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Tesla Cybertruck Machining & Manufacturing: Components, CNC Processes, and Materials

The Tesla Cybertruck represents a radical departure in automotive manufacturing, using advanced machining and materials to achieve its futuristic design. Unlike Tesla’s other models (Model 3, Model Y, etc.), the Cybertruck features a stainless steel exoskeleton and massive single-piece cast components. In this in-depth article, we break down the key components that are machined or fabricated for the Cybertruck – including the exoskeleton, suspension, steering system, and battery enclosure – and compare the processes and materials to those used in other Tesla vehicles. We’ll also highlight innovations in CNC (Computer Numerical Control) processes, differences in tolerances, and unique manufacturing challenges specific to the Cybertruck’s production.

The Cybertruck’s Stainless Steel Exoskeleton

One of the most distinctive elements of the Cybertruck is its stainless steel exoskeleton. Tesla uses a proprietary “ultra-hard 30X cold-rolled stainless steel” alloy (informally called “Hard Freaking Stainless”) for the outer body panels (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology) (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). These panels are an integral part of the vehicle’s structure (an “exoskeletal” design), giving the truck exceptional strength and durability beyond that of conventional pickups (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). The steel is about 3 mm thick, much thicker than typical automotive body panels (which are ~0.7–1.0 mm) (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). This imparts superior dent resistance and corrosion resistance – Elon Musk noted the Cybertruck should “win the dent-resistance derby” with its 3 mm 301-series alloy skin (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology).

However, using such a hard and thick steel presents challenges. Cold-rolling the alloy increases its strength dramatically but reduces its ductility, meaning it’s difficult to stamp into complex curves (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). As a result, the Cybertruck’s exterior has an angular, planar design with mostly flat surfaces and straight lines, a style chosen because the material simply cannot be deeply formed without cracking or breaking tools (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology) (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). Musk even quipped that this “ultra-hard 30X” steel could break a stamping press, emphasizing that traditional stamping dies would struggle with such material (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). Instead, Tesla engineered a manufacturing solution that minimizes heavy forming operations, saving on the huge presses and dies that a conventional truck would require (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology).

CNC Laser Cutting and Precision Bending of Panels

Since complex stamping is off the table, Tesla relies on CNC-controlled fabrication methods for the exoskeleton. The stainless alloy arrives at the factory in large rolls of sheet metal (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). First, the coils are unrolled and flattened carefully. This step requires finesse – the material’s internal stresses must be relieved without overworking it, because over-flattening can work-harden the steel and cause it to crack during subsequent bending (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). Tesla uses a custom laser blanking line (developed with Schuler AG) to handle this. Once the steel is flat, dual high-power lasers cut the sheet into precise blanks for each panel shape (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). According to Tesla’s VP of vehicle engineering Lars Moravy, they achieve about 80% material utilization from the coils thanks to the Cybertruck’s mostly rectangular panel shapes (which nest efficiently) and by sizing coil width to the part size (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). The laser-cutting process is fully CNC-controlled, ensuring each piece matches the CAD design exactly.

After cutting, the flat blanks are formed into their final shape using CNC bending instead of deep drawing. Tesla employs an innovative “airbending” technique for bending these stainless panels (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). In a traditional press brake, the metal is pressed into a die, which can scratch or mar the surface. For the Cybertruck, this is unacceptable – with no paint to hide defects, even minor tool marks would show (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). In Tesla’s airbending process, a cushion of high-speed air is blown through the bottom die, so when the press bends the sheet, the outer surface is literally floating on air instead of scraping against the tool (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian) (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). The upper punch still contacts the interior side of the panel, but any minor blemishes there will be hidden on the inside. This process was shown in action for the door panels: a Trumpf TruBend 5320 CNC press brake, operated by robots, makes a sequence of bends with about a 5 mm internal bend radius on the thick steel (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). The machine even measures each bend in real-time to ensure the angle is within spec, since precision is critical for the parts to fit together properly (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). The result is a sharply folded panel with no damage to the exterior face.

Welding and Finishing the Exoskeleton

Because the Cybertruck’s exterior also serves as its structure, joining these stainless panels is another critical process. For example, each door is made of a simple bent outer shell paired with a more intricately pressed inner panel for reinforcement (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). To assemble them, Tesla developed a laser welding technique that runs a continuous weld around the perimeter of the door, fusing the inner and outer pieces (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). Laser welding provides a concentrated heat source to minimize distortion, but welding stainless still required extensive tuning. Tesla engineers spent months refining parameters so that no heat marks, warping, or burn-through would appear on the outward-facing side of the door during welding (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). They succeeded in making the welds virtually invisible on the outside. Any small discoloration on the interior weld seams is cleaned up with a laser ablation process that burns off oxide marks (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian).

Once welded, additional finishing steps ensure a pristine look. Robots apply sound-deadening pads to the inside of panels (to reduce vibration in that thick steel) and then buff the exterior surfaces with abrasive pads (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). This robotic polishing blends any minor scratches and gives a uniform grain to the stainless steel. It’s essentially an automated brushed finish process. Because the Cybertruck’s body is not painted, this consistent brushing is the final cosmetic step. The emphasis throughout exoskeleton production is on quality over speed – Tesla is initially running the line at a slow rate to perfect quality, then will ramp up volume once they are satisfied with fit and finish (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). Even Elon Musk reportedly set “LEGO-like” build quality standards for the team, given that panel gaps and flushness must be nearly perfect for the unpainted stainless body (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian).

Innovations to Prevent Scratches and Defects

Manufacturing the Cybertruck’s exoskeleton required new innovations to overcome the challenges of the material. One clever solution was in the stamping tools used for any formed parts (like that inner door panel or other smaller reinforcements). Traditional tool steel dies tend to gall or leave drag marks on stainless steel. Tesla’s engineers addressed this by making the die inserts out of an aluminum-bronze alloy, which is much softer and less prone to scratching the stainless (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). These inserts are specially hardened and coated to prolong their life (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). While aluminum bronze won’t last as long as steel for stamping, it dramatically reduces surface damage on the parts. “When you use steel we get drag marks… so we obviously have to replace these inserts after a reasonable amount of time, but it’s working well given the constraints,” Moravy explained (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). In other words, Tesla accepted shorter tool life in exchange for flawless panels – a worthwhile tradeoff for this vehicle.

Another challenge was handling and stacking the cut stainless sheets without marring them. The factory uses automated handlers to gently place blanks onto racks, because even two stainless sheets rubbing together can scratch each other (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian) (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). Every step, from laser cutting to bending to final assembly, is engineered to avoid any contact that could imprint the metal. This level of care is far beyond normal automotive practice (where paint can cover small blemishes). The tolerances for the Cybertruck’s exterior parts are therefore extremely tight – laser cutting and CNC bending ensure each panel is accurate to within fractions of a millimeter, so that when welded together, the seams and edges align perfectly. There is no room for adjustment or filler. In conventional cars, body panels and structure are welded and then any slight mismatches can be corrected with grinding, filling, and paint in the body shop; with the Cybertruck, the machined accuracy of parts and welds has to be spot-on from the start. Tesla’s approach, while challenging, yields a body that is both the aesthetic skin and a robust chassis. Importantly, this strategy also saved enormous costs in stamping tooling – the Cybertruck avoids the dozens of expensive dies and presses that would normally be needed for a truck’s body panels (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). Instead, a combination of laser cutters, CNC presses, and welding robots do the job with more flexibility.

Comparison to Model 3/Y: Tesla’s other high-volume cars use a traditional unibody (body-in-white) approach with stamped panels. For example, the Model 3’s body is a mix of stamped steel and aluminum pieces welded together, and then painted for protection and appearance. Those models rely on internal structures (e.g. A-pillars, roof rails, B-pillars made of high-strength steel) to provide strength, with the outer panels mostly along for the ride. In contrast, the Cybertruck’s outer panels are the structure – “the truck’s outer body contributes to the strength of the vehicle, unlike a conventional body-in-white” (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). This means the Cybertruck needed far fewer parts (its door panel alone takes 75% of side impact loads by itself, according to Tesla (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian)) but each part is larger and thicker. While Model 3 and Model Y use painted body panels (which can mask small defects and allow use of lighter-gauge metal), the Cybertruck’s bare stainless requires perfection in fabrication. Model 3/Y panels are typically stamped in 0.8 mm mild steel or 1-2 mm aluminum, and can incorporate complex curves for style. The Cybertruck’s styling is more utilitarian because complex curves were not feasible with 3 mm ultrahard steel (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). Also, where Tesla spent money on large casting machines for the Model Y chassis, it saved money on stamping equipment for the Cybertruck’s body. This represents a different philosophy: simplify body panel manufacturing (at the expense of using advanced machining) while using more advanced casting for the frame – essentially shifting the manufacturing complexity to other areas. We’ll next examine those areas like the suspension, frame, and battery, and how they compare to Tesla’s other models.

Suspension Components: Materials and Machining

The Cybertruck features a heavy-duty suspension system designed for off-road capability and high payloads. It includes adaptive air suspension that can raise and lower the truck for clearance or loading, a feature not found on Model 3 or Y (though similar to the air suspensions on Tesla’s Model S/X). Key suspension components include the control arms, which link the wheels to the body, knuckles/uprights that hold the wheel hubs, and subframes (sometimes called cradles) that attach the suspension and electric motors to the exoskeleton/cast frame.

Materials & Design: Tesla appears to have used a mix of approaches for Cybertruck’s suspension arms. In a crash test video analysis, engineers from Munro & Associates noted that the front lower control arms looked like forged parts based on their geometry (Munro Live Dissects Tesla’s Cybertruck Front Structure). Forged aluminum control arms are common in Tesla’s other models – for instance, Model 3 and Y use forged aluminum for many front suspension links to save weight. These forged arms would then be CNC machined at the critical interfaces (such as bushing holes and ball joint seats) to ensure precise fit. However, other suspension links on the Cybertruck, especially in the rear, may be made from stamped high-strength steel instead of aluminum. Enthusiasts who got an early look under the Cybertruck observed that the rear suspension’s lower control arms are stamped steel weldments rather than forged aluminum, calling them a more cost-effective, if heavier, solution (Cybertruck. The beauty isn't even skin deep. | Page 3 | Rivian Forum). Stamped steel control arms consist of plate steel pieces that are laser-cut or blanked, then welded together into an A-arm shape. They are generally thicker and heavier than forged aluminum ones but can be produced quickly and affordably. This blend of forged aluminum (for high-stress, weight-sensitive parts) and stamped steel (for larger, load-bearing links) suggests Tesla balanced performance and cost in the suspension design.

Once the basic arm is formed (forged or stamped), machining steps follow. CNC drilling and milling are used to create accurate holes for mounting bushings (the rubber joints that connect arms to the frame) and for the ball joint that connects to the wheel hub. In a forged aluminum arm, the part likely comes out of the forge with extra material (“flash”) and a slightly irregular shape, so a CNC machining center trims off the excess and drills out the eyes where bushings press in. Similarly, a stamped steel arm might have holes pierced during stamping, but those could be laser-cut or reamed afterward to exact dimensions. Tesla will have designed these parts so that any final machining is done efficiently – for example, by incorporating flat reference surfaces to clamp the part accurately in a milling machine.

Subframes and Cradles: The Cybertruck’s suspension links connect to subframes at the front and rear. A subframe is a structural frame, usually steel or aluminum, that bolts to the vehicle’s body and carries the motor, gearbox, and suspension attachment points. In the Cybertruck’s front end, Munro’s team identified a large primary subframe (painted red in Tesla’s test footage) that carries the front suspension and drive unit (Munro Live Dissects Tesla’s Cybertruck Front Structure). They also spotted an interesting X-shaped cross member (painted light blue in the footage) under the subframe, which appears to be a multi-piece stamped steel weldment (Munro Live Dissects Tesla’s Cybertruck Front Structure). This X-member likely provides extra rigidity and serves as an attachment for the control arms. Using stamped and welded steel for the subframe components is a time-tested approach – indeed, the Model 3 and Y use welded steel subframes as well, even though those cars otherwise mix in aluminum parts. Steel subframes can be made very stiff and durable, and any complex nodes can be fabricated by welding pieces together. For the Cybertruck, large flat steel sections (4–5 mm thick) could be laser-cut and robotically welded into a cradle that holds the front motor and suspension arms. Machining is minimal on such subframe weldments, but certain spots might still get CNC attention: for instance, the flat mounting pads where the subframe bolts to the exoskeleton might be milled smooth to ensure a flush fit, or threaded holes for bolts might be tapped with precision.

Despite being made of “heavier” material, a well-designed stamped steel subframe can actually be relatively light. (As a comparison, Tesla’s Model 3 front subframe is a welded steel assembly optimized to be light yet strong (Tesla Model S vs. Tesla Model 3: Aluminum vs. Steel [Infographic]).) Tesla likely chose steel here due to the Cybertruck’s massive load requirements and also because steel handles repeated stress and impacts (like off-road use) well. Any weight penalty is offset by the truck’s large battery and power.

Rear Suspension: The Cybertruck’s rear suspension would mirror the front in concept, with possibly different geometry since it also incorporates the rear-wheel steering (discussed below). The rear may also have a subframe or, given the presence of a giant rear casting in the vehicle, the rear motor and suspension might bolt directly to that cast structure. In either case, the rear control arms and links have to manage not just vertical wheel movement but also the steering motion. Stamped steel might have been used in the rear upper control arm as well – an eBay listing for a purported Cybertruck rear upper arm showed a welded steel component, hinting that Tesla indeed used steel for some rear links (where weight is slightly less critical for ride quality than in the front).

Overall, the tolerances in suspension parts are crucial for alignment. Tesla will machine the hole locations for suspension bolts to tight specs (on the order of ±0.1 mm), as these define the suspension geometry (camber, toe, etc.). In assembly, shims or adjustment eccentrics can fine-tune alignment, but the parts themselves must be consistent. The Cybertruck’s hefty components likely have equal or greater precision compared to Model 3/Y parts, because with four-wheel steering and such a heavy vehicle, any play or misalignment could cause handling issues or accelerated tire wear.

Comparison to Model 3/Y: In Tesla’s sedan and crossover models, most suspension control arms are forged or cast aluminum with a focus on minimizing unsprung weight. For example, Model 3’s front upper control arm and lower wishbone are forged aluminum, CNC machined to shape, and even Model Y’s rear suspension uses some aluminum links. The Cybertruck departs from this by using more steel – trading weight for cost and strength. This is somewhat ironic, as the rest of the Cybertruck pushes advanced materials, but it shows Tesla being pragmatic where needed. Stampings allowed Tesla to get the suspension ready for production quickly (stamped parts require simpler tooling than complex forgings, which aligns with hitting production targets).

That said, some of the Cybertruck’s suspension hardware is similar to other Teslas. The knuckles (wheel upright) on the Cybertruck are likely aluminum castings, just scaled up. These knuckles hold the wheel bearing and connect the control arms and tie rod. They would be made by casting (for complex shape) and then CNC machined on all the critical faces (bearing bores, brake caliper mounts, ball joint tapered holes, etc.). Model 3 and Y also have cast aluminum knuckles that are machined post-cast. The wheel hubs and half-shafts themselves are steel parts machined on lathes (CNC turning) and splined for the drive axles – those are fairly standard across Tesla’s lineup, just sized for torque.

One clear difference is the addition of rear-wheel steering in the Cybertruck. None of the Model 3 or Y vehicles have this (and even Model S/X do not). This means the Cybertruck’s rear suspension has extra actuators and pivot points, which we’ll explore next. From a machining perspective, it adds a few more parts (like the rear steering rack or actuator arms) that must be manufactured to high precision.

Steering System and Four-Wheel Steering

The Cybertruck is the first Tesla to feature a four-wheel steering system, meaning both the front and rear wheels can steer. This improves maneuverability for such a large truck – enabling a tighter turning radius and even “crab mode”-style diagonal movement (as hinted by Elon Musk, similar to GMC’s Hummer EV) (Elon Musk confirms Tesla Cybertruck will have 4-wheel steering like ...). Let’s break down the steering components and how they’re made, and how they compare to Tesla’s other models.

Front Steering Components: The front steering of Cybertruck uses an electric power-assisted rack-and-pinion system, similar in principle to Model 3/Y but beefier. The steering rack consists of a long toothed bar (the rack) and a pinion gear turned by an electric motor. The housing of the steering rack is typically a cast aluminum or cast iron piece that holds the gearing and provides mounting points. In Cybertruck, this housing would be CNC machined after casting to create a precision fit for the rack bar, bearings, and seals. The rack ends connect to tie rods, which are steel rods (machined threads on the ends) that link to the steering knuckles. The steering knuckles themselves, as mentioned, are likely cast aluminum and machined to interface with the tie rod end via a tapered hole for the ball joint. The machining tolerance for these steering components is critical – any slop in the rack-and-pinion or in the tie rod end joints would lead to loose steering feel. Tesla has experience here since Model 3 and Y have finely tuned steering racks (those were supplied by Bosch, built to Tesla specs). The Cybertruck’s front rack might be an in-house design or a modified Model S/X unit (which are designed for higher loads due to larger tires). It will definitely have CNC-cut gear teeth on the rack and pinion for smooth operation.

Rear Steering Mechanism: The Cybertruck’s rear wheels are also steerable, which is achieved through a separate actuator mechanism on the rear axle. There are a couple of ways to implement rear steering: one is a smaller steering rack similar to the front, another is using electric actuators on each rear wheel’s suspension link. Tesla’s approach appears to use a central actuator that moves both rear wheels in unison. Spy videos of Cybertrucks show the rear wheels turning a few degrees in opposite phase to the front at low speeds (See Tesla Cybertruck's Rear-Wheel Steering Do Its Job In A Parking ...). We can infer there’s a rear steering rack or electric motor with linkage. This rear steering unit would have its own housing (likely cast aluminum as well, for weight savings) and an electric motor or perhaps even a ballscrew mechanism. All of these would be CNC machined to high precision – the rear tie rods need to be exactly the same length and move symmetrically to keep the car stable.

From a manufacturing standpoint, adding rear steering means extra parts: rear tie rod arms (probably forged or stamped steel, then machined for the joints), pivot bushings on the rear knuckle to allow it to turn, and a mounting structure for the actuator. Those rear knuckles might be slightly more complex than a normal fixed rear suspension knuckle, since they need to pivot like a front knuckle. They could be cast iron or steel instead of aluminum to handle the loads (many four-wheel-steer trucks use iron knuckles in the rear). If so, they would be machined extensively to get the correct geometry and to integrate a hub bearing.

Tolerances and Calibration: Four-wheel steering demands tight tolerances and careful calibration, because the front and rear steering must be synchronized. The electronic control can adjust angles, but physically the mounting points need to be precise. Tesla will machine the attachment points for the rear steering actuator onto the rear subframe or casting with exactness. During assembly, likely a calibration routine sets the center and limits of the rear steer to align perfectly with the front. The steering linkages (both front and rear) have adjustable tie rod ends for alignment, but the basic build has to be close to correct to allow a small adjustment range. This is similar to alignment on Model 3/Y, just with twice as many steering angles to manage.

Comparison to Other Teslas: Model 3 and Model Y only have front-wheel steering, with their steering racks machined and assembled to standard automotive tolerances. Those models don’t have to worry about rear alignment beyond the static toe angle, whereas Cybertruck introduces an active element. In terms of manufacturing, the front steering components of Cybertruck are analogous to Model S/X, which also have big tires and needed robust racks. The difference is simply scale and tuning – e.g., the Cybertruck might use a larger diameter rack bar, larger tie rods, and a more powerful assist motor to handle the forces of off-road tires. These are evolutionary changes; they would be machined and made similarly, just beefed up. The rear steering system is entirely new for Tesla. Other carmakers that have four-wheel steering (like certain Audi, BMW or Japanese systems) often source those as complete modules. It’s possible Tesla worked with a supplier for this, but given Tesla’s tendency to vertical integration, they might have developed it themselves. If so, it leverages their expertise in motors and control systems, combined with their machining prowess for the housing and mechanical parts.

One unique challenge is ensuring the rear steering actuator doesn’t introduce play or noise over time. It has to be very robust – imagine the shock loads going into it when the truck hits bumps while the rear wheels are slightly turned. Tesla likely uses durable materials (e.g., steel alloys for the rack/actuator) and maybe even backlash compensation in the geartrain. All those components (gears, screws) would be finely machined and possibly heat-treated for hardness. While we don’t have exact details of the rear steering design, its presence is an innovation that sets the Cybertruck apart from its Tesla siblings and required Tesla’s manufacturing to accommodate a new subsystem. Owners of Model 3/Y will never think about a rear tie rod, but Cybertruck adds that to the maintenance checklist – a testament to its unique design.

Battery Enclosure and Structural Pack

The Cybertruck is powered by Tesla’s new 4680 battery cells arranged in a structural battery pack, which doubles as part of the vehicle’s chassis. This pack is both an energy source and a structural element – a concept first introduced in the Model Y produced at Giga Texas, but taken to new scale in the Cybertruck. We’ll discuss the construction of the battery enclosure, the materials and machining involved, and compare it to the battery packs in other Teslas.

Structural Pack Overview: In a traditional EV (like early Model 3/Y), the battery pack is a self-contained box bolted to the car’s frame. The Cybertruck (and new Model Y) instead integrate the pack into the vehicle structure. The Cybertruck’s battery pack is load-bearing – the pack casing forms the floor of the truck and ties together the front and rear chassis. Tesla’s 2023 Impact Report revealed the Cybertruck pack contains 1,344 of the 4680-type cells, with a total energy around 123 kWh and weighing about 721 kg (1,600 lbs) (Here's What The Tesla Cybertruck's Battery Passport Reveals). That mass is roughly 24% of the truck’s weight, and because the battery is a structural element, some of that weight essentially replaces traditional chassis weight (Here's What The Tesla Cybertruck's Battery Passport Reveals). The benefit is a stiffer body and simpler assembly: the pack, once bolted and bonded in place, becomes part of the frame.

Battery Enclosure Construction: The battery enclosure (sometimes called the battery tray or pack casing) in the Cybertruck is likely made primarily of metal (metals like aluminum for light weight, possibly some steel in high-stress areas). Typically, a structural pack has a bottom sheet, top sheet, and side rails forming a robust closed box. In Model Y’s structural pack, Tesla used a stiff bottom plate and a thinner top cover that doubles as the interior floor. For Cybertruck, the pack spans a large area under the cabin and bed. The bottom plate could be stainless steel for extra underbody protection (since the truck might see off-road use), or high-strength aluminum alloy to save weight. The top plate might be steel for easier welding to the steel body, or aluminum if they isolate it. It’s a multi-material puzzle. What we do know is Tesla has to join this pack to the rest of the vehicle securely. Likely, adhesives and bolts are used to attach the pack to the cast front and rear sections, creating a rigid bond.

Manufacturing the pack enclosure involves large sheet metal forming and machining. If aluminum is used, Tesla may stamp or roll-form the side walls of the pack. The length and width are large, so those parts might be made from extrusions (common in battery trays) that are cut to length and welded at the corners. Friction stir welding (FSW) is a technique Tesla has reportedly used for joining aluminum in battery assemblies – for example, Tesla leverages SpaceX-developed friction stir welding for certain aluminum coolant components in Model Y (Tesla leverages SpaceX welding technique in Model Y components). FSW could be used to weld the long seams of an aluminum tray without melting the metal (resulting in a very strong, leak-proof joint). If the Cybertruck’s tray is aluminum, expect CNC-controlled FSW machines zipping along the edges to seal the pack. Any weld beads or surfaces that need smoothing might be milled flat after welding to ensure a good mating to other parts.

Inside the pack, the 4680 cells are arranged in modules or directly in an array. Tesla’s structural pack concept involves potting the cells in adhesive foam to create a stiff structure. The pack interior likely has machined metal supports or shock-absorbing structures. Some reports suggest the Cybertruck’s pack is divided into four sections (perhaps 4 modules each roughly ~31 kWh) for safety and modularity (Tesla Cybertruck's Structural Battery Pack: Advancing Electric ...). There could be internal partitions – possibly aluminum plates – separating these sections. Those partitions would be laser-cut or stamped, then slotted into the pack and welded. The precise alignment of these dividers is important to keep the cells in place, so their slots or tabs would be cut with CNC accuracy.

The battery pack cooling system is another area involving machining. Cooling tubes or plates run under/around the cells. Tesla often uses extruded aluminum coolant channels that snake through the pack. These extrusions have to be cut and bent to shape, and connected leak-free. In earlier packs, Tesla machined manifold ports and used ultrasonic welding or brazing to join cooling tubes. In the 4680 structural pack, the cooling may be a ribbon that weaves between cell rows. Any cooling manifold would require drilled holes for coolant and threads for fittings, so those would be CNC machined. Additionally, the electrical connections (bus bars) between cells are ultrasonic or laser welded rather than CNC machined, but the support structure for electronics (like the junction box on the pack) might involve machined mounting points on the pack.

After assembly of the cells and internals, the pack is closed and sealed. If the Cybertruck’s pack uses a top cover that’s also the floor, that top might be welded or bonded on. Another possibility is the pack is bolted from beneath to the vehicle, meaning the top is integrated into the body structure and the bottom cover bolts on. Regardless, to keep water and debris out, Tesla will machine a groove for a gasket or mating flange around the perimeter of the pack. The sealing surfaces usually go through a milling process to ensure they’re flat and parallel.

Finally, the whole pack is lifted into the vehicle and attached. The interface points – where the pack meets the front and rear castings and the side body – are machined flat and have holes drilled for fasteners. Precision is key here because the pack must carry loads evenly. If there were a gap, the bolts could loosen or the pack could rattle. Tesla likely uses a robot to apply structural adhesive at these interfaces (for example, a bead along the castings) and then bolts the pack in place, creating a rigid bond once the adhesive cures. This essentially makes the battery a stressed part of the frame.

Comparison to Model 3/Y: The Model 3 and early Model Y battery packs were non-structural, contained in an aluminum enclosure that could be removed. Those enclosures were typically bolted to the car and had a machined aluminum cooling manifold plate attached to the bottom. Manufacturing those packs involved stamping aluminum pieces and lots of small CNC operations for inserts, studs, and sealing surfaces. In contrast, the Cybertruck’s structural pack (and the latest Model Y’s pack) is more like an aerospace design, where the battery is akin to a wing box carrying load. The move to structural packs eliminated many parts – for instance, in Model 3 there were brackets and braces around the battery; in Cybertruck those might be unnecessary because the pack itself provides stiffness. Tesla indicated that using structural batteries can reduce the total number of parts in the vehicle by hundreds (by merging functions) (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle).

Model Y’s structural pack with 4680 cells has already given Tesla some experience, but the Cybertruck’s pack is larger and contains more cells (1344 vs around 830 in Model Y). This means more heat to manage and a larger surface area that could flex. Tesla likely increased the thickness or strength of the pack shell accordingly. Also, Cybertruck may face rougher duty cycles (towing, off-roading), so the pack’s structural integrity is even more critical. From a machining perspective, tolerances might be even tighter on the Cybertruck pack to ensure it doesn’t twist under heavy loads. The payoff is significant: integrating the pack with the cast front and rear sections creates a very rigid backbone for the vehicle. In essence, the Cybertruck’s frame = front casting + structural battery + rear casting + exoskeleton, all tied together.

It’s worth noting that safety considerations also influence the pack design. The structural pack keeps cells closer to the center, away from side impacts (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle). The Cybertruck’s thick steel body and likely additional skidplate armor further protect the pack. Tesla’s challenge was to incorporate this new pack without making servicing impossible. The pack can be unbolted as a unit if needed (though cell-level repair is not practical; the whole pack would be swapped).

In summary, the Cybertruck’s battery enclosure required precision machining for its large-scale parts to fit and function as part of the structure. It also leverages advanced welding (potentially friction stir welding on aluminum sections) to create a leak-proof, stiff shell. Compared to Model 3/Y packs, it’s a leap in integration and exemplifies Tesla’s philosophy of turning the battery into a structural advantage.

Gigacastings: Giant Aluminum Cast Front and Rear Sections

While the Cybertruck’s skin is stainless steel, a significant portion of its underlying structure is formed by massive aluminum castings – a manufacturing technique Tesla pioneered with the Model Y. For the Cybertruck, Tesla worked with IDRA to develop 9,000-ton “Giga Press” die casting machines, the largest ever in automotive use (Tesla installs two 9,000-ton Cybertruck Giga Presses at Giga Texas, lays the foundation of the 3rd as production nears - Tesla Oracle). These machines can cast extremely large aluminum parts in one piece. In the Cybertruck, both the front underbody and rear underbody/frame are expected to be single-piece castings, each replacing a whole bunch of smaller parts. Tesla installed at least two of these 9000-ton presses at Giga Texas specifically for Cybertruck production (Tesla installs two 9,000-ton Cybertruck Giga Presses at Giga Texas, lays the foundation of the 3rd as production nears - Tesla Oracle) (Tesla installs two 9,000-ton Cybertruck Giga Presses at Giga Texas, lays the foundation of the 3rd as production nears - Tesla Oracle).

Front Casting: The front casting likely includes the shock towers, front frame rails, and motor mount structure all as one aluminum piece. This would form the basic front "skateboard" onto which the suspension subframe (or suspension components) attach. It might extend from the firewall area to the front bumper beam. Having this as one casting ensures the front crash structure and suspension hardpoints are very rigidly connected. It is similar in concept to the smaller front casting used in Model Y (in newer builds) which ties the front suspension to the firewall. By casting it, Tesla avoids welding multiple stampings and maintains alignment of suspension pickups very accurately.

Rear Casting: The rear casting is even more impressive. For Model Y, the rear underbody casting incorporates the rear shock towers, rear motor mount, suspension arm mounts, and the supports for the trunk floor all in one. In the Cybertruck, the rear casting might be larger still – potentially forming the integral structure for the bed and rear fenders as well. A leaked Cybertruck body prototype image in 2022 suggested a huge rear structure casting. This piece could run from the rear of the cabin all the way to the tail, including the attachment points for the stainless outer bed panels and the hinge mounts for the tailgate, etc. It’s basically the spine of the truck’s rear. By doing this in one piece, Tesla ensures the bed and rear suspension are ultra strong. It also simplifies assembly – instead of welding 70+ parts (as was done in Model 3’s rear underbody) they cast one (Charged EVs | In Model Y, Tesla replaces 70 underbody parts with one casting - Charged EVs). Indeed, Elon Musk called the move to single-piece castings “revolutionary” (Charged EVs | In Model Y, Tesla replaces 70 underbody parts with one casting - Charged EVs).

Casting Material: Tesla developed a proprietary aluminum alloy for these large castings that achieves high strength without requiring a separate heat-treatment step (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle). Normally, after casting, aluminum parts are heat treated (tempered) to strengthen them, but doing so on a large casting can cause it to warp (“potato chipping” as Musk described) (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle). Tesla’s alloy is formulated to be strong as-cast, avoiding that problem (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle). This alloy also doesn’t require any coatings, which simplifies things (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle). The exact composition isn’t public, but it’s likely a high-silicon, high-magnesium aluminum that age-hardens on its own.

The casting process itself is highly automated. Molten aluminum is injected into a massive steel die at high pressure. For the 9000-ton press, the clamping force is 9000 tons to keep the die closed against the metal pressure. The Cybertruck castings solidify in seconds, then the machine opens and a robot extracts the red-hot part. Tesla showed footage for Model Y’s 6000-ton press, where a robot would then dip the casting in a quench tank or spray it to cool. The Cybertruck’s castings, being larger, might have water-cooled molds and controlled cooling to manage shrinkage. The result is a near-net-shape part that already includes complex features like ribbing, bosses, and attachment points formed into it.

Post-Casting CNC Machining: Despite the precision of casting, certain areas of these giga-cast parts need CNC machining afterward. Typically, any interface points where other parts bolt on are machined to ensure flatness and exact dimensions. For example, the locations where the battery pack attaches to the castings will be milled flat and have threaded holes—this ensures a tight seal and proper load transfer. The suspension mounting holes (for control arms or subframe bolts) are likely drilled and tapped on a CNC machine after casting, to get the tolerances perfect. Alignment dowel holes or holes for grounding bolts, etc., would also be machined. Tesla likely designs these castings to minimize how many machining operations are needed (each operation costs time). They may cast in pilot holes or markings and then use a multi-axis CNC to finish only critical surfaces.

Another area is trimming: the cast part comes with excess aluminum where the injection gates and overflows were. These are cut off, possibly by a robotic saw or CNC cutter. In Model Y’s casting, you can see where the gate was removed. The Cybertruck casting will have similar remnants that need removal. Some of this trimming can be done in the casting cell itself by automated tools.

Thanks to the no-heat-treat alloy, once the part is cooled and machined, it’s ready to go without additional thermal processing. This keeps dimensions stable (no warping) and speeds up production. Quality control uses X-ray or ultrasound inspections to ensure no voids or cracks in critical sections of the casting. The large castings must be void-free especially around suspension mounts or crash load paths.

Benefits and Tolerances: The geometric accuracy of a single-piece casting is a huge advantage. In a traditional build (like Model 3’s rear), many parts had to be welded together, each with a tolerance, stacking up variability. By contrast, a one-piece casting has all the relative geometry essentially locked in by the die. This can improve build consistency. For example, panel gaps around the rear hatch in Model Y became more uniform after the casting was implemented (one large piece vs many welds that could shift). We can expect the Cybertruck’s assembly to benefit similarly – the castings create a precise “skeleton” on which the stainless panels mount.

However, the absolute tolerances of a casting (especially a huge one) are still on the order of maybe ±0.5 mm or 1 mm in some dimensions due to metal shrinkage. Tesla mitigates this by using locating features and machining critical points. The holes that align the casting to the body during assembly might be oversized with floating bushings to allow a perfect fit, then tightened. Also, temperature control in the factory is important – aluminum and steel expand at different rates. Tesla likely does these assemblies in a controlled environment so that, say, at 20°C everything lines up. The joining of aluminum castings to the stainless steel exoskeleton is a unique challenge: aluminum and stainless can have galvanic corrosion if directly mated and exposed to moisture. Tesla probably uses isolating washers or adhesives at interface points (for instance, when bolting the stainless outer shell to the aluminum casting, they might apply sealant in between). Also, the difference in thermal expansion is considered – stainless expands less than aluminum for a given temperature rise. The design must allow a bit of give or use materials in such a way that differential expansion won’t cause warping (perhaps the structural adhesive is slightly flexible or gaps are left).

Comparison to Other Teslas: The Cybertruck is essentially applying the casting approach first used in Model Y on a grander scale. The Model Y’s rear casting replaced about 70 separate parts (brackets, stampings, etc.) (Charged EVs | In Model Y, Tesla replaces 70 underbody parts with one casting - Charged EVs), simplifying manufacturing and reducing weight. Cybertruck’s castings likely eliminate a similar or greater number of pieces. The press size (9000 ton) is larger than the 6000-ton presses used for Model Y (Tesla is spotted assembling giant casting machine for Cybertruck ...), because the truck’s parts are bigger and possibly thicker in sections. This makes Cybertruck a pioneer – as of 2025, no other production vehicle has cast parts this large. It’s worth noting Tesla originally planned to cast the entire rear “third” of the vehicle as one piece for Model Y (Charged EVs | In Model Y, Tesla replaces 70 underbody parts with one casting - Charged EVs). They achieved rear+front for Y (two pieces). Cybertruck might effectively be doing “rear third, front third, and the battery pack in the middle” as three major modules instead of many dozens of parts. Model 3, on the other hand, does not use giga-castings (at least early models didn’t; a retrofit could happen in future). Model 3’s underbody was all welded sheet metal, which is heavier and took more labor to assemble. Model S/X also did not have large castings (their production started earlier; S/X use some smaller cast nodes and extrusions in an aluminum spaceframe). So the Cybertruck stands out in Tesla’s lineup for fully embracing the giga-casting approach.

From a materials perspective, Model 3/Y bodies are mostly steel with aluminum castings in mix, whereas Cybertruck is a more complex mix of stainless steel (exterior), standard high-strength steel (some internal bits like subframes), and aluminum (castings and perhaps some body structure). Managing this tri-material structure is non-trivial, but Tesla’s design simplifies it by letting each material do what it’s best at: stainless for exterior durability and simple shapes, aluminum for complex high-stiffness cast structures, and conventional steel where cheap strength is needed in sub-assemblies. Joining methods differ accordingly (welding for similar metals, mechanical fastening or bonding for dissimilar).

In manufacturing terms, Tesla had to push the envelope to make the Cybertruck possible. They built the world’s largest casting machines (Tesla installs two 9,000-ton Cybertruck Giga Presses at Giga Texas, lays the foundation of the 3rd as production nears - Tesla Oracle) and developed new techniques (like the airbending and special die materials) to handle the stainless exoskeleton. Few automakers have attempted anything similar – the closest in concept might be the stainless steel body of the DeLorean in the 1980s (which was not structural and used much thinner steel), or the aluminum-intensive bodies of Audi and Jaguar (which still relied on lots of parts and rivets). The Cybertruck essentially combines the latest in steel fabrication and aluminum casting in one platform.

Key CNC and Manufacturing Processes Employed in the Cybertruck

To achieve the above, Tesla utilizes a range of advanced CNC machining and fabrication processes in Cybertruck production. Here’s a summary of the key processes and how they’re applied:

Each of these processes is optimized for the Cybertruck’s unconventional design. The synergy of modern machining (cutting, bending, milling) with innovative materials (hard stainless and specialized aluminum) is what makes the truck possible to build at scale. Tesla essentially had to rewrite the manufacturing playbook – combining techniques from the aerospace industry (for the stainless work and friction stir welding) with those from high-volume automotive casting and machining.

Conclusion

The Tesla Cybertruck showcases an unprecedented blend of machining processes, materials, and design innovation in the automotive world. Its stainless steel exoskeleton is cut with lasers and bent with novel air-supported presses, solving the challenge of forming ultra-hard steel while yielding a body of extreme durability (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology) (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). Its chassis is built around giant aluminum castings produced in the world’s largest casting machines, eliminating dozens of parts and fasteners in favor of single-piece strength (Charged EVs | In Model Y, Tesla replaces 70 underbody parts with one casting - Charged EVs). The suspension and steering systems mix tried-and-true techniques (like CNC-machined forgings) with new twists (such as an all-new rear steering actuator), all engineered to meet the high tolerances demanded by a vehicle with no cosmetic cover-ups (no paint, no cladding) and high structural loads. The Cybertruck’s structural battery pack further integrates CNC-crafted components into the vehicle’s skeleton, highlighting Tesla’s systems-level approach to design.

Compared to the Model 3 or Model Y, the Cybertruck’s manufacturing is both simpler in parts count and more sophisticated in execution. It avoids many small stampings and welds, instead using “big” methods – big presses, big machines, big robots – to make big parts. This has required Tesla to innovate at every step: from developing an alloy that won’t warp a huge casting (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle), to using aluminum-bronze tooling to prevent scratches on stainless (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian), to programming robots that buff out any slight blemish on a finished panel. These efforts have resulted in some unique challenges (joining different metals, controlling shrinkage, handling heavy components), but Tesla’s solution has been to push the boundaries of CNC precision and automation.

In the end, the Cybertruck is not just a polarizing design – it’s a case study in advanced manufacturing. If early reports are any indication, Tesla’s gambles are paying off: the company achieved the required fit and finish by refining processes before ramping up production (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian). Going forward, the innovations pioneered for Cybertruck – from giga-cast structures to structural batteries – could influence the entire auto industry’s approach to building vehicles. Tesla has shown that with creative engineering and cutting-edge machining, even an audacious concept like the Cybertruck can be brought to life in the factory. And as volume production scales up, the payoff will be a vehicle that’s incredibly strong, built with fewer parts, and assembled in less time than its more conventionally-made counterparts (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology). The Cybertruck truly marries design and manufacturing in a way we haven’t seen before, and it underscores Tesla’s reputation for redefining how cars are made.

Sources: The information above is based on current (2024–2025) data from manufacturing experts and Tesla’s disclosures, including insights from an exclusive Cybertruck factory tour (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian) (Exclusive Tesla Cybertruck Factory Tour Shows How The Engineers Made It Buildable - The Autopian), analyses by teardown specialists (Munro Live Dissects Tesla’s Cybertruck Front Structure) (Munro Live Dissects Tesla’s Cybertruck Front Structure), Tesla’s official statements on materials (Tesla’s Cybertruck Is Audaciously Austenitic - Mobility Engineering Technology) and processes (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle), and industry reports on the company’s use of new alloys and giga-casting technology (Tesla Model Y Giga Casting and Structural Battery Innovations (Battery Day Part 1) - Tesla Oracle) (Charged EVs | In Model Y, Tesla replaces 70 underbody parts with one casting - Charged EVs). These sources collectively highlight the cutting-edge CNC machining, materials engineering, and production techniques that enable the Cybertruck’s unique construction.

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