Early this morning Tesla released v10 of their FSD Beta as expected. The beta is version 2021.24.15. This release of the Beta is said to include a completely retrained Neural Net, although the release notes for the update are the same as version 9.2 of the FSD Beta. Elon seems very pleased with this specific version, calling it 'next-level' on Twitter.
Lucky participants were able to download the beta this morning and try it out. So far early impressions are that v10 is a noticeable improvement over the previous version. It is now able to navigate areas it just wasn't able to before. Tesla has been making impressive improvements with each FSD Beta release. Lets not forget this beta comes just shy of four weeks after the previous beta.
In this update, the car is more confident in taking left turns at intersections that don't have traffic signals. It accelerates more briskly and generally drives more like a human driver.
Version 10 was able to navigate the famous Lombard Street in San Francisco for the first time without any human intervention. Check out how it performed below:
FSD on Lombard Street
UI Improvements
Elon mentioned that there would also be some UI improvements in this beta. We're now seeing clearer lane markings. When the car approaches an intersection, the visualization will now zoom out slightly to give you a better view of the entire intersection and surrounding cars.
For Model S and X owners, the visualizations on the instrument cluster now also take up the entire screen. Any additional information you add to the IC, like an analog clock, will now be placed on top of the visualizations.
Future Improvements
Elon said this morning that this beta uses all the new vision processing and neural net improvement only for city streets. Highway driving still relies on the current production Navigate on Autopilot codebase. Elon went on to say that Tesla will merge highway and city driving into a single stack that should be included in version 10.1 of the FSD Beta. Over time we should see big improvements in the way Autopilot navigates highways as well.
Version 10 doesn't drive entirely like a human being yet. There was a time when it didn't take the right-of-way when it should have done so. There was a time when it didn't move far enough to the left to pass a pedestrian adult and child in the road with sufficient distance. And it didn't automatically reroute itself when it came to a place where the road was closed.
So v10 is not the ultimate solution for full self driving, but it's getting there. And maybe it's good enough for Elon to give us the "BUTTON" in a few weeks.
Highway stack is still production version, as it is more polished than FSD for now. Single stack for all should release in 10.1.
This version of the FSD Beta saw an increase in the number of testers. We don't know how many, but there were additional Tesla owners invited to test out this version of the FSD Beta. This must mean that Tesla is feeling more confident and wants to slowly start increasing the numbers of testers.
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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