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A free scan shows the junk files, broken settings and background clutter dragging Windows down - then fixes them in one click.Free scan · Windows 10 & 11Tesla has said it designed a permanent-magnet drive unit without rare-earth elements, but it has not publicly identified the magnet material in the sources available here. Ferrite is one possible alternative to rare-earth magnets, yet its weaker magnetic properties can require a larger or heavier motor or other design trade-offs. The claim is an announced design goal—not, by itself, proof of a production motor’s range, efficiency, or performance.
What is Tesla’s “mystery magnet”?
At Tesla’s 1 March 2023 Investor Day, powertrain engineering director Colin Campbell said: “We have designed our next drive unit, which uses a permanent-magnet motor, to not use any rare-earth elements at all.” The presentation did not disclose what material the magnets would use, according to IEEE Spectrum.
That leaves an important distinction: Tesla described a design intended to avoid rare-earth elements, not a verified production specification. The available reporting does not establish that Tesla selected ferrite, or provide a complete specification for the motor.
Why do rare-earth magnets matter in electric motors?
Many permanent-magnet traction motors use neodymium-iron-boron, or NdFeB, magnets. Rare-earth elements help these magnets deliver strong magnetic performance and coercivity—the ability to resist losing magnetization. Those properties are valuable when an automaker wants a compact, powerful motor.
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IEEE Spectrum reports, citing a Roskill study, that ferrite’s maximum energy product is around 4 MGOe, compared with around 35 MGOe for NdFeB commonly used in automotive traction motors. These are reported reference values, not a claim that every grade of either material has the same performance. A weaker magnet can mean a motor needs more material or a different design to meet an output target.
What could replace rare-earth magnets?
Ferrite in a permanent-magnet motor
Ferrite is a plausible non-rare-earth permanent magnet. Technical experts cited by IEEE Spectrum describe it as substantially weaker than NdFeB. In a synchronous motor, using ferrite may therefore require a larger or heavier motor, or a different balance of output and efficiency. That is a possible engineering compromise—not evidence that Tesla chose ferrite.
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Induction and externally excited synchronous motors
A motor does not need permanent rare-earth magnets to create rotation. An induction motor uses electromagnetic currents in its rotor; an externally excited synchronous motor uses copper windings to create the rotor’s magnetic field. The HKUST Li & Fung Supply Chain Institute’s 2025 report describes induction motors as tending to be slightly less efficient and heavier, with greater cooling needs. These are alternative architectures, not proof of Tesla’s design choice.
Comparing any proposed alternative with an NdFeB motor requires more than asking whether it contains rare earths. Relevant measures include motor mass and size for a given output, efficiency and its effect on range, thermal management, manufacturing complexity, cost at scale, and supply-chain exposure.
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Does Tesla’s comparison show a like-for-like reduction?
No. Tesla’s Investor Day materials compared the rare-earth content of an entire current-generation car with that of a future motor, rather than comparing equivalent components. WIRED flagged that mismatch. The comparison may illustrate Tesla’s stated direction, but it does not establish the relative material use of two equivalent motors or vehicles.
Tesla discussed the motor as part of broader next-generation vehicle and manufacturing plans. Associated Press coverage also described company plans to reduce costs and change manufacturing, as well as a separate plan to use fewer rare-earth metals in batteries. Those battery and manufacturing points should not be treated as evidence about the motor’s magnet composition or as achieved results: Associated Press.
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What is known about the Cybercab claim?
A South China Morning Post report published 8 September 2026 said Elon Musk claimed the Cybercab motor contained no rare-earth elements while retaining range. The report quoted an analyst who said commercial performance and efficiency remained uncertain. It does not provide independent test results or a full motor specification, so the claim should be treated as a reported company assertion rather than independent confirmation of production performance.
Why pursue a motor without rare earths?
Reducing dependence on rare-earth magnets can lessen exposure to a supply chain with geopolitical and sourcing risks. But avoiding one material does not make the engineering trade-offs disappear: a manufacturer may need another magnet, a different motor architecture, more cooling, or changes to motor size and mass.
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The scale of current reliance depends on which measure is used. A 2019 Roskill study, as reported by IEEE Spectrum, found that more than 90 percent of permanent magnets used in automotive traction motors were NdFeB. Separately, the HKUST Li & Fung Supply Chain Institute’s 2025 report said more than 86% of EV traction motors worldwide contained rare-earth magnets in 2024. These figures have different denominators and years; they should not be combined or read as interchangeable estimates.
Is Musk willing to compromise?
“Willing to compromise” is an interpretation of the engineering challenge, not a direct admission that Tesla will sacrifice range, efficiency, or performance. A rare-earth-free design could involve a different material, a different motor architecture, a larger motor, more manufacturing complexity, or a combination that still meets Tesla’s targets. The public information cited here does not settle which path Tesla chose or whether its announced design has met those targets in commercial production.
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