In 2020, at a resort in San Antonio, a Model S owner had their car damaged by a valet who wanted to test out Cheetah mode. The joyride did not end well for this valet who crashed the car into a concrete wall, which was captured on the car’s dash cam.
Many luxury carmakers have invented ways to prevent a valet from damaging the car or accessing personal data. Some carmakers introduced valet keys that could limit top speed, reduce acceleration and lock the glove box. Although these features improved the safety and privacy of the car, the physical keys were impractical because they could be stolen or lost. Valet keys have been outdated since Chevrolet introduced virtual Valet Mode in 2014.
Tesla also implemented a Valet Mode of its own that improves upon the safety and privacy features of the valet key. Tesla's Valet Mode is a feature that prevents valets from driving recklessly and having access to the owner's personal information. Tesla introduced the feature in 2015 as part of an over-the-air software update.
Tesla's Valet Mode
MonsterGadgets/YouTube
Everything Valet Mode Does
When Valet Mode is activated, Tesla’s operating system restricts some of the car's functionality. Valet Mode will limit the car's maximum speed to 70 mph, reduce acceleration by about 50 percent and disable the use of autopilot.
In addition to these safety features, the security and privacy features include the automatic locking of the glove box and frunk. Valet Mode also keeps the user's information private by blocking certain personal information from appearing on the display screen. This keeps information such as addresses, contacts and schedules completely private. Valet Mode also disables Wi-Fi, Bluetooth and navigation functionality.
Valet Mode Restrictions
Valet Mode restrictions the following features:
Speed limited to 70 mph
Acceleration restricted to “Chill”
The front trunk and glove box will lock, the trunk will remain accessible
Voice commands are disabled
Navigation is disabled so that it does not allow access to recent destinations, favorites or home and work addresses
Autopilot/FSD is disabled
Allow Mobile Access setting cannot be changed
HomeLink (if applicable) is not available
Driver profiles are not available
The touchscreen will not display the list of keys that can access the car
Wi-Fi and Bluetooth are disabled, and you cannot view or add a new device
Sentry Mode options can’t be changed (if Sentry Mode is on, it can’t be turned off)
Smart summon is disabled
Calendar is not available
The Upgrades section in Controls > Upgrades is disabled
There are a few other features that are inaccessible while Valet Mode is enabled. The most obvious of which is Ludicrous Mode, which allows the driver to access the full acceleration power of the Tesla.
This mode is only available for some performance models. Smart Summon is also inaccessible while in Valet Mode. However, if your Tesla is parked in Valet Mode, you can disable Valet Mode from the mobile app, and proceed to Smart Summon your car.
Charging
Although Tesla limits many features while the vehicle is in Valet Mode to protect your privacy and your vehicle, it does not limit the ability to charge.
This can be useful when you visit a valet location with chargers on site. The valet can plug your Tesla in to charge while it is parked.
Speed Limit
Although the speed limit for Valet Mode defaults to 70 mph, you can customize it to your preference using "Speed Limit Mode". The speed limit can be set in safety settings by turning on the Speed Limit Mode and creating a 4-digit PIN.
By turning on Speed Limit Mode, you can set a custom maximum speed that cannot be changed without your PIN. You can set the maximum speed in the car or in the Security section of the Tesla app.
How to Turn On Valet Mode
Valet Mode can be activated from within the vehicle and through the mobile app. To activate it from within the car, tap your profile name on the display screen. A drop-down menu will appear, select the last tab labeled “Valet Mode.” you will be prompted to enter a four-digit PIN the first time you enable Valet Mode. Once the PIN is entered, the screen will display that Valet Mode has been enabled. You can also use the mobile app to turn Valet Mode on and off, assuming the vehicle is parked, by clicking ”Security” and then “Valet Mode”.
PIN to Drive
If you use PIN to Drive, an additional security feature that requires you to enter a valid PIN code to start the car, this feature is disabled while the car is in Valet Mode. Once you start Valet Mode, you’ll be prompted to enter your PIN to Drive code. This code will be saved and will not require the valet driver to enter a PIN to start the car.
Teen Drivers
Valet Mode can also come in handy when letting a teen drive to prevent them from speeding or using functionality that could be dangerous for a new driver, such as using the car’s full acceleration or using Autopilot. None of the Tesla’s safety features are disabled while in Valet Mode.
If you prefer, you can just enable Speed Limit Mode so that they can still access navigation, music, and other features.
Teslas are fun cars to drive and some people may be tempted to test the car’s instant torque, fast acceleration and amazing Autopilot capabilities, but these features should be used with permission.
Since Teslas are capable of high speed and fast acceleration, Valet Mode is an advisable feature to use. The higher performance of a car, the greater the risk of an accident when left in the hands of a valet driver.
Tesla owners can have peace of mind knowing that Valet Mode can prevent speeding and reckless driving and protect their privacy when someone else is behind the wheel.
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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.
Tesla’s ambitious 4680 cell program has been pivotal for its vehicle roadmap - and in particular, for the Cybertruck. Bonnue Eggleston, Tesla’s Senior Director for the 4680 cell project at Tesla, recently sat down with Sandy Munro on Munro Live, offering valuable insights into cell development, manufacturing hurdles, and Tesla’s future trajectory. You can watch the video in its entirely below.
The 4680 cell, like many batteries, is characterized by its dimensions: 46mm in diameter and 80mm long. Tesla is currently producing the 2nd generation of the 4680 - internally known as the Cybercell - which is shipped with every variant of the Cybertruck. This Gen 2 variant is a considerable step up from Gen 1 - whose limited production was cancelled following the slow charging issues with the 4680 Model Y.
Prototypes are Easy; Production is Hard
Bringing the 4680 from a concept cell to mass production hasn’t been easy, but according to Tesla, it has now become Tesla’s cheapest cell per kWh. Eggleston emphasized in the video that scaling up was an immense challenge - and required an extreme attention to detail.
With a team possessing a broad skill set, it took considerable effort to bring the 4680 to life, starting from the raw electrode material and progressing through the crucial formation process.
Breaking Barriers
To overcome these hurdles, Eggleston’s team leaned into innovation and focused on new processes that had not been utilized in the battery world yet. The groundbreaking new dry electrode process is the key here, which eliminates the use of toxic solvents and large ovens required in traditional production methods. This reduces internal factory footprint, while also being cleaner and safer, building a better cell from the ground up.
Complementing this, Tesla has also been developing a custom electrolyte formulation in-house, tailored specifically for their anode, cathode, and separator materials, all aimed at expanding their deep vertical integration.
This vertical integration has been key to the 4680 program, and Tesla has further extended it, with in-house production of components like cell cans serving to optimize the process and reduce waste. Eggleston also pointed out the unique terminal design on the 4680, which allows for easier and more reliable welding, contributing to the high production output that Tesla is aiming for.
Sustainability
On the sustainability front, Tesla has been hard at work recovering and recycling materials right from the manufacturing line to minimize waste. Eggleston highlighted this as part of Tesla's effort to promote sustainability, which ties in with the environmental benefits gained from avoiding solvents in the dry electrode process.
Structural Battery Packs
While the 4680 is intrinsically linked to the Cybertruck, we expect Tesla to expand this to its future vehicles eventually - whether through use of the specific cell format, or the technologies learned through its development. Eggleston noted that the efficiency of the Cybertruck is partly due to his team’s cooperation and work with the vehicle team. The structural battery pack minimizes weight and provides additional support and protection to the cabin and occupants.
4680 in the Future
Eggleston expressed a considerable amount of confidence in Tesla’s 4680 program and the progress - citing significant improvements in throughput, yields, and product quality since he took leadership.
He acknowledged the ambitious targets that Tesla and Elon have set - and mentioned that the use of metrics like headcount per gigawatt helps drive production efficiently. This metric essentially measures labor efficiency – producing more battery capacity (gigawatt-hours) with fewer people indicates a more streamlined and cost-effective manufacturing process.
While Eggleston hinted at future developments, and we have previously heard of Tesla working on even more cells for the future, the battery technology race has been progressing rapidly around the world. While Tesla has been pushing 4680 production and deploying 325kW-capable Superchargers (and soon 500kW), they continue to face challenges from the competition.
Brands like China’s Zeekr are demonstrating new LFP batteries capable of charging from 10-80% in under 10 minutes, while achieving sustained speeds of 400kW+. Currently, the Cybertruck can only sustain the 325kW cap speed for a few minutes at best, resulting in a sub-par charging curve compared to upcoming competitors.
Tesla will have to focus on developing and producing new cells that maintain that cost-competitive advantage the 4680 has built, while also achieving faster charging speeds across its entire lineup. For now, these new faster charging speeds are restricted to the Cybertruck, but with refreshes for the Model S and Model X on the horizon, we expect that Tesla’s updated flagship vehicles will make the best use of this tech until it is ready for the rest of the lineup.
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