolution infotainment screens, over-the-air (OTA) updates, and centralized Electronic Control Units (ECUs) mean that the old standard just can’t keep up anymore.
Tesla is now actively developing and deploying a next-generation vehicle network to replace CANBUS, and this new network will likely function in synergy with the move to the new 48-volt low-voltage architecture being pioneered by the Cybertruck.
CANBUS - The Old Workhorse
CANBUS was originally developed in 1983, released in 1986, and then standardized by the International Standards Organization (ISO) as ISO 11898 in 1993.
It’s a venerable standard that was revolutionary at the time, as it drastically reduced wiring complexity compared to the point-to-point methods being used in the late 80s and early 90s, and saw immediate mass adoption across the entire industry.
CAN is a message-based protocol, where nodes broadcast data with identifiers. The priority of packets determines their movement and access. However, CAN 2.0 and CAN FD are both extremely limited - CAN 2.0 is limited to a glacial 1Mbps, and ~8Mbps for the more “modern” CAN FD.
CAN FD barely makes the mark for 1080p video streaming at 60fps - if it is pre-encoded. Unencoded raw video surpasses what CAN FD is capable of, and greatly limits its capabilities and usages in a modern data-first vehicle like a Tesla.
CAN is also complex - it is simpler than a point-to-point wiring system, but the multiple CAN buses and gateways result in a complex, heavy, and costly wiring harness that can be next to impossible to diagnose, repair, or replace.
Tesla’s Next-Gen Networking
Tesla’s next-gen networking is all about timing - and unlike CAN, where two messages coming in at the same time can collide (resulting in neither reaching the node), Tesla’s TDMA, or Time Division Multiple Access, assigns specific time slots. This means that access to each node or data point is guaranteed and avoids interference.
You can think of CAN being like everyone yelling in the same room - but TDMA being a tightly scheduled series of one-on-one meetings.
However, TDMA isn’t just a simple sorting system. According to Tesla's patent application, the network operates in repeating cycles. At the start of each cycle, a Network Allocation Map (MAP) is transmitted. Think of this MAP as the dynamic schedule for that cycle – it tells every node exactly which time slots are reserved for which communications. Each reservation specifies the transmitting node, the receiving node, the duration of the slot, and, crucially, the type of traffic it is for.
This allows for sophisticated Quality of Service (QoS) management, separating data into different categories. The patent specifically calls out two main types:
Low Latency (LL) Traffic: These are for critical, time-sensitive signals (think sensor readings for FSD, airbag triggers, control commands). They get assigned short time slots that repeat very frequently within the TDMA cycle (potentially every 500 microseconds, according to one example in the patent) to guarantee delivery within a strict maximum delay. The data packets themselves are kept small, maybe only tens of bytes, to fit these quick slots.
Bulk Traffic: This is for data where total volume is more important than millisecond-level delay (think infotainment data, camera video feeds, maybe larger data logs). These get assigned longer time slots, allowing for larger data packets (over 100 bytes in one example), ensuring high overall throughput even if they don't repeat as often as the LL slots.
This whole system relies on precise synchronization across all nodes. The patent mentions synchronization signals within the TDMA cycle and specialized modem hardware to keep everything perfectly timed.
The network can also be structured into logical domains (like front-left, cabin-right, etc.), each managed by a Domain Master node that handles the MAP and communication within that zone. So, TDMA isn’t just a sorting system; it's a highly managed network implementing traffic prioritization (LL vs. Bulk), dynamic slot allocation via the MAP, and potentially managed by centralized Domain Masters, all designed for efficiency and reliability.
48-Volt and LVCS
Many of these networking concepts appear designed to work hand-in-hand with Tesla’s recently-released LVCS - or Low Voltage Connector Standard. LVCS simplifies vehicle wiring networks by drastically reducing the number of connector types needed from over 200 down to just six. While the patent focuses on the data protocol, LVCS simplifies the physical layer, and the 48V architecture it's built on also enables using the vehicle's DC power lines as a potential network medium (PLC), helping to reduce complexity.
Tesla has been utilizing these new approaches in the Cybertruck, as evident in their new and unique interactive wiring diagram, which helps technicians debug wiring issues. We can expect even more features to take advantage of the new capabilities in the future.
48V also means thinner wires, which reduces costs, and LVCS simplifies the connectors on both the harness and nodes - which means less part complexity, further simplifying the manufacturing and supply chain, while also ensuring vehicles are more repairable.
Wrapping Up
This is another innovation that Tesla is introducing to its fleet - and while we initially looked at it and thought, “Wires? How boring,” we soon realized that it is, in fact, the skeleton that Tesla will use to build its future systems.
That means smoother, faster, and more robust FSD data transfer within the vehicle, resulting in snappier and more effective decision-making. A quicker and more functional infotainment system and better support for deep-reaching OTA updates due to the reduced internal complexity and lack of reliance on internal CAN buses, which couldn’t be updated.
This is a massive technological leap over the decades-old CAN bus system, and while it may be invisible to the average user, it is an excellent example of all the engineering that goes on in under the hood of every Tesla vehicle.
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Sentry Mode is an invaluable tool for owners - capable of keeping the vehicle safe and secure even when you’re not around. This is especially true in recent times, with the misguided and unfortunate incidents surrounding Tesla ownership, including damage to Tesla vehicles, showrooms, and Superchargers.
B-pillar Camera Recording and Dashcam Viewer
With the 2025 Spring Update on 2025.14, Tesla is expanding Sentry Mode’s functionality for certain vehicles with some much-needed changes. Sentry Mode and Dashcam can now record footage from the vehicle’s B-pillar cameras. These cameras are located on the side pillars of the vehicle, between the front and rear doors.
This adds two crucially needed viewpoints, making Tesla’s Sentry Mode a truly 360-degree security system. These cameras also provide the best angles for capturing license plates when parked, so they will be greatly appreciated by owners in the event of an incident.
These vehicles are also receiving an improved Dashcam Viewer, which now displays the six camera feeds along the bottom and allows users to jump back or forward in the video in 15-second increments. Tesla also added a little popup in the top-right corner that lets users jump to the next video.
However, to the disappointment of many owners, not all vehicles are receiving these updates due to the additional processing power needed.
Limited to Hardware 4 Vehicles, Ryzen Isn’t Enough
We have confirmed that Tesla is only adding the additional camera recording and improved Dashcam Viewer on hardware 4 (HW4 / AI4) vehicles. The newer hardware presumably has the additional processing power and bandwidth needed to handle recording and saving the two additional video streams during Sentry Mode and Dashcam.
For the time being, owners of HW3 vehicles are not receiving this feature. This includes all vehicles with HW3, even those with AMD Ryzen infotainment systems. If you’re not sure whether your vehicle has HW3 or HW4, you can refer to our FSD hardware guide.
While there’s no doubt that recording two additional camera streams would be more computationally intensive, we hope that Tesla adds the improved Dashcam Viewer to HW3 vehicles in a future update.
Cybertruck Also Missing Improved Sentry Mode
Surprisingly, and most confusing for many - is the fact that the Cybertruck is also not receiving the improved Dashcam Viewer and B-pillar camera recording with this update. This struck us as odd, especially since the Cybertruck is currently the only vehicle with the improved, more efficient version of Sentry Mode.
Every Cybertruck is equipped with HW4 and AMD Ryzen infotainment units, so this clearly isn’t a hardware restriction. It’s possible the more efficient Sentry Mode is playing a role here due to the infrastructure changes. However, we expect Tesla to address this in a future update and eventually release these features for the Cybertruck as well.
Given the Cybertruck’s high visibility and its status as a frequent target for both positive and negative attention, many owners hoped that the Cybertruck would be one of the vehicles to receive this feature.
Adaptive Headlights
Tesla finally started rolling out its adaptive headlights in North America. While the new Model Y already came with the feature when it was released last month, other vehicles with matrix headlights are now receiving the feature in the Spring Update.
All vehicles with matrix headlights are receiving this feature, which includes the new and old Model 3, first-gen Model Y, and the new Model S and Model X.
If you’re not sure if your vehicle includes matrix headlights, check out our guide. What’s interesting here is that older vehicles that were retrofitted with matrix headlights due to an accident or user replacement are also receiving the adaptive headlights feature.
Legacy Model S & Model X
As with most updates, the older legacy Model S and Model X are not receiving all the features included in this update. Unfortunately, some of the features, which include the Blind Spot Camera on the instrument cluster, Save Trunk Height Based on Location and Keep Accessory Power On are limited to the new Model S and X.
Legacy S and X models will receive the Alternative Trip Plans feature, Avoid Highways (Requires Intel MCU) and the Keyboard Languages feature.
These vehicles are also receiving all the vehicles in the Minor Updates section except for the visualization showing how far the door is opened, which is exclusive to the Cybertruck. These additions include improved music search results, contact photos in the phone app, automatic connecting to hotspots, the ability to show third-party chargers, view Supercharger amenities, and various improvements to music services.
While many users will be disappointed not to receive the B-pillar camera recording and Dashcam Viewer improvements, it’s important to remember that Tesla typically does a great job at bringing features to older vehicles, at least with the Model 3 and Model Y. If a feature isn’t added, it’s usually due to a hardware limitation.
Tesla’s Vice President of Vehicle Engineering, Lars Moravy, recently took to X and opened the floor for user input. There, he asked the community for features and improvements they’d like to see to make Teslas better heading into 2026.
This post generated thousands of suggestions - and we recapped the best of them. There were also a few that Lars responded to, giving owners hope for some much-requested future changes, so let’s take a look at what may be coming
Lumbar Profile Support
Today, lumbar support is one of the few items that is not saved in the Tesla profile. That means if you have multiple drivers who use the same vehicle, you’re often left adjusting this setting manually, as it retains the setting that was last used. One community member suggested saving your lumbar setting to your profile just like Tesla does for other seat settings.
Lars said making this change seems doable, but it’ll take some engineering magic. The lumbar support isn’t tied to an absolute sensor like the other seat settings. This suggests that Tesla does not have an exact value to save, as it does with other seat functions, but Lars believes Tesla can find a way to save lumbar preferences. Tesla could potentially time how long the motor runs to get to the user’s lumbar setting and save this value.
With that said, it seems the vehicle engineering team may take a look at this one, and we may see it included in a future update.
Model 3 Signal Stalk Retrofit
The move away from traditional stalks in favor of the steering wheel buttons on the Refreshed Model 3 has been a point of debate. While the author is squarely in the camp of steering wheel buttons (at least with the Cybertruck), many dissent and say that the buttons on the Refreshed 3 aren’t as satisfying or easy to use.
Many other drivers also prefer the tactile feel and muscle memory of a physical stalk for signaling. Tesla appears to favor stalks, as they retained the turn signal stalk with the new Model Y. There are also rumors that Tesla is going to reintroduce the turn signal stalk to the Model 3.
If Tesla adds stalks back to the new Model 3, current 2024+ Model 3 owners are still left without stalks. However, a user suggested adding stalks as a retrofit option. Lars said that he would try to consider a retrofitted signal stalk for the Refreshed Model 3, similar to the simplified version in the Refreshed Model Y.
While less definitive than the lumbar support response, it appears that Tesla may at least consider offering a stalk retrofit for the new Model 3. If you’re a lover of signal stalks and can’t wait for Tesla to get an official one - we recommend the Enhauto S3XY Stalks, which are customizable and feel very close to Tesla’s original fit and finish.
With that said, it’s nice to see Tesla incorporating more community feedback into its vehicle design these days. Perhaps one day, they’ll address the infamous auto wipers. They have gotten better, but they’re still not as reliable as what’s available in most other vehicles. With that said, we look forward to the changes that will emerge from these recent conversations.
