The highlight of FSD Beta v12 lies in its increased usage of neural networks. A neural network in artificial intelligence is akin to the human brain's network of neurons. It is a complex system that learns from large datasets - in Tesla's case, millions of video clips - to recognize patterns and make informed decisions. This machine-learning approach allows the system to adapt and improve continuously.
Neural networks are already used for determining surroundings, detecting objects, and more, but FSD v12 will be the first time Tesla adds neural networks that control the vehicle's acceleration, braking, and steering. According to Musk, FSD Beta v12 features end-to-end neural networks, meaning that these AI networks are used for everything, from vehicle input (cameras) to vehicle output (steering).
Tesla will be able to replace more than 300,000 lines of explicit code with these new networks.
Release Notes
Release notes for FSD Beta v12 were never obtained, however, the release notes for v12.1 confirm the use of neural networks for vehicle control.
The release notes are short, but hopefully, Tesla will expand them to offer additional details before v12 goes out to customers. The release notes currently only include one feature that states:
“FSD Beta v12 upgrades the city-streets driving stack to a single end-to-end neural network trained on millions of video clips, replacing over 300k lines of explicit C++ code.”
FSD Beta v12 Livestream
The public got an early glimpse of FSD v12's potential back in August 2023, when Musk live-streamed his vehicle driving with an alpha version of v12 on X.
The livestream wasn't without its share of issues, but it showed off some of its capabilities of v12 and it appeared to be at least on par with FSD Beta v11, even at this early stage.
Release Timeline and Inclusion of Updates
While the exact timeline for FSD Beta v12's release to public testers remains unknown, the expansion to additional employees is a promising sign. FSD Beta v12.1 is currently Tesla update 2023.44.30.10, although we'll likely see additional releases before it goes out to public testers.
Back in June of 2023, Musk said that FSD would finally graduate out of beta with FSD v12, however, the release notes for v12.1 clearly state "FSD Beta v12.1." Musk's goal could be for FSD to come out of beta with an eventual v12 release, but at this time it looks like FSD will remain in beta - at least in its current state.
FSD Beta v12.1 Video
It looks like we're not the only ones excited about the release of FSD Beta v12.
A video of FSD Beta v12.1 has been published online by an apparent employee. You can watch the video below.
Keep in mind that with major changes to FSD Beta, there are often regressions as well, and it usually takes several revisions to iron out major issues.
FSD Beta v12 is a fundamental shift in how the vehicle is controlled and represents an exciting future for Tesla and its FSD ambitions.
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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.
![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)
