Cool things I learned from this Tesla Cybercab engineering walkthrough. They now have a wireless battery management system. Each of 4 battery modules has its own BMS board which reports via radio to the battery controller. Normally, you’d have a centralized BMS and tons of sense wires going to it. This is a BOM cost savings and manufacturing efficiency win. No more pyro fuse. Tesla had done away with low voltage fuses a long time ago via power semiconductors, and now they’ve done the same for the high voltage, high current main battery pack. In low speed crashes, the system can isolate the battery, but now still be able to turn it back on if no high voltage faults are detected. This reduces maintenance costs. No e-coatings on most castings. Tesla’s special aluminum alloys are robust enough to last without coatings. No refrigerant being routed through the car. All other cars route pressurized refrigerant to cool the cabin. The Cybercab instead just routes Ethylene Glycol keeping the refrigerant and compressor in a sealed vessel. This reduces maintenance expense since refrigerant leaks are expensive to fix. It has the downside of less cabin cooling power, but for a continuously used vehicle or one that has known pickup times, the computer can pre cool long enough in advance to make it work.