Tesla’s upcoming Cybercab robotaxi has appeared in newly published Environmental Protection Agency certification documents, offering the clearest technical look yet at the two-seat autonomous electric vehicle.
The filing confirms that the Cybercab uses a 48 kWh-class battery pack, a 219-horsepower electric motor and front-wheel drive. It also lists a curb weight of 3,113 pounds, making the purpose-built robotaxi substantially lighter than Tesla’s current passenger vehicles.
The documents provide fresh detail on a vehicle Tesla has positioned as a cornerstone of its future autonomous mobility strategy. Unlike the company’s existing vehicles, the Cybercab has been designed without a steering wheel or pedals, with Tesla aiming for fully autonomous operation rather than driver-supervised assistance.
Tesla Cybercab: Key EPA Filing Specifications
According to the EPA Certificate Summary Information filing for test group TTSLV00.0L1A, the Tesla Cybercab is configured as a front-wheel-drive passenger car with a single-speed transmission.
Key figures listed in the filing include:
– Motor: AC three-phase permanent magnet motor
– Output: 163 kW, or 219 horsepower
– Drive layout: Front-wheel drive
– Battery: Lithium-ion pack rated at 326 volts and 146 Ah
– Battery capacity: Approximately 47.6 kWh
– Curb weight: 3,113 pounds
– Gross vehicle weight rating: 3,730 pounds
– Unadjusted combined range: 418.2 miles
– Unadjusted highway range: 375.4 miles
The EPA certificate was issued on May 26, 2026, and lists the vehicle for federal and California certification, including states that follow California’s emissions standards.
Estimated EPA Range Could Land Near 300 Miles
The 418.2-mile combined figure in the filing is an unadjusted laboratory result rather than the final range figure expected on a consumer-facing EPA window sticker.
EPA range ratings for EVs are typically adjusted downward to better reflect real-world driving conditions, including climate control use, varying speeds and more aggressive acceleration. Applying the usual adjustment factor puts the Cybercab’s likely official range at approximately 293 miles.
That estimate closely matches Tesla’s earlier claim that the Cybercab would offer close to 300 miles of range.
The result is notable given the Cybercab’s relatively small battery pack. A roughly 48 kWh battery delivering close to 300 miles of EPA-rated range would make the vehicle one of the most efficient electric vehicles yet produced, assuming the final rating aligns with the projected figure.
The filing also lists recharge energy of 53.365 kWh, representing the amount of AC electricity drawn from the grid to replenish the battery. The difference between that figure and the battery’s stated capacity reflects normal charging losses.
Tesla has previously indicated that the Cybercab is intended to use wireless inductive charging, although wireless charging generally introduces additional energy losses compared with plug-in charging.
Lightweight by Tesla Standards, But Not Ultra-Light
At 3,113 pounds, the Cybercab is significantly lighter than the Tesla Model 3, despite being engineered around a battery pack, autonomous driving hardware and a passenger-car structure.
The lower weight is likely supported by the Cybercab’s compact two-seat layout, reduced interior equipment and the absence of conventional driver controls. Without a steering wheel, pedals and the related mechanical components, Tesla has been able to simplify the cabin and potentially reduce overall vehicle complexity.
The battery pack accounts for a substantial portion of the Cybercab’s mass. Based on the filing’s listed energy density, the battery could weigh roughly 680 pounds. The remaining weight reflects the vehicle structure, electric powertrain, safety systems and autonomous driving hardware.
With a 3,730-pound gross vehicle weight rating, the Cybercab has an estimated payload capacity of around 617 pounds. That should be sufficient for two passengers and moderate luggage, though it leaves limited room for heavier loads.
Front-Wheel Drive Marks a Shift for Tesla
The Cybercab’s front-wheel-drive layout is one of the more unusual elements of the EPA filing. Tesla’s current passenger EV lineup is primarily rear-wheel drive or all-wheel drive, but the robotaxi uses a single front-mounted motor.
For a vehicle focused on urban ride-hailing rather than performance driving, front-wheel drive could offer advantages in packaging, manufacturing cost and system simplicity. It may also help Tesla create more interior space in a compact body while avoiding the need for a rear drive unit.
The EPA paperwork includes a reference to all-wheel-drive testing that has created some confusion, but the core vehicle specifications identify the Cybercab as front-wheel drive.
The 219-horsepower motor is also modest by Tesla standards. However, the Cybercab’s lower curb weight gives it a competitive power-to-weight ratio for a compact urban EV. The output should be more than adequate for city traffic, highway merging and passenger service, while helping Tesla prioritize energy efficiency over acceleration.
Autonomous Ambitions Remain the Biggest Question
The EPA filing offers important insight into the Cybercab’s engineering, but it does not answer the largest question surrounding the vehicle: when Tesla will be able to operate it without human supervision.
Tesla’s current Full Self-Driving system remains a Level 2 driver-assistance feature, meaning a human driver must remain attentive and ready to take control. Tesla has also deployed robotaxi services with human oversight in certain situations.
The Cybercab represents a much larger leap. Its lack of steering wheel and pedals means Tesla will need to demonstrate a far higher level of reliability, regulatory approval and operational readiness before the vehicle can be widely deployed.
Tesla has not confirmed a full production launch schedule or a consumer availability date for the Cybercab. The EPA certification documents suggest the vehicle’s development is progressing, but commercial deployment will depend on more than battery capacity, range and motor output.
For now, the filing shows a highly efficiency-focused EV designed around autonomous ride-hailing: compact, relatively light, front-wheel drive and potentially capable of nearly 300 miles of real-world EPA range from a battery pack smaller than those used in many mainstream electric cars.
