Tesla Cybercab teardown: 12 modules, 46 graded claims, 0 public chip MPNs
Munro Live's 87-minute Cybercab deep dive is the common primary source behind this wave of Cybercab teardown coverage; Tesla's EPA certification adds a second, independent data chain. We reconciled both. The result: rich vehicle and manufacturing detail, but a chip layer that remains a black box — as of 2026-11-08 we found no Cybercab-specific public board-level MPN.
Data updated: · rev 2026-11-08.1 · Method and grades
NuAxi does not disassemble devices. This page checks public teardown video and official certification files; undisclosed board-level part numbers are not inferred, and Model Y's chip list is not carried over. A/B/C are claim-evidence grades, not part-number grades.
The short version
If you read only five statements, read these. They decide what this teardown actually means for chip and supply-chain research.
The battery is the hardest part of the teardown
An 88S6P 4680 pack split into separately potted modules, a steel enclosure, no pyro fuse and a wireless BMS. The design target is serviceability over a 500,000-mile operating life, not energy density.
The 5DU inverter is the real chip-supply signal
Fewer parts, every component dual-source ready, a PCBA that supports 12V or 48V, and a second job as the HV distribution centre. But Tesla showed the board without disclosing the MCU, gate driver, power module or PMIC part numbers.
The unboxed numbers need a definition
Tesla's team confirms 25 fully automated final-assembly stations, about 78% line automation and a ~50% floor-space target. The host later mentions '35 main stations' and a '60% part-count reduction'; neither is reconciled on camera.
The compute platform is still a black box
Public information supports only an AI4-family computer with more than 32GB of RAM; whether it is AI4+, two AI4 boards or an early AI5 is not disclosed. This is likely the highest-value and least visible semiconductor content in the car.
Many articles, one primary teardown
Not a Tesla App, IT之家, 36Kr and EET-China all republish the same Munro video; they are interpretation, not independent evidence. The only other independent data chain is the EPA filing.
Evidence chain: one primary teardown, two independent data sets
Separating primary teardown, official filing, independent reporting and derivative coverage is the most important move in a viral teardown cycle. This is the source ledger behind the page.
Swipe to see the full table
| Source | Type | Date | What it proves | Independence |
|---|---|---|---|---|
| Tesla Cybercab Deep Dive: Inside the Engineering with Lars Moravy and TeamMunro Live | Primary teardown | 2026-10-26 | The primary 87-minute teardown video, guided by Tesla VP of Vehicle Engineering Lars Moravy, Cybercab lead Eric Earley and team. Primary evidence, but not independent validation. | Primary, Tesla-guided |
| EPA Certificate Summary Information TTSLV00.0L1AU.S. EPA | Official filing | 2026-05-26 | Official certification: 326V, 146Ah, 163kW, 3,113lb and 418.2 miles unadjusted range. Directly checkable. | Independent |
| Tesla Cybercab Teardown Reveals Modular Battery, Improved Inverter & MoreNot a Tesla App | Industry report | 2026-11-03 | Independent reporting based on the Munro video, adding quotes and context; not an independent teardown. | Not independent |
| The Tesla Model Y's Structural Battery Was Nearly Impossible To Repair. The Cybercab Fixes ThatInsideEVs | Industry report | 2026-10-27 | Battery-structure analysis based on the Munro video and Tesla engineer quotes. | Not independent |
| Tesla's Cybercab battery design could make robotaxis even cheaperTeslarati | Industry report | 2026-10-28 | LFP-reservation analysis based on the Munro video. | Not independent |
| VIDEO: Munro Live's Tesla Cybercab deep dive reveals a 25-station final line, no paint shop, and moreEVwire | Industry report | 2026-10-26 | Manufacturing summary based on the Munro video. | Not independent |
| Tesla Cybercab deep teardown: modular serviceable battery, new inverterIT之家 | Derivative | 2026-11-04 | Chinese translation based on the Munro video; useful for terminology, not new evidence. | Not independent |
| The world's first full teardown of Tesla Cybercab36氪 / 智能车参考 | Derivative | 2026-11-05 | Chinese deep analysis adding wireless-BMS cost and blind-mate details; still based on the Munro video, not an independent teardown. | Not independent |
| A deep dive into Tesla Cybercab's Unboxed manufacturing logic电子工程专辑 | Derivative | 2026-11-01 | Unboxed-manufacturing analysis based on the Munro video, with detailed station, pitch and module breakdowns. | Not independent |
| Tesla Cybercab full specs revealed: 3,113 lbs, 219 HP, 48 kWhElectrek | Industry report | 2026-06-15 | EPA filing analysis including the 0.7 adjustment estimate; the EPA document remains the primary source. | Not independent |
| Exclusive: Tesla Cybercab Includes More Powerful FSD HardwareNot a Tesla App | Industry report | 2026-07-07 | Independent-source report that Cybercab FSD memory exceeds 32GB; exact variant undisclosed, hence grade B. | Independent |
| Tesla announces HW4 Plus with doubled memoryElectrek | Industry report | 2026-04-23 | Report on Tesla's Q1 2026 AI4+ announcement: 64GB total, about +10% compute/bandwidth, targeted for 2027. | Independent |
| Tesla Cybercab Enters Production: Key Suppliers Behind the Purpose-Built RobotaxiGasgoo | Industry report | 2026-09-24 | Industry overview; explicitly says Tesla has not disclosed production chip count, compute or redundancy; supplier claims need caution. | Independent |
| First look under the hood of the Tesla Cybercab ahead of official productionThe Driven | Industry report | 2026-02-02 | Early under-bonnet observation, not a teardown; used only in the timeline. | Independent |
| Tesla Says Cybercab's New Inverter Drops Straight Into a Model YEVXL | Derivative | 2026-11-04 | Inverter and HV-distribution analysis based on the Munro video; adds PDC detail. | Not independent |
12 modules, claim by claim
Each module lists the checked claims, their evidence grade and the chip/board-level information that is still missing. Open any module for the full list; A/B/C are defined in Method and grades below.
FSD compute platformFSD compute4 Checked claims
The teardown does not open the FSD computer. Public information supports only an AI4-family computer with more than 32GB of RAM; whether it is AI4+, two AI4 boards or an early AI5 is not disclosed by Tesla.
- BThe Cybercab's FSD computer belongs to the AI4 family; Tesla has not disclosed the production chip count, compute or redundancy architecture. — GasgooNot a Tesla App
- BAn independent source says the Cybercab FSD computer has more than 32GB of RAM; it is unclear whether this is AI4+, two AI4 boards or an early AI5. — Not a Tesla App
- BTesla announced AI4+ (AI4.1) on its Q1 2026 call: 32GB per SoC, 64GB total, about 10% more compute and bandwidth, targeted for 2027; Tesla has not confirmed Cybercab uses it. — Electrek
- BCybercab uses eight exterior cameras plus an interior camera in a vision-centric system; no lidar or radar is disclosed. — Gasgoo
Still missing: SoC marking/model, memory and storage part numbers, camera ISP/sensor, board photos.
Front integrated moduleFront module4 Checked claims
Tesla packs about half of the car's parts and content into the front module: drive unit, inverter, 48V battery, thermal system, some braking and HV distribution, all tested before vehicle assembly.
- ATesla says the front module holds about 50% of the car's parts and content. — Munro Live
- AThe front module contains the drive unit, 48V low-voltage battery, thermal system, HV distribution and part of the braking system; it is self-tested before final assembly. — Munro Live
- AAfter removing the washer reservoir/thermal assembly, the inverter can be serviced from above without lifting the car or removing the drive unit. — Munro Live
- AThe front-module line pitch is about 2 metres, letting robots work from several sides. — Munro Live
Still missing: Part numbers for the module's ECUs, connector suppliers, board photos.
5DU drive inverter5DU inverter5 Checked claims
The new 5DU front drive unit raises the reduction ratio to 11:1; the inverter has fewer parts, every component is dual-source ready, the PCBA supports 12V or 48V, and it doubles as the HV power distribution centre.
- ACybercab uses a new 5DU front drive unit with an 11:1 reduction ratio; most Teslas use about 9:1. — Munro Live
- AThe new inverter has fewer components than the current 4DI; every component is designed for dual sourcing, with unpopulated footprints for supplier A/B. — Munro Live
- AThe inverter PCBA is compatible with both 12V and 48V low-voltage systems. — Munro Live
- AThe inverter also acts as the HV power distribution centre: one HV line runs from the pack to the inverter, and a small junction box with an extra connector and fuse feeds thermal and other HV loads. — Munro LiveEVXL
- ATesla says the PCB and power stage ship from Fremont this year; the same unit also goes into the Semi; engineers say it can swap into a Model Y drive unit but declined to confirm a Model Y programme. — Munro Live
Still missing: Part numbers and suppliers for the MCU, gate driver, SiC/IGBT power module, current sensor, DC-link capacitor and PMIC.
Battery pack and 4680 modulesBattery pack6 Checked claims
EPA filings confirm 326V, 146Ah (about 48kWh); the pack uses 88S6P 4680 cells split into separately potted modules in a steel enclosure, with space reserved for LFP.
- AThe EPA certificate lists a 326V, 146Ah (about 48kWh) lithium-ion pack, a 163kW motor and a 3,113lb curb weight. — U.S. EPA
- AThe pack is 88S6P using 4680 cells; Tesla no longer pots all cells into one structural block, but splits them into separately replaceable potted modules. — Munro Live
- BThe pack contains four separately potted modules; a single failed module can be replaced on its own. — InsideEVs
- AThe pack enclosure uses steel for the first time at Tesla; Tesla says steel costs about $1.90/kg versus $5–8/kg for alternatives. — Munro LiveNot a Tesla App
- AExtra space around and below the modules is reserved both because fewer cells were needed than expected and for a future, cheaper LFP chemistry. — Munro LiveTeslarati
- ATesla designs the pack for at least 500,000 miles and says a single failed module can be replaced without replacing the whole pack. — Munro Live
Still missing: Cell supplier, BMS AFE, module interconnect and sensing-board part numbers, pack photos with markings.
Wireless BMSWireless BMS4 Checked claims
Each module's battery-management board talks wirelessly to the pack controller; an RF chip is added to each board, the BMB-to-penthouse harness is deleted, and module-level edge computing is enabled.
- AThe BMB-to-penthouse harness is gone; each BMB carries an RF chip and communicates wirelessly inside the pack. — Munro Live
- AThe BMB does module-level edge computing such as runaway detection and redundancy; Tesla says the RF chip adds $0.20–0.30 per board but deletes a harness worth perhaps $1, plus about $0.50 of assembly. — Munro Live
- BThe wireless BMS integrates one RF communication chip on each module's sensing board; the vendor and part number are not disclosed. — 36氪 / 智能车参考Munro Live
- ABattery electronics are serviced from underneath; Tesla says cells are more reliable than the surrounding electronics, so the service access is at the bottom. — Munro Live
Still missing: RF chip vendor/model, BMS AFE, MCU, sensing-board photos.
HV distribution and safetyHV safety3 Checked claims
Tesla deleted the pyro fuse in favour of fast contactors, uses a blind-mate HV interface on the pack, and makes the inverter the distribution centre to remove dedicated HV circuits.
- ATesla deleted the pyro fuse and filed a patent; the new contactors can cut HV power quickly under load. — Munro LiveNot a Tesla App
- AThe pack uses a blind-mate HV interface: the battery controller and modules connect automatically when pushed into position, removing manual/robotic insertion and the HVIL loop. — 36氪 / 智能车参考
- AA small junction box on the inverter carries an extra connector and fuse to feed thermal and other HV loads, so the pack no longer runs multiple dedicated HV circuits. — Munro LiveEVXL
Still missing: Suppliers and part numbers for contactors, HV connectors and fuse/distribution modules.
Thermal system and heat pumpThermal3 Checked claims
The third-generation heat pump moves complexity to the coolant side and keeps the refrigerant loop closed; the AC compressor mounts directly to the Supermanifold, and the module is filled, leak-tested and performance-tested before installation.
- ACybercab uses a third-generation heat pump; most complexity moves to the ethylene-glycol coolant side while the refrigerant loop stays closed. — Munro Live
- AThe AC compressor mounts directly to the Supermanifold, with no separate bracket and no refrigerant hoses. — Munro Live
- AThe thermal module is filled, leak-tested and performance-tested before installation; coolant connects through multi-connectors. — Munro Live
Still missing: Suppliers and part numbers for the compressor, controller MCU, pumps, valves and sensors.
Brake-by-wire and no manual controlsBrake-by-wire3 Checked claims
Cybercab is Tesla's first brake-by-wire vehicle; front and rear brakes can be tested separately inside their modules, removing cross-body hydraulic lines. It has no steering wheel, accelerator or brake pedal.
- ACybercab is Tesla's first brake-by-wire vehicle; front and rear brakes can be tested separately. — Munro Live
- ASplitting the car into modules makes a continuous hydraulic circuit impossible; brake-by-wire lets each module test its own brakes and removes the cross-body master cylinder and lines. — Munro Live
- BThe vehicle has no steering wheel, accelerator or brake pedal; steering, acceleration and braking requests all come from the autonomous driving system. — Gasgoo
Still missing: Part numbers for the brake ECU, redundant actuators, steering motor and wheel-speed/IMU sensors.
Body, doors and exterior panelsBody3 Checked claims
Front and rear aluminium castings plus boron-steel door rings form the structure; exterior panels are reaction-injection moulded with in-mould colour, letting Tesla delete the paint shop. The gull-wing doors are mainly a styling choice.
- AThe body uses front and rear aluminium castings and boron-steel door rings; only the side modules are e-coated, not the front and rear modules. — Munro LiveNot a Tesla App
- AExterior panels use RIM and in-mould colour, so Tesla eliminated the traditional paint shop; scratches can still be repaired like normal paint. — Munro Live
- AGull-wing doors are first a styling choice; seat height matches a standard wheelchair, the upward opening gives riders more room and some rain protection. — Munro LiveNot a Tesla App
Still missing: Casting/panel suppliers, door ECU and actuator part numbers.
Unboxed manufacturingUnboxed5 Checked claims
The car is split into front, rear, side and centre modules built and tested in parallel, then joined at 25 fully automated final-assembly stations; the line is about 78% automated and targets roughly 50% less floor space.
- AFinal assembly uses 25 fully automated stations; a Model Y line needs roughly 5–10 times that, depending on the factory. — Munro Live
- AThe full Cybercab line is about 78% automated; Tesla is targeting 100%. — Munro Live
- AUnboxed manufacturing targets about 50% less floor space per vehicle; the front-module line pitch is about 2 metres. — Munro Live
- CThe host mentions '35 main stations' and a '60% part-count reduction' near the end; Tesla's team on camera confirms 25 fully automated final-assembly stations. Neither the 60% nor the 35 figure is reconciled in the video. — Munro Live
- AThe line currently runs faster than Robotaxi deployment, so it does not run every day. — Munro LiveNot a Tesla App
Still missing: Total plant station count, actual cycle time, cost per vehicle, actual output and yield.
48V low-voltage architecture48V3 Checked claims
The front module contains a 48V low-voltage battery; the new inverter PCBA supports both 12V and 48V. Tesla uses 48V to cut copper, but the teardown does not enumerate which loads remain 12V.
- AThe front module contains a 48V low-voltage battery. — Munro Live
- AThe new inverter PCBA can operate in either a 12V or 48V low-voltage system. — Munro Live
- BTesla says the 48V architecture reduces copper and wiring; the teardown does not list which loads remain 12V. — Munro LiveGasgoo
Still missing: Part numbers for the 48V DC-DC, battery management, e-fuse and distribution modules.
Charging, connectivity and perceptionCharging3 Checked claims
Primary charging is wireless inductive; public reports mention Starlink V5 and 5G, but the underlying modem/antenna chips are undisclosed. The sensors and ISPs behind the eight exterior cameras are also undisclosed.
- BCybercab's primary charging method is wireless inductive charging; the EPA filing records 53.365kWh drawn from the wall for the roughly 48kWh pack. — ElectrekU.S. EPA
- BPublic reports say Cybercab integrates Starlink V5 satellite communication and 5G; Tesla has not disclosed the underlying modem, RF or antenna chips. — Gasgoo
- BThe vehicle uses eight exterior cameras and one interior camera; sensor suppliers are not disclosed. — Gasgoo
Still missing: Part numbers for the wireless charging controller, Starlink modem, 5G module, camera sensor/ISP/serialiser.
Chip layer: why there is not a single part number
This is not 'Cybercab has no chips'. It is 'the public teardown never opened a board to readable markings'. The table breaks down 12 chip positions: what is known, what is missing and how strong the evidence is.
As of 2026-11-08, no Cybercab-specific public part number was found for an MCU, SoC, AFE, RF chip, gate driver, power module or PMIC. The only confirmed chip-level facts are that each BMS board carries an RF chip, and that the FSD computer belongs to the AI4 family with more than 32GB of RAM.
Swipe to see the full table
| Chip position | Known | Missing | Grade |
|---|---|---|---|
| FSD SoC | AI4 family; >32GB RAM (reported) | Exact variant, marking, chip count | B |
| FSD memory | >32GB (reported) | GDDR/LPDDR type, capacity, vendor, part number | B |
| FSD storage | Not disclosed | UFS/NVMe, capacity, vendor | C |
| Camera sensor / ISP | 8 exterior + 1 interior | Sensor, ISP, serialiser part numbers | C |
| Inverter MCU | New 5DU PCBA; fewer parts | MCU vendor/model | C |
| Gate driver | Every component dual-source ready | Vendor/model | C |
| SiC/IGBT power module | New inverter; 12V/48V board | Device type, vendor, part number | C |
| BMS AFE / MCU | Wireless BMS; module-level edge compute | AFE, MCU model | C |
| BMS RF chip | One per BMB; +$0.20–0.30/board | Vendor, protocol, model | B |
| 48V DC-DC / e-fuse | 48V battery; 12V/48V inverter board | Converter, e-fuse, PMIC part numbers | C |
| HV contactor | Pyro fuse deleted; fast cut-off | Vendor/model | C |
| Thermal controller | Third-gen heat pump; self-tested module | MCU, pump/valve/sensor part numbers | C |
Five signals for the chip supply chain
The teardown is a vehicle-engineering story, but several signals are directly useful for component selection and supply-risk planning.
Integration is reducing part count, not semiconductor value
The inverter has fewer parts but more function per board: motor control, HV distribution and 12V/48V compatibility. Component count falls; per-board complexity and reliability thresholds rise.
Dual sourcing is drawn on the PCB
Tesla keeps unpopulated footprints so supplier A or B can be fitted. That is stronger than a procurement promise: the second source is designed in at the hardware stage.
Wireless BMS is a measurable RF-chip-for-harness trade
Each BMB adds one RF chip (+$0.20–0.30/board) and deletes a harness that may cost $1 plus about $0.50 of assembly. On the four modules reported publicly, that is four RF chips — the most concrete chip-content change in the teardown.
12V/48V compatibility lets one inverter board cover more vehicles
The same PCB/power stage is said to fit a Model Y drive-unit housing and to be used in the Semi. If true, inverter semiconductor purchasing scales across vehicle lines.
Compute is the largest and least visible semiconductor BOM
AI4 family and >32GB RAM are only lower bounds; SoC, memory, storage and camera chain have no part numbers. For supply-chain research, this is worth waiting for a real board-level teardown.
Key numbers: what you can quote, and what you cannot
In the same video, some numbers are confirmed by Tesla's team and some are the host's retelling. Each row is labelled so that 'sounds impressive' does not become 'confirmed'.
Swipe to see the full table
| Metric | Value | Grade | Definition / caveat |
|---|---|---|---|
| Fully automated final-assembly stations | 25 | A | Final assembly only; the host later mentions '35 main stations', not reconciled with Tesla's team. |
| Line automation | about 78% | A | Tesla is targeting 100%. |
| Floor space per vehicle | about −50% | A | A hard design target, not measured output data. |
| Part-count reduction | 60% (unconfirmed) | C | Host statement, not confirmed by Tesla's team on camera; not used as a conclusion. |
| Battery pack | 88S6P / 48kWh / 326V | A | EPA: 146Ah × 326V ≈ 47.6kWh. |
| Motor / drive | 163kW / FWD | A | Single motor, single speed, front-wheel drive. |
| Curb weight | 3,113 lb / 1,412kg | A | EPA certification data. |
| Range (unadjusted / estimate) | 418.2mi / about 293mi | B | 418.2mi is the EPA unadjusted figure; about 293mi is a 0.7-factor estimate, not the final label. |
| Design life | ≥ 500,000 miles | A | Tesla's engineering target, not a third-party durability result. |
| Public chip MPNs | 0 | A | As of 2026-11-08 no Cybercab-specific public board-level part number was found; this is absence of evidence, not absence of chips. |
Timeline: from first under-bonnet look to the teardown wave
The key public Cybercab milestones and where each sits in the evidence chain.
- First look under the bonnetB
Public video shows the FSD computer, low-voltage battery and thermal parts; not a teardown.
- Tesla announces AI4+B
Q1 call: 64GB total, about +10% compute/bandwidth, targeted for 2027.
- EPA certificationA
326V, 146Ah, 163kW, 3,113lb, 418.2mi unadjusted range.
- FSD memory reportB
Independent source says Cybercab FSD memory exceeds 32GB; variant unconfirmed.
- Munro 87-minute teardownA
Guided by Tesla's team, covering the battery, 5DU, thermal, body and unboxed line.
- Derivative coverage waveB
Not a Tesla App, IT之家, 36Kr and others republish; no new primary teardown.
Method and grades
This is a system teardown, not a BOM. A/B/C describe the strength of a claim only: A is shown/stated on camera in the primary teardown or directly checkable in an official filing; B is independent reporting or cross-checkable secondary material; C is a host statement, inference or definitional conflict that is not confirmed. No C-grade number is used as a conclusion.
- A: shown/stated in the primary teardown, or directly checkable in an official filing.
- B: independent reporting or cross-checkable secondary material, but not the primary teardown.
- C: host statement, inference or definitional conflict; used only to explain uncertainty.
The public teardown video and EPA filing are the primary evidence; other reports are used for cross-checking and Chinese-language context. Teardown method and evidence grades · Download the dataset (JSON)
FAQ
Is this a chip teardown?
No. It is a system/manufacturing teardown: Munro shows the pack, 5DU inverter, thermal system, body and unboxed line, but never opens a board to readable markings. NuAxi therefore publishes only checkable system-level claims and invents no chip part numbers.
Why are there zero part numbers?
Because the public material contains none. Tesla has not published a BOM, the Munro video does not show board markings, and the EPA filing has no chip data. We will not substitute Model Y part numbers from the same position in a different design — that would create false precision.
Is it 25 or 35 stations?
Tesla's team confirms 25 fully automated final-assembly stations on camera. The host later mentions '35 main stations' without saying whether upstream module lines are included. This page uses 25 for final assembly and marks 35 as unreconciled.
Is the 60% part-count reduction credible?
It is the host's statement in the video; Tesla's team does not confirm it in the same exchange. It may refer to a subsystem or a particular counting method, but the video does not define it. The page marks it grade C and does not use it as a conclusion.
What FSD chip does Cybercab use?
Public information supports only an AI4-family computer with more than 32GB of RAM. Independent reporting cannot tell whether it is AI4+, two AI4 boards or an early AI5. Tesla has not disclosed the production chip count, compute or redundancy architecture, and there are no board photos.
How big is the battery?
The EPA filing says 326V and 146Ah, about 47.6kWh; coverage usually rounds to 48kWh. The pack is 88S6P using 4680 cells; public reporting describes four separately potted modules. The unadjusted EPA range is 418.2 miles; a 0.7-factor estimate gives about 293 miles, but the final label value is still an EPA output.
Why is there no supplier list?
Tesla says every component is dual-source ready but names no suppliers; Munro does not show readable board markings. Any specific MCU, AFE, RF or power-device supplier list would be inference, so this page does not publish one.
When will part numbers appear?
When at least one new evidence type appears: board-level teardown photos/markings, FCC or certification filings, Tesla service-manual module numbers, or a supplier design-win disclosure. The revision will move and A/B part numbers will be listed separately.
What sources and grades does this page use?
The primary evidence is Munro Live's 87-minute teardown (2026-10-26) and Tesla's EPA certification; other material is independent reporting or derivative coverage. A/B/C are claim-evidence grades, defined in the Method section.