Tesla Model S
Tesla’s best advertisements are the much-hyped ‘Tesla Killers’ from veteran auto
In one of his recent excursions on Twitter, Elon Musk reaffirmed that Tesla does not advertise. While traditional car companies invest a lot in advertisements, Tesla has mostly relied on word-of-mouth and clever initiatives such as referral programs to promote its vehicles. As the auto industry shifts towards electric transportation with more and more EVs from traditional auto, it is evident that Tesla’s best advertisements can actually come from its vehicles’ rivals in the market.
Take Audi, for example. The German automaker has already released its first all-electric vehicle, the e-tron, an SUV expected to compete against the Tesla Model X. Audi has been promoting the SUV heavily, as shown in physical advertisements such as billboards and social media campaigns. Jaguar’s the same with the I-PACE, and the same is true with Porsche and the Taycan. These veteran carmakers know the auto business, and they are aware that ultimately, advertisements work. And they do.
Back in March, the I-PACE comprised almost 6% of Jaguar’s entire US sales. This is the company’s first all-electric vehicle, and it is competing in the market without a dedicated rapid charging network or the convenience of Tesla’s frequent over-the-air updates. Despite this, the I-PACE appears to be seeing a lot of interest, especially among buyers who are already committed to Jaguar’s brand. Porsche is experiencing something similar with the Taycan. The company is yet to reveal the production version of the high-performance sedan, but the number of paid reservations for the Taycan already exceed the company’s initial estimate for the vehicle’s annual production rate. Audi’s e-tron also appears to be getting a lot of interest from car owners committed to German-made vehicles too, even if the company is reportedly running into issues with the SUV’s production.
These electric cars from veteran auto, while packaged and hyped as potential “Tesla Killers” at some point, actually play a valuable part in Elon Musk’s plan to wean the world away from fossil fuels. Each I-PACE, e-tron, or Taycan that is sold is ultimately not a blow against Tesla; rather, it is a blow against vehicles equipped with the internal combustion engine. Despite this, it is still pertinent to note that even if veteran auto’s much-promoted electric vehicles are designed to take down Tesla’s entries like the Model S and Model X, it might still take some time before these companies can create a compelling EV comparable to one of Tesla’s offerings. This results in one of the most ironic twists for Tesla, as the existence and performance of rival EVs end up becoming the perfect advertisements for its electric cars.
The Audi e-tron will be yet another perfect example to illustrate this point. When the vehicle was unveiled, Audi hinted that the all-electric SUV’s range would be around 300 miles per charge, thanks to its sizable 90 kWh battery. The vehicle was only given a very conservative and almost underwhelming 204 miles of range per charge by the EPA, which is estimated to be caused by the vehicle’s poor efficiency. Ironically, range and efficiency is something that Tesla, which is still learning the challenges of mass producing vehicles, has mastered over the years, as proven by the Model S Long Range, which can travel 370 miles on a single charge. This learning curve that veteran auto is currently traversing with regards to electric vehicles is something that was felt openly by r/TeslaMotors subreddit member u/SilverTangerine5599, who recently took the Audi e-tron on a 260-mile test drive in Europe.
Similar to the Jaguar I-PACE, the Audi e-tron relies on an existing electric vehicle charging network to recharge its batteries. This became a problem during the test drive, since several public chargers that were compatible with the premium all-electric SUV proved unavailable. Ultimately, the r/TeslaMotors subreddit member noted that he ended up charging the e-tron at a 10 kW connector, which took a very long time to charge the vehicle’s batteries. This proved to be quite frustrating, since several Teslas finished recharging at a nearby Supercharger while the e-tron charged for hours at 10 kW. In a post about the experience, the electric vehicle enthusiast noted that at least for now, Tesla’s best advertisement could very well be a customer’s firsthand experience in an EV that is not a Tesla.
It should be noted that the Jaguar I-PACE and the Audi e-tron are both first-generation vehicles, and thus, are only bound to get better with time. Both carmakers already have their interior and build quality locked in from their experience in producing internal combustion vehicles. In the coming years, Jaguar, Audi, and every other large automaker going all-in on electric cars will have to master ideas that first movers like Tesla have refined over the years, such as software and efficiency.
When Tesla open-sourced its patents, Elon Musk admitted that the company could not transition the transportation sector away from the internal combustion engine on its own. For such a change to happen, other companies would have to join the movement. The arrival of the I-PACE, the e-tron, and other all-electric vehicles like the Taycan show that the electric car movement is now gaining speed.
Tesla’s two recently-defunct flagship models, the Model S and Model X, are getting a big upgrade, according to the company’s Head of AI, Ashok Elluswamy.
Older Hardware 3 Model S and Model X vehicles have been the last major holdouts in Tesla’s Full Self-Driving v14 Lite rollout, and that wait now appears to be ending.
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At Tesla’s Cybercab launch, AI chief Ashok Elluswamy told Ryan McCaffrey that he thought the S and X build “was supposed to go out last week.” Evidently, Elluswamy expects the suite to be rolled out to those HW3 Model S and Model X very soon:
For my @Tesla friends – and specifically Model S & X owners with HW3 who are waiting on FSD v14 Lite – I spoke to @aelluswamy at the Cybercab launch, & when I asked for an ETA on v14 Lite for S/X owners, he said, “Oh, I thought it was supposed to go out last week.”
So: soon! 🙌
— Ryan McCaffrey (@DMC_Ryan) September 7, 2026
Those cars are not the current Model S and Model X, which already ship with Hardware 4. They are the pre-refresh flagships built around Tesla’s older Autopilot computer, often called HW3 or AI3.
Tesla stopped putting that computer in new vehicles years ago, which is why owners treat these S and X cars as a closed generation. Model 3 and Model Y vehicles on the same computer began receiving v14 Lite in late June 2026 and saw a wider North American expansion in July. South Korea followed as an early international market. The S and X versions of the same software never joined that wave.
v14 Lite is Tesla’s way of squeezing the current v14 driving stack onto hardware that cannot run the full AI 4 model. The company describes the process as distillation: behaviors learned on the newer computer, including reinforcement learning and offline models, are compressed so the older chip and cameras can use them as a guide.
Early descriptions put the distilled network at roughly 15 percent of the original size. The result is still supervised Level 2 driving. Tesla has been clear that HW3 cannot support unsupervised Full Self-Driving or robotaxi operation because of memory and bandwidth limits.
The feature list is what made the wait so frustrating for S and X owners, as plenty of new features are to be shipped with it.
Official notes for the first Lite build, firmware 2026.20.5.1, added parking, unparking, and reversing; arrival options for a parking lot, street, driveway, or curbside; speed profiles that stay available at all times; and start-from-park engagement. Tesla also claimed better handling of merges, forks, pedestrians, traffic lights, and cut-ins, plus fewer false slowdowns and smoother lane centering.
A mid-July follow-on build, 2026.20.6.10, added more of the Hardware 4 interface, including a standalone Self-Driving app and the ability to start a trip from Park without a brake-pedal confirmation.
Elluswamy called that version the one “likely going to wide release.”
That wide release already reached most other HW3 cars in the United States and Canada. International timing still depends on regional validation and regulatory approval. For S and X owners, the remaining work appears to be model-specific validation rather than a new software stack.
There is no official Tesla changelog or build number for those two models yet, only Elluswamy’s offhand timeline. Some HW3 drivers who already have Lite report large gains over v12.6; others have described new indecision or phantom braking. The next test will be whether the same software lands cleanly on the older flagships that have waited the longest.
Firmware
Tesla unlocks in-car web conferencing to extend Google Meet, Teams and beyond
Tesla’s Summer Update lets owners join Google Meet, Teams, and Discord calls via cabin camera.
Tesla’s 2026 Summer Update, which just began rolling out to customer vehicles, now links the built-in web browser with the in-cabin camera feed and microphone input, thereby letting owners join video calls on nearly any browser-based service instead of just Zoom.
The change appears in Tesla’s own release notes for software version 2026.26 under “Web Browser,” which states that the vehicle can now use its interior camera and cabin microphone when a website requests access, with permission granted the same way a desktop browser handles it. As NotATeslaApp notes, this feature opens the door to Google Meet, Microsoft Teams, Discord, and other webcam-enabled sites to activate the in-car cabin-facing camera. The feed automatically crops and zooms to center the driver in frame.
Tesla has offered in-car video calling before, but only through a dedicated Zoom app that launched at the end of 2022, a stripped-down browser preloaded with Zoom’s own web client and gated behind Premium Connectivity. Opening the full browser to any camera-requesting site removes that walled garden. Elon Musk first called video conferencing “definitely a future feature” back in 2020, when the pandemic pushed remote meetings into daily life, so this update effectively finishes something Tesla has been promising for six years.
Tesla Summer Update begins rolling out: a look at the new features
The feature keeps the same restrictions that applied to Zoom on Tesla vehicles. It only works while the car is parked; shifting into Drive disables the camera feed, according to the release notes. It is also limited to vehicles running Tesla’s AMD Ryzen infotainment hardware, meaning older Intel-based Model S and Model X units, along with early Model 3 and Model Y builds, don’t get it.
Turning the browser into a general entry point for the in-cabin camera, rather than routing everything through one local app, widens the number of third-party sites that can ask for access, even though Tesla’s permission prompt.
With the Summer update only days into its rollout, be sure to stay with us on TikTok and X to see the latest video demonstrations.
In a move echoing its earlier commitment to open innovation, Tesla CEO Elon Musk announced recently that the company plans to make the design and software of its Model S and Model X fully open source.
This follows the same approach Tesla took with its original Roadster, releasing all available design, engineering, and diagnostic materials in November 2023 so that “whatever we have, you now have.”
Just as Tesla made the original Roadster design & software open source, we plan to do the same with Model S & X
— Elon Musk (@elonmusk) July 24, 2026
The Model S, introduced in 2012, was Tesla’s first mass-produced vehicle and a groundbreaking luxury electric sedan. It offered impressive range, rapid acceleration, and over-the-air software updates that redefined expectations for electric cars.
The Model X, launched in 2015, built on that foundation as a high-performance electric SUV notable for its distinctive falcon-wing doors, spacious interior, and advanced safety features. Both models served as flagships that helped establish Tesla as a leader in the EV industry and popularized long-range battery-electric vehicles.
Production of the Model S and Model X was wound down earlier in 2026, with manufacturing ending in the second quarter. Tesla redirected the Fremont factory space previously used for these vehicles toward higher-priority projects, including Optimus humanoid robots and the Cybercab autonomous vehicle.
By the time of Musk’s open-source announcement, custom orders had closed and only remaining inventory was available.
Open-sourcing the designs and software offers several clear advantages. Owners of these aging but still capable vehicles gain better access to technical documentation, diagnostic tools, and software resources, making independent repairs and modifications easier and more affordable.
Independent repair shops and third-party specialists can support the large existing fleet without relying solely on Tesla’s service network. Enthusiasts and engineers can study real-world implementations of Tesla’s battery, powertrain, and software systems, potentially accelerating broader industry progress in electric mobility.
The step aligns with Tesla’s 2014 patent pledge and its overall mission to advance sustainable transport by sharing hard-won knowledge rather than locking it behind proprietary walls.
By releasing these materials now that the models have left production, Tesla ensures continued support for its early adopters while freeing internal resources for future technologies. The open-source release of the original Roadster already enabled simulations, community projects, and deeper technical understanding.
Extending that practice to the Model S and Model X should deliver similar benefits on a larger scale, helping keep these influential vehicles relevant and repairable for years to come
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