A wave of aftermarket tuning products is giving Tesla Model S Plaid owners access to performance settings the factory firmware keeps out of reach, according to reports from Yahoo Autos, Autoblog, and Not a Tesla App. The products range from suspension modules that drop ride height below Tesla’s lowest factory setting to power-boost tunes that claim extra horsepower for short bursts, and the trend has turned the Model S Plaid into one of the most heavily modded electric vehicles on the road as of October 19, 2026.
The products at the center of the story include the Tesla Model S Plaid Tuner Module | MulotRacing Stage 1, a SirHarrold tuning module, an Ingenext module, and MountainPass Performance brake upgrades. None of them require touching the Model S Plaid’s drivetrain hardware in the traditional sense. Instead, they intercept or rewrite the vehicle’s control software, exposing settings that Tesla’s own Plaid Track Mode leaves locked down for street use. That distinction, between a car that is mechanically capable of more and a car that is only software-limited, is what has turned this into a talking point across enthusiast forums and now mainstream auto outlets.
Tesla has not issued a public statement responding to the specific claims made by MulotRacing, SirHarrold, or Ingenext as of this writing. The company’s own documentation describes Plaid Track Mode as a closed-circuit driving feature, which raises an obvious question for owners tempted by third-party modules: what happens when software built for the track gets paired with software built to go around it.
What Aftermarket Tuners Are Unlocking on the Model S Plaid
Tesla’s Plaid Track Mode is a real, factory-shipped feature available on Plaid-trim Model S vehicles. It modifies stability control, traction control, regenerative braking, and the car’s cooling systems specifically for closed-circuit driving, and it lets drivers independently adjust handling balance, stability assist, and regenerative braking rather than accepting one fixed street setting. Tesla caps the feature at 20 saved settings profiles, giving owners a wide but bounded sandbox to tune their car’s behavior for a given track or driving style.
The aftermarket products reported on by Yahoo Autos, Autoblog, and Not a Tesla App go further than that factory sandbox in a few specific, documented ways. They advertise ride-height settings below Tesla’s lowest factory option, drive-mode selection for burnouts that isn’t exposed in the stock interface, and temporary power increases layered on top of whatever Track Mode profile a driver has saved. In effect, these modules are not replacing Track Mode, they are reaching past it into territory Tesla’s own software never offers, track day or not.
That’s the throughline connecting MulotRacing, SirHarrold, and Ingenext even though each company is selling a different piece of the puzzle. One attacks ride height, one attacks power delivery, and one has been linked to a headline-grabbing top speed run. Together they paint a picture of a car whose hardware ceiling sits meaningfully above its factory software ceiling, which is exactly the gap enthusiast tuners have spent the past year trying to close.
Inside the MulotRacing Stage 1 Tuner Module
The product listed as “Tesla Model S Plaid Tuner Module | MulotRacing Stage 1” is sold through Secret-EV’s online storefront, and it’s the clearest example of the suspension side of this story. According to the product listing, the module adds a “Very Low” ride-height setting that sits below the factory “Low” option already built into the Model S Plaid’s adaptive air suspension.
The same listing advertises a 10 millimeter lowering function, paired with an automatic return to a drivable ride height the moment the car is shifted into Drive. That second part matters because it addresses the most obvious practical objection to any ride-height mod: ground clearance at speed bumps, driveways, and parking garages. By snapping back up automatically outside of the lowered mode, the module is pitched as something an owner can leave installed full time rather than toggling manually before every parking lot.
It’s also the module most directly tied to the “burnout mode” portion of this story. MulotRacing’s listing, like SirHarrold’s, advertises selectable burnout behavior across all-wheel drive, rear-wheel drive, and front-wheel drive configurations, something that isn’t part of the factory Track Mode interface on any Model S Plaid.
SirHarrold’s Power Boost: Up to 100 Extra Horsepower
The power side of the story centers on a SirHarrold tune. According to the product’s marketing claims, the module advertises up to 10% additional power, available for up to 60 seconds, described in the listing as roughly 100 additional horsepower. That’s a meaningful jump in a car whose tri-motor Plaid powertrain is already among the quickest accelerating production vehicles sold anywhere, and the 60-second cap suggests Tesla’s own thermal and battery-protection logic is still running in the background even while the tune is active.
The SirHarrold listing also advertises the same multi-drive-mode burnout selection seen in the MulotRacing product, letting a driver choose AWD, RWD, or FWD behavior for that specific maneuver. Taken together, the SirHarrold module is positioned less as a daily-driver performance upgrade and more as a track-day or demonstration tool, something an owner switches on for a specific run rather than leaves engaged during a commute.
What isn’t confirmed, and what the current reporting from Yahoo Autos, Autoblog, and Not a Tesla App does not establish, is any specific horsepower or acceleration figure for the Model S Plaid once a SirHarrold tune is active, beyond the “approximately 100 horsepower” figure the company itself advertises. No independent dynamometer results or third-party verification of that number appear in the sourcing available for this story, so it should be read as a manufacturer claim rather than a tested result.
Ingenext and the 216 MPH Claim
The most attention-grabbing data point in this story comes from a separate report, carried by ArenaEV, describing a modified Tesla Model S Plaid that was recorded at 216 mph. That outlet attributes the modification behind the run to Ingenext, a company whose name has circulated for years in Tesla tuning circles for unlocking speed limiters and acceleration parameters that Tesla’s firmware otherwise caps.
A 216 mph pass is well above the top speed Tesla advertises for a stock Model S Plaid, and it underscores the core tension running through this entire story: Tesla’s hardware, including its motors, battery pack, and aerodynamic package, appears capable of performance the company’s own software declines to expose to drivers. Whether that gap exists for liability reasons, battery longevity reasons, tire and brake safety margins, or some combination of all three is not something Tesla has publicly detailed, and this reporting does not establish Tesla’s internal reasoning.
It’s worth noting what remains unconfirmed here too. The 216 mph figure comes from a single report tied to one specific vehicle and one specific run; it is not a claim about what every tuned Model S Plaid is capable of, and there is no indication in current reporting that Tesla has validated, disputed, or commented on the figure.
Why Tesla’s Factory Track Mode Doesn’t Go This Far
It helps to be precise about what Track Mode actually is, because the aftermarket story only makes sense in contrast to it. Track Mode is a real factory feature on Plaid-trim Model S vehicles, built specifically for closed-circuit use, and it does adjust stability control, traction control, regenerative braking, and the car’s cooling strategy for sustained high-performance driving. Owners can tune handling balance and stability assist independently, and the car remembers up to 20 saved profiles so a driver can switch between setups for different tracks or conditions without re-tuning every session.
What Track Mode does not do, based on Tesla’s own feature description, is open up a ride height below “Low,” offer a drive-mode-specific burnout selector, or hand drivers a temporary horsepower boost beyond the car’s rated output. Those are the exact three gaps the MulotRacing, SirHarrold, and Ingenext products are built to fill. In other words, Tesla built a genuinely sophisticated track-tuning tool, and the aftermarket industry is treating that tool as the floor rather than the ceiling.
This is also where the “features the factory won’t let owners use” framing in the current reporting needs a caveat. The available sourcing confirms factory restrictions specifically around burnout functionality and ride-height settings below the factory minimum. It does not establish, in any of the outlets cited for this story, a documented Tesla policy statement explaining why those specific limits exist, so any explanation beyond the functional description should be treated as informed speculation rather than confirmed fact.
Ride Height Tricks: The 10mm Drop Below “Low”
The ride-height angle deserves its own closer look because it’s the most mechanically interesting part of this story. Tesla’s air suspension on the Model S Plaid already includes multiple ride-height settings, with “Low” being the most aggressive option available from the factory touchscreen. The MulotRacing Stage 1 module’s advertised 10 millimeter drop, stacked on top of that existing “Low” setting through the new “Very Low” mode, pushes the car closer to the ground than Tesla’s own engineers chose to allow through the stock interface.
The automatic return-to-drivable-height behavior built into the module is the detail that separates this from a crude, always-lowered suspension hack. By resetting height automatically when the car is shifted into Drive, the module’s marketing suggests it’s designed to coexist with daily use rather than forcing an owner to choose between a show-car stance and a usable commuter car. Whether that automatic behavior holds up reliably over months of real-world use, through pothole-heavy winters or steep driveway approaches, is not something current reporting has tested or verified.
Burnout Mode: AWD, RWD, and FWD on Demand
Burnout capability shows up in both the MulotRacing and SirHarrold product listings, and it’s presented as a selectable mode rather than a side effect of some other tune. Drivers can reportedly choose whether the car behaves as all-wheel drive, rear-wheel drive, or front-wheel drive specifically for this maneuver, which is a level of drivetrain control that doesn’t exist anywhere in Tesla’s stock software, Track Mode included.
It’s a feature that has an obvious entertainment angle: EV burnouts have become a recurring spectacle at car meets precisely because electric motors deliver instant torque without the clutch-slipping theatrics of a combustion burnout. Giving owners a drive-mode toggle specifically for that moment turns a party trick into a configurable one, and it’s the kind of feature that spreads through word of mouth and social video faster than a horsepower spec sheet ever could. A separate report from autoevolution on a similarly tuned Model S Plaid completing all-wheel-drive burnouts and reaching 200 mph in roughly 16 seconds shows how quickly this specific demonstration has moved from enthusiast forums into mainstream auto coverage.
MountainPass Performance and the Brake Question
MountainPass Performance’s brake upgrades round out the third leg of this story, and they point to a different kind of gap than the software-only mods. Adding power, dropping ride height, and unlocking burnout modes all increase stress on a car’s stopping ability, and MountainPass’s brake products are referenced in current reporting as part of the broader Model S Plaid tuning ecosystem rather than a standalone headline item.
MountainPass Performance isn’t the only established shop selling into this market either; Unplugged Performance’s S-APEX line for the Model S Plaid shows how crowded the space around this one car has already become, spanning suspension, aerodynamics, and braking hardware well beyond the four companies named in current reporting on this tuning trend.
This is also the point in the story where the hardware-versus-software distinction gets blurry in a useful way. Software tunes like SirHarrold’s and Ingenext’s change what the car’s computer allows the drivetrain to do without changing a single physical part. A brake upgrade from MountainPass Performance is the opposite: genuine hardware replacement, chosen specifically because the car’s stock brakes were engineered around stock performance limits, not around a tuned car running 10% more power or touching 216 mph on a straight.
Factory Track Mode vs. Aftermarket Tuning: A Feature Comparison
The clearest way to see the gap between what Tesla ships and what the aftermarket sells is to line the two up feature by feature. The table below draws only on the confirmed factory feature description and the confirmed aftermarket product claims referenced in current reporting.
| Feature | Tesla Factory Track Mode | Aftermarket Tuning Modules |
|---|---|---|
| Stability and traction control tuning | Adjustable within factory limits | Not the primary focus of reported mods |
| Regenerative braking adjustment | Adjustable within factory limits | Not the primary focus of reported mods |
| Saved settings profiles | Up to 20 profiles | Not specified in available reporting |
| Ride height below “Low” | Not available | MulotRacing Stage 1 adds “Very Low,” advertised 10mm drop |
| Burnout drive-mode selection | Not available | MulotRacing and SirHarrold advertise AWD/RWD/FWD selection |
| Temporary power boost | Not available | SirHarrold advertises up to 10% / approx. 100 hp for up to 60 seconds |
| Reported top-speed outlier | Not applicable to stock cars | 216 mph run reported, attributed to Ingenext modification |
Aftermarket Tesla Model S Plaid Tuning Products at a Glance
Here’s how the three software-focused products and the one hardware product referenced in current reporting break down by their advertised focus area.
| Product | Maker | Primary Claim | Category |
|---|---|---|---|
| Tesla Model S Plaid Tuner Module, Stage 1 | MulotRacing | “Very Low” ride height, 10mm drop, auto-return in Drive, burnout mode selection | Software / suspension |
| Tesla Model S Plaid tuning module | SirHarrold | Up to 10% / approx. 100 hp power boost for up to 60 seconds, burnout mode selection | Software / powertrain |
| Tesla Model S Plaid tuning module | Ingenext | Linked in reporting to a 216 mph modified-vehicle speed run | Software / speed limiter |
| Brake upgrade line | MountainPass Performance | Performance brake hardware referenced alongside tuning ecosystem | Physical hardware |
Historical Context: Software-Locked Performance Didn’t Start Here
Tesla has built its entire performance lineup around the idea that the same physical hardware can deliver different amounts of performance depending on what the software allows, and that idea long predates this particular tuning controversy. It’s part of why Tesla’s cars have become a popular target for independent software shops in the first place: when a manufacturer’s own business model already leans on firmware gating, third-party developers treat that gate as a target rather than a boundary.
That dynamic isn’t unique to Tesla, but Tesla’s scale and its direct-to-consumer software culture have made it the most visible example. Where traditional automakers historically separated performance trims by physical parts, swapping turbos, springs, and brake calipers between a base model and a performance model, Tesla ships much of that differentiation as code. The Model S Plaid tuning story is, in effect, the EV era’s version of the ECU-flashing culture that grew up around turbocharged combustion cars in the 2000s and 2010s, just applied to a car where the “engine” is a battery pack and three motors instead of a block and a turbo.
What’s different this time is the breadth of what’s being unlocked. Earlier EV tuning stories tended to focus narrowly on acceleration numbers. This round touches suspension geometry, drive-mode selection, and a reported top-speed outlier all at once, which is part of why outlets like Yahoo Autos, Autoblog, and Not a Tesla App picked it up as a single connected trend rather than three separate niche stories.
Market Impact: A Cottage Industry Grows Around One Car
The business angle here is straightforward even without hard revenue figures: at least four distinct companies, MulotRacing, SirHarrold, Ingenext, and MountainPass Performance, have built commercial products specifically around a single vehicle variant. That’s a meaningful signal about demand. Owners who already paid a premium for Plaid-level performance are apparently willing to pay again, to third parties, for access to settings the factory declines to expose.
Current 2026 Model S Plaid listings show the car is still being actively bought and sold at prices that reflect flagship-tier demand, which is part of why an aftermarket industry built around a single trim level makes commercial sense in the first place. It also creates a market dynamic Tesla doesn’t fully control. Every dollar spent on a MulotRacing suspension module or a SirHarrold power tune is a dollar Tesla doesn’t collect, and every viral burnout or 216 mph headline generates attention for the Model S Plaid nameplate that Tesla didn’t engineer, approve, or necessarily want tied to its brand. Whether that attention nets out as free marketing or as a liability headache likely depends on how Tesla chooses to respond going forward, and the company has not signaled its position publicly as of this story’s publication.
For comparison, the broader performance EV conversation right now is also being shaped by Tesla’s own forthcoming Roadster, priced to compete directly with the Rimac Nevera, a car that’s drawing its own scrutiny over how much of its advertised capability will reach public roads versus closed tracks. The Model S Plaid tuning trend is a preview of the same tension playing out one model generation earlier: hardware capability arriving well before the software, or the regulatory comfort, to use all of it.
Competitive Comparison: How Rivals Handle the Same Tension
Tesla isn’t the only performance EV maker wrestling with the gap between what a battery and motor set can physically do and what a factory is comfortable shipping to a customer’s driveway. The Model S Plaid tuning story stands out mainly because Tesla’s software-first approach makes the gap easy to document: a module plugs in, a setting appears, and the car behaves differently. On more traditionally engineered performance EVs, where trims are differentiated by hardware rather than firmware, the same ceiling exists but it’s harder for an aftermarket company to expose through a module alone.
That’s a meaningful competitive wrinkle for Tesla. The company’s software-centric approach to performance differentiation is efficient to build and update, but it also means every locked feature is, by definition, sitting on the car already, waiting for someone outside the company to find the switch. A rival that locks performance behind physical parts doesn’t face quite the same exposure, even if its top-line numbers are similar. It’s a tradeoff between flexibility and vulnerability that’s increasingly specific to Tesla’s engineering philosophy.
The Warranty and Liability Gray Zone
None of the reporting behind this story establishes what happens to a Model S Plaid’s warranty once one of these modules is installed, and that’s worth stating plainly rather than guessing. What is confirmed is that these are third-party products modifying either the car’s control software or its physical brake hardware, installed outside of Tesla’s own service network. Owners considering any of these products are, at minimum, taking on an unknown amount of risk around how Tesla would respond to a warranty claim on a car running outside its intended operating envelope.
There’s a parallel worth drawing to Tesla’s own driver-assistance software, where the company has faced scrutiny over where liability sits when a car’s behavior diverges from what a driver expects. A recent FSD-related crash has already set up a liability fight over exactly that kind of boundary. A tuned Model S Plaid running beyond its factory-approved performance envelope raises a structurally similar question: when hardware behaves differently than the manufacturer intended, who answers for the outcome.
What This Means for the Broader Tesla Performance Story
This tuning trend lands at a moment when Tesla’s performance halo is already carrying a lot of weight. The Model Y remains Tesla’s volume engine, but the Model S Plaid and the forthcoming Roadster are doing the brand-image work, and both are now generating headlines less about what Tesla built than about what Tesla’s own customers are doing to push past it. That’s a subtly different kind of attention than Tesla is used to managing.
It also lands alongside other recent scrutiny of how far Tesla’s software decisions extend into real-world risk. A separate incident involving a sleeping driver on FSD that injured two CHP officers is a different category of concern, autonomy rather than performance tuning, but both stories share a common thread: Tesla’s cars are increasingly defined by software decisions made well after the hardware left the factory, and owners, regulators, and now aftermarket companies are all testing where those decisions can be pushed.
Predictions: Where the Model S Plaid Tuning Trend Goes Next
Based on the pattern established by this reporting, a few outcomes look more likely than others over the coming months.
- More companies will likely enter the Model S Plaid tuning space, following MulotRacing, SirHarrold, and Ingenext, since the barrier to entry is a software product rather than a manufacturing line.
- Expect continued viral attention around burnout-mode videos specifically, since the AWD/RWD/FWD selectable format is highly shareable content that doesn’t require a track or a speed run to demonstrate.
- Scrutiny of warranty policy is likely to grow as more owners install these modules, particularly if any tuned vehicles experience mechanical issues that trace back to the modified settings.
- Tesla’s forthcoming Roadster program will face comparisons to this exact dynamic, since a car marketed around extreme performance claims will invite the same aftermarket interest the Model S Plaid is now seeing.
- Regulatory attention to software-based vehicle modifications, already a live issue in categories like emissions tuning for combustion cars, could extend to EV performance and speed-limiter mods if incidents involving modified top speeds continue to surface in reporting.
These are forward-looking assessments based on the pattern in current reporting, not confirmed plans from Tesla, MulotRacing, SirHarrold, Ingenext, or MountainPass Performance.
Frequently Asked Questions
What does the MulotRacing Stage 1 tuner module actually do?
According to its product listing, it adds a “Very Low” ride-height setting below Tesla’s factory “Low” option, advertises a 10 millimeter lowering function, automatically returns to a drivable height when the car is shifted into Drive, and includes a burnout mode selectable across AWD, RWD, and FWD configurations.
How much extra power does the SirHarrold tune claim to add?
The product’s marketing advertises up to 10% additional power, available for up to 60 seconds, which the listing describes as approximately 100 additional horsepower. That figure comes from the manufacturer’s own claims and has not been independently verified in current reporting.
Is the reported 216 mph Tesla Model S Plaid run confirmed by Tesla?
No. The 216 mph figure comes from a report attributing the modification to Ingenext. Tesla has not publicly commented on or verified that specific result.
What is Tesla’s factory Plaid Track Mode, and how is it different from these aftermarket mods?
Plaid Track Mode is a factory feature on Plaid-trim Model S vehicles built for closed-circuit driving. It adjusts stability control, traction control, regenerative braking, and cooling systems, lets drivers independently tune handling balance and stability assist, and stores up to 20 saved profiles. It does not include a ride height below “Low,” a burnout-specific drive-mode selector, or a temporary power boost, which is exactly the gap the aftermarket products are built to fill.
Does installing one of these tuning modules void a Model S Plaid’s warranty?
Current reporting does not establish Tesla’s specific warranty policy toward these third-party modules. Owners should treat this as an open and unconfirmed risk rather than assume any particular outcome.
What does MountainPass Performance sell for the Model S Plaid?
MountainPass Performance is referenced in current reporting for brake upgrades, physical hardware rather than a software tune, positioned as a complement to the power and ride-height mods sold by other companies in this story.
Are these tuning modules legal to install and drive on public roads?
Current reporting does not address the legal status of these specific modules in any particular jurisdiction. That question falls outside what the confirmed facts in this story establish, and owners should treat it as unresolved rather than settled either way.
Which companies are named in the Model S Plaid tuning story?
MulotRacing, sold through Secret-EV, SirHarrold, Ingenext, and MountainPass Performance are the four companies referenced in current reporting on this trend.