Tesla shares 48V architecture with other automakers to move the industry
One of the less obvious features of the Tesla Cybertruck is its vehicle voltage architecture. The Cybertruck is the first EV from the automaker to use a 48-Volt (48V) electrical system implementation throughout the entire vehicle, as compared to the 12V systems that are used in pretty much every other vehicle on the planet. Today, Tesla shared its 48V implementation documentation with other major automakers — including competitors like Ford.
Ford’s own CEO Jim Farley confirmed the news on X, formerly Twitter, last night.
Tesla CEO Elon Musk also chimed in.
The consequences of Tesla’s actions won’t be immediately obvious in any other carmaker’s products, as they will likely take a long time to manifest into any real changes for the industry — if they do at all. But let’s take a step back.
Why does 48V architecture matter?
48V architecture is a huge deal not because it enables any particular feature or capability for any one car, but because it will lead to a step change in how automakers wire, accessorize, and electrically engineer their vehicles.
The first mass-produced vehicles generally used 6V architecture to power things like headlamps, and the industry broadly began to adopt 12V electrics in the 1950s. By the late 1960s, almost every car on sale in the US used 12V electrics — power windows, interior lighting, cigarette lighters, brake lights, ignition spark, batteries, and more all unified around this common voltage standard. This change was a big deal, because it meant that the suppliers who built a lot of these electrically-driven components could easily adapt their products to work with any car. Parts became yet more standardized (plus, more affordable and reliable), and eventually 12V became the universal standard for vehicle electrics.
The problems with 12V architecture, though, have been looming (pun intended) for years. Because of the low voltage of this architecture, delivering sufficient power to all vehicle systems that need electricity became more and more complex. And as cars integrated more and more electrical components over the years, this led to ruinously complicated vehicle wiring layouts. (I want to be clear: I am vastly oversimplifying the nature of the challenges of 12V architecture, and it should be obvious by now I’m not an electrical engineer. I probably shouldn’t be allowed to be too close to a wall outlet, frankly.)
Switching to 48V architecture alleviates a huge number of challenges automakers are facing with 12V. The biggest one, though, is complexity: You need far less complex wiring harnesses to power all your vehicle systems, because each wire can supply far more power and voltage in a 48V system. 48V architecture also potentially improves overall electrical efficiency for reasons that I am not sufficiently qualified to explain beyond a kindergarten level, meaning your car’s accessory systems may require less power overall to operate (quite important for an EV).
12V roadblocks remain despite Tesla’s action
The challenge in adopting 48V architecture primarily lays in the vehicle supplier ecosystem, but that conclusion requires a bit of context setting.
If you cannot convert all of a vehicle’s systems to 48V architecture, the benefits of using such an architecture start to diminish pretty quickly in the form of introducing new complexities (i.e., a hybrid 48V / 12V vehicle architecture). As such, most automakers have clung to 12V because they know it and it works.
If an automaker decides to move to a 48V architecture, whatever car it builds must use 48V-ready accessories. But, suppliers aren’t incentivized to build such accessories without sufficient demand. While carmakers like Ford certainly have the power and scale to commission 48V parts independently, the per-unit cost of those components is likely to be substantially higher than their 12V equivalents — especially if they’re being produced in comparatively low volumes. And, many carmakers would be forced to make such a transition slowly over their entire vehicle lineup (it’s worth noting that ICE vehicles can use and would benefit greatly from 48V systems, too). And so, most carmakers stick with 12V. It’s a chicken-and-egg kind of issue.
Why did Tesla share its 48V architecture?
To be frank, Tesla isn’t sharing its 48V architecture from the Cybertruck for purely altruistic reasons. Once you understand the conundrum around vehicle suppliers in the 12V world and making a transition to 48V, things start to come into greater focus. Tesla knows that transitioning to 48V is going to be incredibly difficult for legacy OEMs, and while there is potentially upside for Tesla in such a change (more on that in a moment), this is something of a PR move.
By publishing its 48V architecture, Tesla is saying “OK, we’ll show you how we did this thing — a thing you say is really complicated and difficult and would take years to replicate. You can just copy us.” But Tesla knows full well that even a powerful and well-resourced company like Ford can’t spin up a 48V accessory supply chain overnight, and that such a change would incur very substantial non-recurring engineering work (NRE, as it’s known in some industries).
For Tesla, though, there are theoretical benefits in the event the wider industry switches to 48V vehicle systems. The biggest one is the supply chain. The more components in the global vehicle supply chain that are designed for 48V vehicle systems, the lower the cost of those components will become over time — through volume, competitive engineering, and increased reliability. The second is a bit more nebulous, but arguably just as important: Engineers and other skilled workers in the industry will coalesce their work and knowledge around 48V systems, reducing the amount of redundant work happening and increasing the number of workers in the hiring pool who can understand and innovate on Tesla’s systems (and who can bring their knowledge to Tesla, barring any intellectual property infringement, of course).
Electrek’s Take
It’s hard to see a downside to this move for anyone — for Tesla, the industry, or for the engineers designing the vehicle systems themselves. And it’s plain that the supplier ecosystem needs a kick in the pants to accelerate the transition to 48V, and that the benefits of such a transition are very substantial.
But it’s much harder to say how much of an impact Tesla’s decision to share its 48V design will actually have. Clearly, automakers are already incentivized to move to 48V, but doing so is challenging for a reason — it’s not just laziness. There are legitimate (if frustratingly financial and logistical) reasons that the 48V transition is moving along slowly.
It’s very possible that providing publicity around this relatively esoteric technical issue will be the greatest factor in instigating more aggressive work to implement 48V vehicle systems, as opposed to any technical know-how gleaned from Tesla’s documentation.
It should also be noted that Tesla has two distinct advantages in transitioning to 48V that legacy automakers do not. The first is being unusually vertically integrated in its approach to building vehicles — Tesla designs almost all of its own vehicle systems, even if they may be procured from third parties who actually manufacture them. The second is that Tesla doesn’t have many legacy vehicle designs to support or consider in deciding to transition electrical architectures. Put another way, Tesla’s focus on independent engineering and low legacy debt are huge reasons it can introduce a 48V vehicle while other auto OEMs continue to stick to 12V and likely will for years from now, even in their EVs. And simply telling other carmakers how it built a 48V system won’t change those realities overnight.
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Elon Musk claims that Tesla (TSLA) shorts, people betting against the company’s stock, are going to be ‘obliterated, ‘ but there’s a big if to his prediction.
‘Shorts’ is a term used to refer to people betting against the stock of a company. They have long played a significant role in Tesla’s history on the stock market, and CEO Elon Musk has frequently commented on the situation, going so far as to predict their downfall and criticize them at every opportunity.
Throughout the years, Tesla was often topping the list of the most shorted stocks on the NASDAQ. As the automaker became profitable, shorts started to take losses and lose interest.
However, people who shorted Tesla made a lot of money earlier this year after shorting the stock following a rally over Trump’s election and Musk’s relationship with Trump.
Tesla’s stock has since recovered, and now, the short position on Tesla has stabilized at around 2.6% of the float, which is historically fairly regular and far from previous highs.
Nonetheless, CEO Elon Musk decided to take a jab at them today by claiming that they will be “obliterated” if they don’t sell their positions “before Tesla reaches autonomy at scale”:
“If they don’t exit their short position before Tesla reaches autonomy at scale, they will be obliterated.”
The operating phrase here is clearly: “before Tesla reaches autonomy at scale.”
Musk has been promising that Tesla will reach autonomy at scale by the end of every year for the last 6 years, and it has never happened.
The CEO’s latest timeline is that “autonomy will start positively contributing to Tesla around the second half of 2026.”
In the meantime, Tesla’s “Robotaxi” in Austin is still supervised by a Tesla employee in each vehicle, “Robotaxi” in California is just a ride-hailing service with employees in the driver’s seat, and Tesla’s “Full Self-Driving Supervised” in consumer cars has barely improved since Tesla launched v13 last year.
Electrek’s Take
I think Tesla shareholders hoping for a short squeeze should manage their expectations. With only 2.6% of the float and about a day to cover, any short squeeze would have a minimal impact.
However, I think Elon is probably right. If Tesla reaches autonomy at scale on his timeline, Tesla’s stock would shoot up, but there are huge caveats to this prediction.
Firstly, if you believe Elon’s latest timeline for the second half of next year, there are several significant events that are expected to occur at Tesla before then.
With the tax credit set to expire in the US and increasing competition in Europe and China, Tesla is expected to face several tough quarters after Q3. Elon himself admitted it during the last earnings call.
We are not just talking about Tesla continuing its earnings decline, which has been a clear trend for two years now, but we are talking about Tesla likely losing money, starting in Q1 2026. I don’t think shareholders and the market are ready for that.
Tesla’s liability regarding its failed autonomy promises and crashes is also increasing with more lawsuits advancing through the legal process every week.
In short, Tesla’s stock could take a significant hit over the next 12 months due to its declining EV business and increased liabilities.
Secondly, that’s assuming Elon’s latest autonomy prediction comes true, which has historically been a bad bet.
So Tesla’s fundamentals are about to crash, based on Elon’s own comment, but shorts will get “obliterated” if Elon’s historically terrible autonomy prediction finally comes true. Sounds like a big if to me.
That said, I wouldn’t necessarily recommend shorting Tesla’s stock based on this. The stock is clearly manipulated and trades primarily based on Elon Musk’s lies.
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Huffy, the classic bicycle brand that became a staple of so many childhoods, is selling its Coastal Cruiser e‑bike for an enticing $299.
That sale price is marked down from an MSRP of $899 – which is much closer to what you’d expect to pay for something like this.
On the surface, $299 is pretty remarkable value. For less than most basic electric scooters (or even most decent pedal bikes), you’re getting a 26‑inch wheel electric cruiser with a 36V battery with a claimed 40-mile (64 km) range, a 350W rear‑hub motor, front and rear disc brakes, a comfort saddle, LCD display, and an LED headlight, all with free shipping. At 53 pounds (24 kg), that’s actually lighter than most electric cruisers out there.
But before you think you’ve stumbled on some too‑good‑to‑be‑true deal, it’s worth asking: why is it so cheap?
First, caveats aside, Class 2 e‑bike compliance means it’s limited to 20 mph (32 km/h), so there’s no classic ‘Murican high-speed Class 3 riding here. You do get a throttle, but it’s 20 mph unless you’re going downhill. And if you do prefer Class 1 compliance, the right side thumb throttle looks easy enough to remove.
Then there’s the parts spec. While workable, the loadout is far from premium: mechanical disc brakes, single‑speed drivetrain, and no suspension. It’s clearly built for casual beachside or neighborhood cruising, not serious hills or daily commuting. At least Huffy does say it comes with an anti-corrosion coating, which should be good for seaside communities with salty air.
There is no word on the brand of the battery or motor, and there is no discussion of potential UL certification or other safety compliance for the battery or electrical system.
Then there’s the question of availability: Huffy is known for heavy discounting and frequent clearance moves. This may simply be them clearing out stock – possibly from overstock or just clearing warehouse space for new models. And while their 10-year warranty sounds generous, check the fine print: It’s only the frames that get the 10 years, while smaller components and the electrical system come with a six-month warranty.
Still, at $299, even a stripped-down, no-frills electric bike is tempting. For riders who just want a comfortable, simple, leisurely ride, like something for a relaxing cruise on the boardwalk to finish out the summer, this might be a compelling entry point. But go in expecting more of a relaxing cruiser than a performance commuter.
Electrek’s Take
I was pretty surprised to see this pop into my inbox, especially since past major sales from big bike companies are usually still twice this price.
Huffy’s Coastal Cruiser e-bike at $299 is definitely an attention-grabber, and maybe a bargain, but it’s worth a second look before assuming it’s a steal. As always, consider what you need in terms of power, range, quality, and long-term reliability. I’ve written before about the hidden cost of cheap e-bikes, and it’s something to keep in mind.
To be honest, I’m thinking of snagging one at this price, though almost more out of a sense of morbid curiosity for what $299 gets you (and I can hope that an article and video on the topic will come close to covering the outlay – an advantage not afforded to most people). It wouldn’t be the first time I’ve bought an ultra-low-cost e-bike just to see what I get.
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With a 236-foot wingspan that’s wider than a 747’s, the battery and solar-powered Skydweller Aero drone is pushing the boundaries of aviation. And, after back-to-back three-day flights without recharging, it’s pushing the boundaries of energy efficiency, too, begging the question: is perpetual aviation really here?
In the thick and humid pre-dawn air of a thin ribbon of airstrip just north of Interstate 10 on Mississippi’s Gulf Coast, the Skydweller Aero crew set about proving that its massive unmanned drone, which promised to fly, without fuel, and virtually forever, could deliver.
Three-days later, the Skydweller came down, as planned. The crew checked it, inspected its 17,000 solar cells, gave it the all-clear, then took off again.
Forever flight
“It always takes a little longer than you think, but we’re getting there,” says Robert Miller, CEO and co-founder of the perpetual solar flight startup. “Every 12 months we see a quantum step in where we’re headed.”
Skydweller’s most recent three-day tests were conducted by the Naval Air Warfare Center Aircraft Division (NAWCAD). Fitting, as the Navy is one of the drone’s most likely customers.
The US military is believed to be interested in what an aircraft like Skydweller could bring to its operations in Southern Command (SOUTHCOM), which encompasses Mexico, Latin America, and nearby waters. With its 800 lb. payload capacity, it’s to see how a Skydweller drone could be loaded up with all manner of sensors, cameras, or radio receivers and sweep a given area constantly, providing an eagle-eyed view to support drug enforcement or rescue missions. And a Mark 82 bomb (if you’re into that sort of thing).
Skydweller Aero makes it clear, however, that the company isn’t out to become just a defense contractor. They have civilian ambitions for their aircraft, as well, and mention the possibilities of sensor suites for weather research, astronomy, law enforcement, and remote outpost support, as well as the possibility of serving as something like a “low orbit” Starlink satellite.
You can watch the Skydweller’s initial flight test from last summer, below, then let us know what you think the big drone’s primary use case will be (bombs) in the comments.
Skydweller Aero flight test
SOURCE | IMAGES: Skydweller Aero, via Jalopnik, NOLA.
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