Quick Reference — Key Specs
| Parameter | Value |
|---|---|
| EPA Test Group | TTSLV00.0L1A |
| Certificate Issued | May 26, 2026 |
| Introduction into Commerce | May 29, 2026 |
| Battery | 326V / 146Ah ≈ 47.6 kWh |
| MCT Combined Range | 418.2 miles (673 km) |
| MCT Highway Range | 375.4 miles (604 km) |
| Motor | 163 kW (219 hp), front-wheel drive |
| Curb Weight | 3,113 lbs (1,412 kg) |
Source: EPA Certification Summary TTSLV00.0L1A, surfaced by Electrek on June 15, 2026
Tesla has never been generous with engineering details on the Cybercab. Since Giga Texas began production, official technical specs have been essentially nonexistent — a few high-level figures from Musk, nothing from the company itself. But regulatory filings don't run on PR schedules. On June 15, 2026, Electrek pulled the full EPA Certification Summary for the Cybercab — test group TTSLV00.0L1A — and the document now stands as the most complete and authoritative technical record of this vehicle to date.
Most of the numbers land where you'd expect. One of them — the curb weight — made engineers go quiet for a moment, then start asking questions.
Start With the Number That Doesn't Add Up
3,113 lbs (1,412 kg).
That's the Cybercab's curb weight. Before you read further, hold one comparison in mind: the current Tesla Model 3 RWD — five seats, roughly 57.5 kWh of battery, a full steering wheel and pedal assembly, a conventional instrument cluster, and every piece of hardware a normal passenger car requires — weighs approximately 3,862 lbs.
| Vehicle | Seats | Battery | Curb Weight |
|---|---|---|---|
| Tesla Cybercab | 2 | 47.6 kWh | 3,113 lbs |
| Tesla Model 3 RWD (2024) | 5 | ~57.5 kWh | ~3,862 lbs |
| Difference | −3 seats | −10 kWh | Only 749 lbs lighter |
The Cybercab has three fewer seats, roughly 10 kWh less battery, no steering wheel, no brake pedal, no accelerator pedal, no conventional instrument cluster — and it's only 749 lbs lighter than a five-seat Model 3.
That gap demands an explanation.
Where the Weight Is Actually Going
Engineering analysis points to three categories — and all three trace directly back to the vehicle's core identity as a driverless platform.
Thermal management for the autonomous compute stack. The HW4/AI4 hardware platform generates sustained heat loads that dwarf anything produced by a conventional infotainment system. Running 24/7 in a commercial Robotaxi deployment, the compute stack requires a full liquid-cooling infrastructure: heat exchangers, dedicated coolant loops, circulation pumps, and thermal management controllers. That hardware has no equivalent in a conventional vehicle's passive cooling setup, and it adds meaningful mass.
Dual-redundant steer-by-wire architecture. The Cybercab eliminates the mechanical steering column entirely in favor of steer-by-wire. The technology itself isn't new — but a consumer vehicle can tolerate a single point of failure in a way a driverless vehicle simply cannot. Every steering actuation element — servo actuators, control electronics, power supplies — must have an independent redundant backup capable of maintaining basic steering authority if the primary system fails. Two complete systems where one used to be.
Structural reinforcement for driverless crash protection. In a conventionally driven vehicle, the driver is part of the safety equation — anticipating impacts, bracing, responding. Remove the driver entirely, and the structural cage must absorb and distribute crash energy with no human contribution whatsoever. That means heavier A-pillars, B-pillars, and floor structures designed to meet safety standards without any assumption of human reaction time.
The paradox worth noting: The same engineering decisions that add weight — redundant steering, autonomous compute hardware, structural reinforcement — are precisely what allow the Cybercab to strip away the mechanical complexity of a conventional drivetrain and optimize aggressively for aerodynamics. The mass is the engineering cost. The efficiency numbers are what it buys.
47.6 kWh Battery: Less Capacity, More Purpose
The Cybercab runs a single lithium-ion pack rated at 326V nominal voltage and 146 Ah capacity, yielding approximately 47.6 kWh of total energy. No dual-pack option, no extended-range configuration — just the one.
| Parameter | Cybercab | Model 3 RWD (reference) |
|---|---|---|
| Nominal voltage | 326V | ~350V |
| Capacity | 146 Ah | ~170 Ah |
| Total energy | ~47.6 kWh | ~57.5 kWh |
| Pack configuration | Single pack | Single pack |
At roughly 17% less capacity than a standard Model 3, the Cybercab's battery might look like a downgrade on paper. Against the range numbers in the next section, it looks like a statement of intent: this vehicle was not designed to win on battery size. It was designed to win on efficiency.
418.2-Mile MCT Range: Reading the Number Correctly
The EPA's Multi-Cycle Test produced two range figures:
| Test Cycle | Range |
|---|---|
| MCT Combined | 418.2 miles (673 km) |
| MCT Highway | 375.4 miles (604 km) |
MCT results are laboratory figures, controlled for temperature, occupant load, HVAC usage, and driving behavior. Real-world range typically comes in 15–25% below MCT values. Apply a 25% discount to the 418.2-mile combined figure and you land at roughly 313 miles — nearly exactly in line with Musk's stated real-world target of approximately 300 miles.
The efficiency story behind these numbers: 418.2 miles from 47.6 kWh implies an MCT efficiency of approximately 8.8 miles per kWh. The Model 3 Long Range, for comparison, achieves around 4.5–5.0 miles per kWh. The Cybercab is operating at close to double the efficiency.
That gap doesn't come from a battery chemistry breakthrough. It comes from designing the vehicle from the ground up around a single purpose: moving two passengers through urban and suburban environments as efficiently as physics allows. Purpose-built aerodynamics, a stripped-down interior, and a two-seat layout that shrinks the frontal area significantly — these are the engineering levers that produced an 8.8 miles/kWh number, not a new cell chemistry.
163 kW, Front-Wheel Drive: Adequate by Design
The Cybercab uses a single 163 kW (219 hp) AC three-phase permanent magnet synchronous motor driving the front axle. For a brand that defaults to rear- or all-wheel drive across its lineup, front-wheel drive is a notable choice — one that makes complete sense once you think through the Robotaxi use case rather than the performance use case.
| FWD Rationale for Robotaxi Operation | Detail |
|---|---|
| Simplified drivetrain | Single motor, no rear differential — fewer failure points, lower manufacturing cost |
| Urban low-speed maneuverability | Front-heavy weight distribution suits frequent low-speed starts and tight urban turning |
| Adequate power for the mission | 163 kW is more than sufficient for city and suburban Robotaxi speeds; peak performance is not a design priority |
This isn't a compromise driven by cost cutting. It's an engineer's decision to match the drivetrain precisely to the operating envelope — no more, no less.
May 29, 2026: The Date a Regulatory Document Quietly Recorded
One field in the EPA certification summary typically receives little attention. In this document, it carries real weight: Introduction into Commerce Date: May 29, 2026.
This is not Cybercab's production start date — that was April 2026, when Giga Texas began manufacturing. It is not a delivery date. It is the date on which the Cybercab became legally authorized for sale and commercial operation in the United States.
Texas SB 2807 — the bill authorizing commercial driverless vehicle operation statewide — took effect on May 28, 2026. Tesla received EPA certification one day earlier, on May 26, with a commerce date of May 29: the day after the legislation went live. The timing alignment is precise enough to be intentional. Tesla coordinated its regulatory certification schedule with the Texas legislative calendar.
This pattern — regulatory filings revealing key technical parameters before any official announcement — is not new for Tesla. The Tesla Semi's 822 kWh battery pack first appeared in a CARB filing, not a press release. The Cybercab's EPA certification continues that tradition: the most technically complete picture of the vehicle is now sitting in a government database, disclosed by a monitoring journalist, while Tesla's own communications remain characteristically sparse.
Full Technical Specifications
| Category | Specification |
|---|---|
| EPA Test Group | TTSLV00.0L1A |
| Certificate Issued | May 26, 2026 |
| Introduction into Commerce | May 29, 2026 |
| Battery Voltage | 326V |
| Battery Capacity | 146 Ah |
| Total Energy | ~47.6 kWh (single lithium-ion pack) |
| MCT Combined Range | 418.2 miles (673 km) |
| MCT Highway Range | 375.4 miles (604 km) |
| Estimated Real-World Range | ~300 miles (Musk's stated target) |
| Efficiency | ~8.8 miles/kWh (~2× Model 3) |
| Motor Type | AC 3-phase permanent magnet synchronous |
| Motor Output | 163 kW (219 hp) |
| Drive Configuration | Front-wheel drive |
| Curb Weight | 3,113 lbs (1,412 kg) |
What this EPA filing reveals is not just a spec sheet. It's a window into an engineering philosophy built around a single constraint: operate without a human. Smaller battery, higher efficiency. Heavier structure, stronger redundancy. Simpler drivetrain, higher reliability. Every parameter in this document has an answer to the question "why doesn't it work like a normal car?" — and the answer is always the same.
It wasn't designed to be a normal car.
The numbers are public. The analysis is just getting started.
Source: EPA Certification Summary TTSLV00.0L1A, surfaced by Electrek on June 15, 2026. All technical specifications are derived from official EPA certification documents. Published for informational purposes only.