More than four years after the November 2019 Cybertruck preview at its Design Center in Los Angeles, Tesla revealed the long-awaited production version of the electric pickup at a delivery event on November 30th to the first owners at Tesla headquarters in Austin, TX. With the extended time has come the inevitable updates to vehicle pricing and performance specs.

The expected MSRPs (manufacturer-suggested retail prices) for the three Cybertruck models have escalated by about $20,000-$30,000 since the first reveal. Tesla said to expect $99,990 for the top-of-the-line Cyberbeast and $79,990 for the mid-range All-Wheel Drive, both starting significant deliveries in 2024, and $60,990 for the lowest-spec Rear-Wheel Drive model available in 2025.

The prices from the 2019 event ranged from just $69,900, $49,900, and $39,900 for the equivalent models, and production of the two upper models (tri- and dual-motor) was supposed to commence in late 2021, with single-motor models in late 2022.

Tesla CEO Elon Musk hopes the wait is worth it for customers.

“I think it’s our best product,” he said at the launch event. “It’s the most unique thing on the road. Finally, the future will look like the future.”

 

Performance, towing, and range

Musk called the Cybertruck a better truck than a truck while also being a better sports car than a sports car.

The top-performing Cyberbeast produces 630 kW and 10,296 lb·ft (13,960 N·m) and with tri-motor all-wheel drive in “beast” mode produces a 2.6-s 0-60 mph (0-97 km/h) acceleration (with rollout subtracted), a 1/4-mile drag time of less than 11 s, and 130-mph (209-km/h) top speed. (To wow the crowd, he showed a video of a Cybertruck towing a Porsche 911 drag racing and beating another 911 in the 1/4-mile.) The Cyberbeast has an estimated 320-mi (515-km) range, more than 440 mi (708 km) with a bed-mounted Range Extender accessory.

The All-Wheel Drive dual-motor model has outputs of 447 kW and 7435 lb·ft (10,080 N·m) for a 3.9-4.1 s 0-60 mph and 112-mph (180-km/h) top speed. An estimated 340-mi (547-km) range is boosted to more than 470 mi (756 km) with the Range Extender. Tesla lists the All-Wheel Drive model’s consumption versus that of an internal-combustion-engine “comparison vehicle” of 20.0 mpg, at 42.9 kW·h/100 mi, putting the estimated battery capacity at 146 kW·h.

Fewer performance specs were revealed for the Rear-Wheel Drive model other than a 6.5-s 0-60 mph, top speed of 112 mph, and a 250-mi (402-km) estimated range.

Maximum pay-per-use Supercharging is 250 kW, with charging speeds of up to 128 or 136 mi (Cyberbeast or All-Wheel Drive) added in 15 min.

Towing capacity is 11,000 lb (4990 kg) for the Cyberbeast and All-Wheel Drive and 7500 lb (3400 kg) for the Rear-Wheel Drive models.

Tesla demonstrated the Cybertruck’s towing capabilities versus the competition with videos pulling a 40,000-lb (18,000-kg) sled. The tri-motor Cyberbeast unsurprisingly bested not only the primary electric competition, the Ford F-150 Lighting electric dual motor and Rivian R1T electric quad motor, but also a Ford F-350 SRW diesel.

 

Toughened exterior materials and design

Like it or not, the controversial Cybertruck is defined by its sharp-edged style using a special, ultra-strong Tesla-designed stainless-steel super alloy. In 2019, Musk said the material 30X cold-rolled stainless-steel alloy structural skin was the same material developed for the Starship rocket from SpaceX.

The truck’s resulting exoskeleton helps reduce dents, damage, and long-term corrosion. That means no paint, and no chips, with repairs said to be simple and quick. It is also bullet-proof, which was demonstrated at the event.

“This metal did not exist before,” explained Musk. “We needed something that you could actually manufacture, that would have no corrosion, that didn’t need paint, but you can still make it in volume. Part of the reason that it has this angular shape is you can’t stamp these body panels. The body panels would break the stamping machine. Because of the steel exoskeleton, [the Cybertruck] has more torsional rigidity than a sports car. It has more torsional stiffness than a McLaren P1.”

The truck’s Tesla Armor Glass was put to the test once again during the event by a softball attempt with a baseball to break it by Senior Design Executive Franz von Holzhausen—and it passed this time. It is said to be able to resist the impact of a baseball at 70 mph (113 km/h) and Class 4 hail.

“The glass is tough,” said Musk. “So, you don’t have to worry about rocks hitting and cracking the glass. It also makes the car very quiet. The thing that you’ll appreciate when you drive the car is how smooth and quiet it is. It doesn’t feel like a normal truck.”

Despite its angular shape, the Cybertruck is remarkably one of the most aerodynamic pickup truck shapes, with a 0.335 drag coefficient. However, it is beaten by Rivian’s claimed 0.30 for its more conventionally shaped R1T electric pickup.

The Cybertruck’s length falls between that of the shorter R1T and longer F-150 Lightning at 223.7 in (5682 mm) long, but it is significantly lower at just 70.5 in (1790 mm) tall and wider at 86.6 or 95 in (2200 or 2413 mm) (with mirrors folded or extended) than those two.

The Cyberbeast weighs in at 6843 lb (3104 kg), the All-Wheel Drive at 6603 lb (2995 kg), putting them in between the top-spec versions of the heavier R1T and lighter F-150 Lightnings. Maximum payload is 2500 lb (1134 kg).

 

All-new user interface

Under the all-glass roof is enough room for five adults in a typically simple Tesla interior packed with advanced technology features and entertainment. An 18.5-in Infinity touchscreen is centered on the dashboard and a 9.4-in touchscreen is on the rear of the console for second-row passengers—backed by “an all-new” user interface. The immersive audio system is said to have recording studio sound dynamics with 15 speakers, two subwoofers, and distributed amplifiers.

The interior’s Bioweapon Defense Mode uses a “hospital grade” HEPA filter to help provide protection from 99.97% of airborne particles.

Phones, laptops, and tools can be fast-charged from the front seat, back seat, or bed with wireless charging, 65-W USB-C, and 120-V/240-V outlets.

The cargo volume is 120.9 ft³ (3424 L), and there is 67 ft³ (1897 L) of lockable storage. Gear can be stored in the 6 x 4 ft bed and under the Vault bed cover, the front trunk, in a hidden Gear Locker under the bed, and on the roof. The second-row seats can be folded forward for an extra 54 ft³ (1529 L) of storage, with the super-tough composite bed being big enough for 4 x 8 ft construction materials.

 

Steer-by-wire and 48 V

Tesla’s first use of steer-by-wire and rear steering is intended to give the Cybertruck the “handling of a sports car” and a better-turning radius than “most sedans.” The steer-by-wire gives variable gain, said Musk, dynamically adjusting how much the wheels turn according to speed.

“So, if you turn the wheel the steering yoke a small amount in the parking lot, it will turn the wheels a lot,” he explained. “But, if you turn it [a lot] on a highway, it turns the wheels a small amount. This makes it very easy to drive.”

It has a turning circle less than a Model S, and “incredible” low-speed maneuverability.

Musk also claims the Cybertruck is the first car using a 48-V (vs. 12-V) low-voltage electrical system. It is combined with Ethernet communications and distributor controllers for 70% less wiring.

“It’s a whole new step change in the technology,” he said.

Four-corner electronically adaptive air suspension offers 12 in (305 mm) of travel and up to 17.44 in (443 mm) of flat-floor ground clearance in Extract Mode. The 20-in wheels shown at the event are fitted with 35-in all-terrain tires.

According to Musk, the Cybertruck has “insane off-road capability” thanks in part to locking differentials and rear torque vectoring.

 

Powersharing

The Cybertruck brings Tesla’s first application of bi-directional charging capabilities. The Powershare system is currently available from Tesla only for Cybertruck with the onboard electronics that enable the ability to provide power externally.

The truck can power a home during an outage for over three days, the estimate based on 30 kW·h energy use per day, with zero noise and emissions, with 11.5-kW maximum continuous power capability. The backup meets U.S. and EMI safety standards, and no additional equipment is required when homes are fitted with Tesla’s Powerwall and Wall Connector.

At work on a construction site, the truck can run power tools and charge devices at the same time with five built-in outlets. It can provide built-in power for camping and tailgate parties, and it can charge other EVs.

Remote access allows monitoring and controlling Powershare from anywhere. Users can set and forget preferences and let the vehicle do the rest. It allows a review of energy history and usage in real time.

Vehicle outlets provide maximum continuous power of 9.6 kW. They include 4 x 120 V 20-A outlets, with 2 in the cabin and 2 in the cargo bed. A 240-V cargo bed outlet provides up to 40 A. Owners can add 120-V or 240-V outlets with Powershare mobile connectors and outlet adapters at up to 32 A.

 

Going to market

Accessories play a larger Tesla role for Cybertruck. Notable additions include body-wrap films in color or satin clear, at a whopping $6500 and $5000, respectively; that Range Extender installs on the bed for more total range; a two-adult Basecamp rear tent extension pumps up in minutes; and an above-windshield Light Bar illuminates the vehicle’s path up to 525 yd (480 m) forward. There is also a glass roof sunshade and tailgate ramps.

Like the customers of “SUVs” like Tesla’s Model Y and Model X, those for the Rear-Wheel Drive and All-Wheel Drive Cybertruck may be eligible for a U.S. Federal tax credit up to $7500 for cash or loan purchases for MSRPs not exceeding $80,000. This price includes optional equipment physically attached to the vehicle at the time of delivery and excludes software features, accessories, taxes, and fees.

Warranties are 4 yr or 50,000 mi for the vehicle and 8 yr or 150,000 mi for the battery and drive unit, whichever comes first for both.