Running Tesla Model 3's computer on my desk using parts from crashed cars

Original Article ↗ Hacker News Discussion ↗

Automotive power & electronics

  • Several comments correct the idea that Teslas’ 14.4V rail is unusual: most “12V” automotive systems run ~13–14.8V when charging, and accessories are typically designed for ~10–16V plus large transients.
  • EVs and ICE vehicles alike must handle severe spikes (hundreds of amps, kV ESD), so controllers that fail above ~15V are seen as under‑designed.
  • Some note “smart” alternators that vary voltage for efficiency but can be hard on batteries and accessories.

Wiring harnesses, looms & connectors

  • Many are surprised the author didn’t anticipate full wiring harnesses rather than individual cables; this is standard across vehicles.
  • Debate over terminology: “wiring harness” vs “loom,” plus regional variants and German compound words.
  • Tesla uses proprietary connectors and harnesses, making third‑party repairs harder; some point out cheaper compatible LVDS cables exist, others would have extended the cut wires or 3D‑printed shells.

Bench setups & ECU behavior

  • Multiple commenters describe similar ECU benches used in industry and by scan‑tool makers: racks of modules powered with minimal wiring for development and testing.
  • It’s expected that infotainment/ECUs boot even when many peripherals are missing; interfaces should fail gracefully so software teams don’t need whole cars.

Diagnostics, reverse engineering & tools

  • People share experiences reverse‑engineering vehicle protocols (using tools like Ghidra and LLMs), lament fragmented pre‑CAN standards, and see room for open hardware/software scan tools.
  • Openinverter and similar communities are mentioned as hubs for decoding CAN and reusing Tesla components, though drive units are cryptographically paired to main computers.

Tesla docs, right‑to‑repair & root program

  • Mixed views on Tesla’s documentation: some praise freely accessible service manuals; others note earlier resistance and “malicious compliance” with right‑to‑repair laws.
  • The bug bounty “root access program” for infotainment is seen as clever incentive design, but limited: it excludes the autopilot computer and certs can be revoked.
  • Strong debate over whether owners should get root by default vs safety/liability concerns about modified self‑driving and disabled safety features.

Screens & UI

  • High prices for salvaged LCDs attributed to automotive‑grade specs, physical breakage, and earlier Model S panel failures under heat.
  • Subjective split over Tesla’s UI aesthetics; some like the simplicity, others find the quasi‑photorealistic car graphic cheesy.