2021 Tesla Model 3

Defect. Tesla, Inc. (Tesla) is recalling certain 2017-2023 Model 3 and 2020-2023 Model Y vehicles. The headlight low beams may be too bright and exceed the maximum light output. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard (FMVSS) number 108, "Lamps, Reflective Devices, and Associated Equipment."

Risk. Headlight low beams that are too bright can reduce visibility for oncoming drivers, increasing the risk of a crash.

Remedy. Tesla Service will replace the headlights, free of charge. Interim owner notification letters explaining the safety risk were be mailed October 3, 2026. Another notice will be sent once the repair becomes available. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-24-17-003.

Defect. Tesla, Inc. (Tesla) is recalling certain 2017, 2021-2023 Model 3, 2020-2023 Model Y, 2021-2023 Model S, and Model X vehicles operating software version 2026.8.6. The rearview camera image may be delayed when the vehicle is placed in reverse. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 111, "Rear Visibility."

Risk. A delayed rearview image reduces the driver's view behind the vehicle, increasing the risk of a crash.

Remedy. Tesla has released an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed July 3, 2026. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-26-00-001.

Defect. Tesla, Inc. (Tesla) is recalling certain 2024 Cybertruck, 2017-2025 Model 3, and 2020-2025 Model Y vehicles. The tire pressure monitoring system (TPMS) warning light may not remain illuminated between drive cycles, failing to warn the driver of low tire pressure. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 138, "Tire Pressure Monitoring Systems."

Risk. Driving with improperly inflated tires increases the risk of a crash.

Remedy. Tesla released an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed February 15, 2025. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-24-00-018.

Defect. Tesla, Inc. (Tesla) is recalling certain 2021-2024 Model 3, Model S, Model X, and 2020-2024 Model Y vehicles. The hood latch assembly may fail to detect an unlatched hood condition after the hood has been opened.

Risk. An unlatched hood can fully open, obstructing the driver's view and increasing the risk of a crash.

Remedy. Tesla has released an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed September 24, 2024. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-24-00-012.

Defect. Tesla, Inc. (Tesla) is recalling certain 2012-2024 Model S, 2015-2024 Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles. In the event of an unbelted driver, the seat belt warning light and audible chime may not activate as intended. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 208, "Occupant Crash Protection."

Risk. A seat belt warning system that fails to alert occupants of an unbelted seat belt can increase the risk of injury during a crash.

Remedy. Tesla will release an over-the-air (OTA) software update. Owner notification letters were mailed July 26, 2024. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-24-00-008.

Defect. Tesla, Inc. (Tesla) is recalling certain 2013, 2018-2021 Model S, 2020-2021 Model X, 2018-2022 Model 3, and 2020-2022 Model Y vehicles. A factory reset muted the Pedestrian Warning System (PWS) sounds. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 141, "Minimum Sound Requirements for Hybrid and Electric Vehicles."

Risk. Pedestrians may be unaware of an approaching vehicle if the PWS sounds are muted, increasing the risk of a crash.

Remedy. Tesla released an over-the-air (OTA) software update, release 2023.44.30.14, free of charge. Owner notification letters were mailed April 27, 2024. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-24-00-006.

Defect. Tesla, Inc. (Tesla) is recalling certain 2012-2023 Model S, 2016-2024 Model X, 2017-2023 Model 3, 2019-2024 Model Y, and 2024 Cybertruck vehicles. An incorrect font size is displayed on the instrument panel for the Brake, Park, and Antilock Brake System (ABS) warning lights. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 105, "Hydraulic and Electric Brake Systems" and 135, "Light Vehicle Brake Systems."

Risk. Warning lights with a smaller font size can make critical safety information on the instrument panel difficult to read, increasing the risk of a crash.

Remedy. Tesla began releasing an over-the-air (OTA) software update, free of charge. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-24-00-003.

Defect. Tesla, Inc. (Tesla) is recalling 2012-2023 Model S, 2016-2023 Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles equipped with all versions of Autosteer leading up to the version(s) that contains the recall remedy. In certain circumstances when Autosteer is engaged, the prominence and scope of the feature's controls may not be sufficient to prevent driver misuse of the SAE Level 2 advanced driver-assistance feature.

Risk. In certain circumstances when Autosteer is engaged, and the driver does not maintain responsibility for vehicle operation and is unprepared to intervene as necessary or fails to recognize when Autosteer is canceled or not engaged, there may be an increased risk of a crash.

Remedy. Tesla will release an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed February 10, 2024. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-23-00-008.

Defect. Tesla, Inc. (Tesla) is recalling certain 2016-2023 Model S, Model X, 2017-2023 Model 3, and 2020-2023 Model Y vehicles equipped with Full Self-Driving Beta (FSD Beta) software or pending installation. The FSD Beta system may allow the vehicle to act unsafe around intersections, such as traveling straight through an intersection while in a turn-only lane, entering a stop sign-controlled intersection without coming to a complete stop, or proceeding into an intersection during a steady yellow traffic signal without due caution. In addition, the system may respond insufficiently to changes in posted speed limits or not adequately account for the driver's adjustment of the vehicle's speed to exceed posted speed limits.

Risk. FSD Beta software that allows a vehicle to exceed speed limits or travel through intersections in an unlawful or unpredictable manner increases the risk of a crash.

Remedy. Tesla will release an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed April 15, 2023. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-23-00-001.

Defect. Tesla, Inc. (Tesla) is recalling certain 2017-2022 Model 3 vehicles. The second-row left seat belt buckle and second-row center seat belt anchor may have been incorrectly reassembled during vehicle service.

Risk. An incorrectly reassembled seat belt anchor can impair the performance of the seat belt during a crash, increasing the risk of injury.

Remedy. Tesla Service will inspect and reassemble the seat belt anchors as necessary, free of charge. Owner notification letters were mailed December 20, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-20-004.

Defect. Tesla, Inc. (Tesla) is recalling certain 2017-2022 Model 3, 2020-2022 Model Y, and 2021-2022 Model S and Model X vehicles. The window automatic reversal system may not react correctly after detecting an obstruction. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 118, "Power-Operated Window Systems."

Risk. A closing window may exert excessive force by pinching a driver or passenger before retracting, increasing the risk of injury.

Remedy. Tesla will perform an over-the-air (OTA) software update of the automatic window reversal system, free of charge. Owner notification letters were mailed March 31, 2032. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-013.

Defect. Tesla, Inc. (Tesla) is recalling certain 2020-2021 Model 3 and 2021 Model Y vehicles. The fisheye and narrow camera cable terminals were incorrectly installed in the cable harness connector, resulting in swapped camera views.

Risk. Swapped camera views can prevent the vehicle's cameras from detecting crossing objects and high-curvature lane lines, impairing the Autosteer and Automatic Emergency Braking (AEB) performance, and increasing the risk of a crash.

Remedy. Tesla Service will correct the swapped terminals and recalibrate the cameras, free of charge. Owner notification letters were mailed July 8, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-17-007.

Defect. Tesla, Inc. (Tesla) is recalling certain 2018-2022 Model 3 Performance vehicles. The unit of speed (mph or km/h) may fail to display on the speedometer while in Track Mode. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 101, "Control and Displays."

Risk. The driver may not know how fast the vehicle is traveling without the mph or km/h unit display, increasing the risk of a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed June 17, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-008.

Defect. Tesla, Inc. (Tesla) is recalling certain 2020-2022 Model Y, Model X, Model S, and 2017-2022 Model 3 vehicles. The Boombox function allows sounds to be played through an external speaker while the vehicle is in motion, which may obscure the Pedestrian Warning System (PWS) sounds. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 141, "Minimum Sound Requirements for Hybrid and Electric Vehicles."

Risk. Pedestrians may be unaware of an approaching vehicle if the PWS sounds are obscured, increasing the risk of a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update that will disable the Boombox functionality when the vehicle is in Drive, Neutral and Reverse modes, including Summon and Smart Summon, free of charge. Owner notification letters were mailed June 6, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-003. Note: This recall supersedes recall 22V-063. Vehicles configured with Summon or Smart Summon and already remedied under 22V-063 will need to have the new remedy software installed.

Defect. Tesla, Inc. (Tesla) is recalling certain 2020-2022 Model S, Model X, Model Y, and 2017-2022 Model 3 vehicles. The Boombox function allows sounds to be played through an external speaker while the vehicle is in motion, which may obscure the Pedestrian Warning System (PWS) sounds. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 141, "Minimum Sound Requirements for Hybrid and Electric Vehicles."

Risk. Pedestrians may be unaware of an approaching vehicle if the PWS sounds are obscured, increasing the risk of a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update that will disable the Boombox functionality when the vehicle is in Drive, Neutral and Reverse modes, free of charge. Owner notification letters are expected to be mailed April 5, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-003. Note: This recall has been superseded by Recall 22V-235. Tesla's number for the new recall is SB-22-00-003.

Defect. Tesla, Inc. (Tesla) is recalling certain 2021-2022 Model 3, Model S, Model X, and 2020-2022 Model Y vehicles. A software error may cause a valve in the heat pump to open unintentionally and trap the refrigerant inside the evaporator, resulting in decreased defrosting performance. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 103, "Windshield Defrosting and Defogging Systems."

Risk. Decreased defrosting performance may reduce the driver's visibility, increasing the risk of a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed April 1, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-18-002.

Defect. Tesla, Inc. (Tesla) is recalling certain 2021-2022 Model S and Model X, 2017-2022 Model 3, and 2020-2022 Model Y vehicles. The audible chime may not activate when the vehicle starts and the driver has not buckled their seat belt. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 208, "Occupant Crash Protection."

Risk. The driver may be unaware that their seat belt is not fastened, increasing the risk of injury during a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update, free of charge. Owner notification letters were mailed April 1, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-002.

Defect. Tesla, Inc. (Tesla) is recalling certain 2016-2022 Model S and Model X, 2017-2022 Model 3, and 2020-2022 Model Y vehicles. The "rolling stop" functionality available as part of the Full Self-Driving (Beta) software may allow the vehicle to travel through an all-way stop intersection without first coming to a stop.

Risk. Failing to stop at a stop sign can increase the risk of a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update that disables the "rolling stop" functionality, free of charge. Owner notification letters were mailed March 28, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-001.

Defect. Tesla, Inc. (Tesla) is recalling certain 2017-2021 Model S, Model 3, Model X, and 2020-2021 Model Y vehicles operating software version 2021.36.5.2. A communication error may cause false forward-collision warning (FCW) or unexpected activation of the automatic emergency brake (AEB) system.

Risk. Unexpected activation of the AEB system may cause the car to stop suddenly, increasing the risk of a crash.

Remedy. Tesla Service has released an over-the-air (OTA) software update, free of charge. The recall began October 25, 2021. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-21-00-004.

Defect. Tesla, Inc. (Tesla) is recalling certain 2020-2021 Model Y and 2019-2021 Model 3 vehicles. The front suspension lateral link fasteners may loosen, allowing the lateral link to separate from the sub-frame.

Risk. A lateral link separation could shift the wheel alignment, causing instability and increasing the risk of a crash.

Remedy. Tesla Service will tighten or replace the lateral link fasteners as necessary, free of charge. Owner notification letters were mailed December 20, 2021. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-21-31-003.

Defect. Tesla, Inc. (Tesla) is recalling certain 2020-2021, 2023 Model 3 vehicles. The left and/or right side curtain air bag may have been improperly secured to the roof rail, which could result in a twisted air bag. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard numbers 214, "Side Impact Protection" and 226, "Ejection Mitigation."

Risk. A twisted side curtain air bag may improperly deploy, increasing the risk of injury or occupant ejection during a crash.

Remedy. Tesla Service will inspect and realign the left and right side curtain air bag as necessary, free of charge. Owner notification letters were mailed December 23, 2021. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-21-20-006.

Defect. Tesla, Inc. (Tesla) is recalling certain 2019-2021 Model 3 and 2020-2021 Model Y vehicles. The brake caliper bolts may be loose, allowing the brake caliper to separate and contact the wheel rim.

Risk. Contact with the rim may cause a loss of tire pressure, increasing the risk of a crash.

Remedy. Tesla Service will inspect and tighten, or replace the caliper bolts as necessary, free of charge. Owner notification letters were mailed July 23, 2021. Owners may contact Tesla customer service online by visiting www.tesla.com/support/contact or by calling 1-877-79-TESLA (or 1-877-798-3752). Tesla's number for this recall is SB-21-33-002.

The Office of Defects Investigation (ODI) is opening this Engineering Analysis to evaluate Tesla’s Full Self Driving Beta and Full Self Driving (Supervised) (collectively, FSD) degradation detection system. The focus of this investigation will be to assess the system’s ability, when encountering reduced roadway visibility conditions, to detect degradation and alert the driver with sufficient time to respond. ODI will evaluate the performance of FSD in degraded roadway conditions and the updates or modifications by Tesla to the degradation detection system, including the timing, purpose, and …

The Office of Defects Investigation (“ODI”) is opening this Preliminary Evaluation (PE) to assess the scope, frequency, and potential safety consequences of FSD executing driving maneuvers that constitute traffic safety violations. This investigation concerns versions of FSD that Tesla has labeled as "FSD (Supervised)" and "FSD (Beta)." Tesla characterizes FSD as an SAE Level 2 partial automation system requiring a fully attentive driver who is engaged in the driving task at all times. Level 2 partial automation systems are designed to support and assist the driver in performing certain aspects …

The Office of Defects Investigation (“ODI”) has identified numerous incident reports submitted by Tesla, Inc. (“Tesla”) in response to Standing General Order 2021-01 (the “SGO”), in which the reported crashes occurred several months or more before the dates of the reports. The majority of these reports involved crashes in which the Standing General Order in place at the time required a report to be submitted within one or five days of Tesla receiving notice of the crash. When the reports were submitted, Tesla submitted them in one of two ways. Many of the reports were submitted as part of a …

On January 6, 2025, the Office of Defects Investigations (ODI) opened Preliminary Evaluation 24003 (PE24033) to investigate Actually Smart Summon (Summon) sessions resulting in crashes during active sessions. According to Tesla, Summon is a short-distance SAE Level 2 system, controlled by the user from a cell phone within a certain distance and intended for use in parking lots and on private property. ODI analyzed complaint data provided by Tesla as well as complaints submitted to ODI from consumers to identify Summon incidents resulting in crashes. ODI's analysis indicates that almost all …

On October 17, 2024, NHTSA’s Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE24031) of Tesla’s Full Self Driving Beta and Full Self Driving (Supervised) (collectively, FSD) to assess: the ability of the FSD system to detect and respond appropriately to reduced roadway visibility conditions; whether any other FSD crashes had occurred under degraded roadway visibility conditions that are similar in nature to the four SGO-reported crashes identified in the opening document, and if so, the contributing circumstances for each of those crashes; and any updates or …

The Office of Defects Investigation (ODI) is opening a Recall Query to assess the remedy adequacy of Recall 23V838. On December 12, 2023, Tesla filed a Defect Information Report (Recall 23V838) applicable to all Tesla models produced and equipped with any version of its Autopilot system, which Tesla described as an SAE Level 2 (L2) Advanced Driver Assistance System (ADAS). Autopilot is the simultaneous engagement of Tesla’s Traffic-Aware Cruise Control (TACC) and Autosteer. In describing the safety defect, Tesla’s Defect Information Report (DIR) explained that “the prominence and scope of the …

The Office of Defects Investigation (ODI) received a petition requesting that ODI reevaluate its decision to deny DP20-001 on the basis that intermittent high electrical current demands on the vehicles' 12VDC systems may have caused some or all of the incidents examined by ODI in DP20-001. The petitioner bases this information on a review of open-source research and the DP20-001 denial. The petition and related materials can be reviewed at NHTSA.gov under the following ODI number: 11528471.

On March 21, 2023, the Office of Defects Investigation (ODI) received a petition requesting a “recall of all Tesla cars” produced from 2013 to the date on which the petition was filed due to what Petitioner considers to be the increased likelihood of pedal misapplication. Attached to the Petition is a paper authored by Petitioner. According to Petitioner, the differences in the operator controls between the subject Tesla vehicles and internal combustion engine powered vehicles promote driver pedal misapplication, leading to sudden unintended acceleration (SUA) incidents. To fix this alleged …

NHTSA received a petition on or about July 18, 2022, requesting that Federal Motor Vehicle Safety Standard (FMVSS) 141 be applied to all electric and hybrid vehicles operating in the United States. The petition can be reviewed at NHTSA.gov under ODI Number 11486072. FMVSS 141 establishes performance requirements for pedestrian alert sounds for motor vehicles. The standard applies to hybrid and electric vehicles that have a gross vehicle weight rating of 4,536 KG or less or are defined as low-speed vehicles. The standard became fully applicable to all such vehicles manufactured on or after …

The Office of Defects Investigation (ODI) upgraded PE21020 to EA22002 on June 8, 2022, to extend work and deepen the PE21020 crash analysis, to supplement that analysis with additional data, and to perform vehicle evaluations to understand how Tesla’s Autopilot system may exacerbate human factors or behavioral safety risks by undermining the effectiveness of the driver’s supervision. To support this work, ODI collected additional crash information and assessed vehicle control authority, driver engagement technologies, and related human factors considerations associated with partial automation …

On February 16, 2022, the Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE22002) to investigate reports of unexpected deceleration while driving with the adaptive cruise control system engaged in Model Year (MY) 2021 – 2022 Model 3 and Model Y vehicles manufactured by Tesla. The subject systems include Autopilot (all versions), Full Self-Driving (FSD) and Traffic Aware Cruise Control (TACC). These complaints have been colloquially referred to as “phantom braking”. ODI opened PE22002 to determine the scope and severity of the potential problem and to assess any …

The Office of Defects Investigation (ODI) opened Preliminary Evaluation (PE21-023) on December 21, 2021, to evaluate the driver distraction potential and use frequency / circumstances of in-vehicle game-play functionality referred to as ?Passenger Play? in certain model year (MY) 2017-2022 Tesla Model 3, S, X, and Y vehicles. Distracted driving can result in an increased risk of a crash. PE21-023 was prompted by the receipt of Vehicle Owners Questionnaire (VOQ) 11439598 from the owner of a 2021 Model 3 on November 6, 2021. ODI sent an Information Request (IR) letter to Tesla on January 20, …

On August 13, 2021, NHTSA?s Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE21-020) to assess the performance of Tesla?s Autopilot system (a system characterized by Tesla as an SAE Level 2 driving automation system designed to support and assist the driver in performing the driving task) available in Tesla vehicles. The investigation opening was motivated by an accumulation of crashes in which Tesla vehicles, operating with Autopilot engaged, struck stationary in-road or roadside first responder vehicles tending to pre-existing collision scenes. Upon opening the …

Over the past week when using autopilot the Tesla has jerked to the right and slowed down. I took control immediately every time, and I'm unsure if it thought it was coming to an emergency stop or trying to swerve off the road.

Immediately following the installation of over-the-air software version 2026.32.3, the vehicle's center touchscreen lost all driving visualization capabilities. The backup camera now displays a black/non-responsive screen, removing federally mandated back-over protection. Additionally, the vehicle no longer provides active safety alerts, such as forward collision warnings or blind-spot obstructions, and driver-assist technologies (Autopilot) are entirely unavailable. Official Manufacturer Diagnosis: A physical diagnostic review of the vehicle's alert and signal history by Tesla Service confirmed an internal hardware communication failure directly induced by the software rollout. The official service logs state that the secondary Autopilot processor, designated as "Processor Turbo-B," has suffered a fatal fault and is failing to communicate. Tesla documentation acknowledges that this software-induced hardware lockup prevents the car from completing future software updates and has permanently disabled the safety vision suites. Current Vehicle Status: A subsequent physical replacement of the 12V low-voltage battery failed to resolve or clear the faults, confirming a permanent failure of the primary computing hardware. The manufacturer requires an out-of-pocket Car Computer replacement cost of $2,136.00 to restore federally mandated safety features that were operational prior to the manufacturer's software deployment. The vehicle is currently being operated without active safety

2021 Tesla Model 3 with approximately 110,000 miles. Loud creaking/squeaking noise from the front suspension (primarily passenger side) when driving at low speeds over bumps and during slow turns. The noise matches the known front upper control arm ball joint water intrusion issue documented in Tesla service bulletin SB-20-31-006 and widely reported by other Model 3 owners. No warning lights, messages, or other symptoms. The component is available for inspection. I have scheduled a service appointment with Tesla but the vehicle has not yet been inspected or repaired by the manufacturer or any independent shop. While currently only a noise (NVH) issue, progressive wear of this ball joint can lead to play in the suspension, uneven tire wear, degraded steering feel, and potential loss of control if the joint fails.

During a Tesla over-the-air software update, while the vehicle was charging at a Tesla V4 Supercharger, the Hardware 3 Autopilot/car computer failed and entered a permanent boot loop. All cameras became inoperative, including the federally required rearview backup camera, and the vehicle lost Autopilot and automatic emergency braking. Tesla has diagnosed the failure as a car-computer failure, and the failed computer is available for inspection. The vehicle was not in a collision and had no prior damage; the failure occurred during a Tesla-initiated update. A non-functioning rearview camera eliminates the driver's rear view and increases the risk of a backover collision, and the loss of automatic emergency braking removes forward crash protection. This matches numerous existing complaints in this database describing the same Hardware 3 computer failure and camera loss after a software update, one of which reports a resulting collision. Tesla has declined to repair it at no charge despite the failure being caused by its own update, approximately 3,000 miles out of warranty. I am requesting NHTSA open a defect investigation into Hardware 3 Autopilot-computer failures that disable the rearview camera and automatic emergency braking.

Multiple watchdog daemon failures triggering every ADAS system to become unavailable at random. in one instance I had FSD enabled, mid turning a corner to freeway onramp FSD disengaged, provided no warning or alert, and almost caused me to run into another car (thankfully I have a habit of holding onto the steering wheel). I have reported the problem to tesla service which they acknowledge the multiple alerts/warnings on my car however it wont be seen by them for 15 days from 10/18/2026 The vehicle is available for inspection The warnings only appeared after failure occurs. sometimes its right away when car is put in drive, other times it happens without warning mid drive. I have not had back and forth correspondance with Telsa - I have an pending request for service visit, however due to backlog they wont see the vehicle for 15 days minimum.

High Voltage battery BMS error.

The owner reported a grinding noise coming from the front of the vehicle. The vehicle was taken to the Tesla Service Center in [XXX], where it was diagnosed on XXX, at 47,821 miles. Diagnosis found the front suspension required replacement of the front lower lateral links (left and right), the front lower compliance links (pair), and both front upper control arms. The repair was performed onXXX. The owner paid $2,035.20 because Tesla said the basic warranty had expired by time on XXX, although the vehicle was under the 50,000-mile limit. There was no crash, no fire, and no injury. The concern is premature failure/wear of the complete front suspension link set at under 50,000 miles. These suspension links are safety-critical components affecting steering and vehicle control, and failure or detachment could affect handling. The problem was confirmed and repaired by the Tesla service center. The symptom prior to repair was the grinding noise from the front; no warning lamps are known. Whether the replaced components are available for inspection is UNKNOWN. The failed components are the same front suspension lateral links addressed by NHTSA recall 21V835 (this vehicle was checked and is NOT in that recall population) and the front lower lateral link detachment under NHTSA investigation PE26006. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The power liftgate strut failed in normal use and bent the trunk liftgate, which now strikes the rear glass every time the trunk opens or closes. The vehicle has not been in a crash and the trunk was not obstructed or misused. The driver-side power strut stopped operating and the trunk would not open or close properly. On XXX Tesla Service ([XXX]) inspected the vehicle. The service record states the liftgate power strut was stuck in the closed position because the liftgate is bent to the right, hitting the glass on opening and closing. Tesla installed a new power strut, then removed it. A service message stated the hinge was replaced and the liftgate remains far out of alignment; the service record does not list a hinge replacement. The visit was marked resolved. The power trunk no longer functions. The bent liftgate contacts the rear glass on every cycle, so the glass can break on anyone standing at the rear of the vehicle while the trunk is opened or closed. Tesla referred the vehicle to a collision center, classified the repair as body damage, and stated its Extended Service Agreement does not cover it. No repair date or loaner was provided, and Tesla gave no guidance on whether the trunk is safe to use in the meantime. Other owners of 2021-2023 Model 3s with the factory power trunk have reported the power strut bending the hinge and liftgate in normal use. I am reporting this as a potential defect in the power liftgate strut and hinge design. INFORMATION REDACTED PURSUANT

Urgent Safety Concern — Uncommanded Braking During Manual Driving. On October 2, 2026, while driving my 2021 Tesla Model 3 Standard Range manually at approximately 45 mph and slowing to make a turn at an intersection, my vehicle unexpectedly applied very strong braking for approximately 1–2 seconds before releasing. Neither Autopilot, FSD, nor Traffic-Aware Cruise Control was engaged. I am concerned about a possible unintended Automatic Emergency Braking activation or braking-system malfunction. This creates a serious safety concern for my family, including our newborn child. I request that this be urgently reviewed and determine what triggered the braking, including whether AEB, ABS, or another braking-control system intervened in suck similar cases, so many were reported online. Please also provide the diagnostic findings and a written assessment of whether the vehicle is safe to operate.

On [XXX], the Walmart Auto Care Center on Thomasville Rd in Tallahassee, FL installed four Goodyear Reliant All-Season tires, size 235/45R18 94V (standard load), on my 2021 Tesla Model 3 Standard Range Plus (approximately 75,000 miles). The vehicle's door placard specifies 235/45R18 at 42 PSI cold, and the original-equipment specification for this vehicle is 235/45R18 98 XL (extra load). The installed tires carry a lower load index (94 = 1,477 lbs per tire) than the vehicle requires (98 = 1,653 lbs per tire). The tires were delivered underinflated at approximately 35-37 PSI instead of the placard-required 42 PSI cold. After I inflated them to 42 PSI, the right-rear tire initially would not hold pressure and dropped to approximately 31 PSI, indicating a bead-seating or valve defect from installation; it later accepted 42 PSI but requires monitoring. My normal commute involves sustained highway driving at 70+ mph. Operating at highway speeds on tires rated below the vehicle manufacturer's specified load index, combined with underinflation and a suspected bead/valve installation defect causing pressure loss, creates a risk of heat buildup, tread separation, or sudden blowout and loss of vehicle control. Walmart did not correct the installation: staff attempted to install only three of the four correct replacement tires and later told me to purchase an additional tire at my own expense. I declined both. No crash, fire, injury, or police report resulted. The tires remain on the ve

I have a model 3 2021 Tesla. I noticed that several times it gives me the alert for steering wheel malfunction when it rains. In these instances the car will completely froze in the middle of the highway. I noticed Tesla had a recall for the 2023 Tesla’s for the same issue but failed to inspect the 2021 that also has similar issues. I think this is a huge safety issue that’s a manufactured issue that could have cost me my life

I am reporting a repeatable safety problem with FSD Lite's end-to-end parking behavior. On July 22, 2026, FSD Lite reversed the vehicle into a solid concrete garage wall while backing into a parking space. The vehicle did not stop before hitting the wall and sustained a scrape. On September 20, 21, and 22, 2026, FSD Lite selected parking spaces and began reversing toward parked cars. I had to intervene each time to prevent a collision. When I select the parking space myself, the maneuver works correctly. A previous software update briefly fixed the problem, but it returned after the vehicle updated to FSD Lite v14.1 Lite, software build 2026.26.6.5. This is a repeatable reverse-parking safety defect that can cause property damage and could injure someone. No one was injured, and no other property was damaged. The vehicle and its logs are available for inspection. Please review the FSD parking-space selection, reverse path planning, obstacle detection, and braking behavior for these events.

The front suspension became loose and produced a clunk while driving. The vehicle was taken in the same day. Two independent shops examined it and neither could perform the repair. One reported that a nut for the lower suspension link fasteners was still loose inside the vehicle structure and could be heard moving, and that the cause was unknown. The vehicle was then taken to a manufacturer service center. Its printed factory invoice diagnosed that the captive nuts for the lower subframe links had failed. The front subframe, both front lower lateral links, the front lower compliance link assemblies and the front aero shield were replaced, followed by a four-wheel alignment and a post-repair test drive. There was no collision, no impact damage and no tampering. The failure occurred at approximately 41,766 miles. SAFETY RISK: the lower lateral and compliance links locate the front wheels. Fasteners securing them backing out or failing can allow a link to separate from the subframe, shifting alignment and affecting steering control. This vehicle is driven regularly at highway speed, often with driver assistance engaged, and by more than one driver in the household. A separation at speed could have caused a loss of control. WARNING SYMPTOMS: an audible clunk from the front suspension and a loose-feeling front end, first noticed shortly before the vehicle was taken in. No warning lamp or message appeared. CONFIRMATION: the failure was diagnosed and repaired by the manufacturer's o

After a Tesla-delivered over-the-air software update, my 2021 Tesla Model 3 equipped with Hardware 3 experienced loss of the rear-view camera along with other camera and Autopilot-related functions. The exact date the condition first appeared is unknown, but it occurred after the software update. Camera calibration later became stuck and resets/recalibration did not restore functionality. Tesla Service inspected and reproduced the problem. Tesla documented camera alerts, inability to activate Autopilot, alerts for both pillar cameras and the front-main camera, proper voltage to the cameras, no short to body, and no change after testing a known-good camera. Tesla concluded that the affected cameras share a deserializer path internal to the HW3 car computer and diagnosed an internal car-computer failure requiring complete computer replacement and camera calibration. The safety concern is loss of the rear-view camera and multiple camera-based driver-assistance functions, reducing rear visibility and eliminating features that rely on those cameras. Tesla did not identify the root cause of the internal HW3 failure or establish that the preceding software event could be excluded as a cause, trigger, or contributing factor. Tesla has separately acknowledged in NHTSA Recall 26V283 that software on certain HW3-equipped Model 3 vehicles can prevent camera streams from reaching the MCU and result in loss of the rear-view camera image. I am not claiming that recall necessarily applies to

Interior camera circuit failed in the main computer as diagnosed by Tesla, it disables most safety features of the car, no collision warning or avoidance, no automatic emergency breaking, no lane departure warning or correction, no reverse cam, no cruise control or self driving, and probably more. Only Tesla can replace it because it's vin matched to the car, for $2400. This part should be more durable

The contact owns a 2021 Tesla Model 3. The contact stated that the trunk strut failed, and the lift fractured, causing the rear glass to crack. There was a long crack from the edge to the top of the glass. The contact's husband cut the strut because the vehicle could not be driven with the truck ajar. A service appointment was scheduled on the App by text with the local dealer. A message was sent to the Tesla manufacturer. The failure mileage was approximately 82,000.

As we were normally driving, the car lost power immediately with no warning sign. After the power is lost, brake does not function, electrical door button doesn't function, hazard light doesn't function. Car was able to scroll to a complete stop to the side of the road. The steering wheel is locked. Again, BRAKE DID NOT FUNCTION after the power is lost. No button works, no screen turns on, car is not able to turn to neutral. There was no collision prior and no warning prior. Tried to file a police report. But Officer [XXX], badge # XXX, refused due to there was no collision and no accident. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Tesla replaced the windshield on my 2021 Model 3 at the Tesla Service Center in Schaumburg, IL. Days after the installation, following a light rain, a film appeared on the exterior surface of the glass. In the presence of moisture the film hazes over and substantially obscures forward visibility from the driver's seat. The first occurrence was on 8/22/2026 while leaving a venue in heavy pedestrian traffic. Forward visibility was significantly degraded. During that drive the vehicle's driver-assist system issued a take-control prompt and returned control to the driver. The system did not display a reason for the prompt, so I cannot attribute it; I am reporting that it occurred while visibility through the windshield was degraded. The condition is not removable by normal means. Windshield wipers and washer fluid do not clear it. The defroster/defogger does not clear it, which rules out interior condensation. It required manual scrubbing to reduce, and it has recurred repeatedly since. It presents only in high humidity or after precipitation; in dry conditions the glass appears normal. The condition did not exist prior to the windshield replacement. I have photographs taken from the driver's seat showing the obscured view. I reported this to Tesla on 8/22/2026 through two in-app channels; both were closed without a response. I escalated by email on 8/24/2026. The service manager responded and scheduled an inspection. As of this filing the substance has not been identified, no ca

My 2021 Tesla Model 3 with approximately 70,000 miles developed front suspension problems. It began with squeaking, creaking and groaning, similar to a rusty playground swing, especially while turning or when the suspension moved. The noise was worse in hot weather and progressively became extremely loud and constant during normal driving. I also began hearing intermittent knocking/"bonking" or clunking. I could even hear the suspension when the vehicle compressed as I sat in the driver's seat. There were no warning lights or messages. Tesla inspected the vehicle and diagnosed both front lower lateral links and both front lower compliance links as needing replacement, along with an alignment. Tesla estimated approximately $1,960. CPR EV Repair replaced the diagnosed lower suspension components. After removal, the bushings showed significant visible deterioration, including cracked, torn and separated rubber around the inner sleeves. CPR EV also advised that the front upper control arms were worn and would need replacement. I was concerned for my safety because failure or separation of a deteriorated front suspension component while driving could affect steering or vehicle stability and potentially cause loss of control. Although I did not experience a complete separation or crash, the rapidly worsening and eventually constant symptoms made me concerned about continuing to drive. I have Tesla's estimate, CPR EV documentation and photographs of the deteriorated components after

I was driving down Interstate 635 Lane Departure Assist on my 2021 Model 3 pulls me into the lane it senses im departing into when system is set to "assist" (if vehicle sense im straying into the left lane as an example, it will pull me further towards the left lane markings and requires an abnormal amount of effort into recentering the vehicle within the lane I am in). Vehicle has since been driven in "warning" setting since this event with no further issues.

My 2021 tesla model 3 required replacement of both front upper control arms due to premature wear. the vehicle developed suspension noise, and an inspection determined both upper control arm assemblies with ball joints needed replacement. the repair cost was $1,845, including a wheel alignment. i am aware of numerous similar owner reports involving premature front suspension component failures in tesla model 3 vehicles and am submitting this complaint because i believe this may represent a broader safety-related issue.

The adaptive cruise control on Tesla vehicles is dangerous. The model in question is a 2021 Model 3 but its an issue with many model years. The cruise control tends to get confused and applies the brakes during normal driving leading to very unsafe conditions for the Tesla and anybody behind it. The issue can happen in any environment and from 1-2 times per drive. There are no warnings or indications that the car is about to apply the brakes. The car has not been inspected by a service center but is in good working condition.

Passenger side view mirror intermittently gets stuck in the "reverse" position while in drive gear. I have the side view mirrors settings to where they are in a certain position when in reverse gear, and then a different position when in drive gear. I will reverse out of a parking spot and then proceed on my drive. Every now and then, the passenger side mirror will still be in the "reverse" position while driving and I only notice it when making a lane change and looking at the mirror and its pointed down at the ground in its reverse position. This has distracted me a few times as I expect the mirror to be in the normal drive position and I'm unable to see any cars in my blind spot. The issue has never occured on the driver side mirror, and has happened for the past few months. I have to correct this each time it does this by going into the mirror settings and hitting the reset position button.

I am reporting a safety concern regarding the glovebox fascia on my Tesla Model 3. The material on the glovebox trim is peeling and separating, which appears to be caused by prolonged exposure to heat inside the vehicle. The peeling fascia creates concerns about the durability and integrity of the interior component, as the material may continue to deteriorate over time. Loose or damaged trim could potentially interfere with the proper use of the glovebox, create sharp edges, or become a distraction while driving. I am requesting that Tesla inspect the affected area and determine the appropriate repair or replacement to ensure the vehicle remains safe and maintains proper interior component quality.

Component: Lane Support System — Emergency Lane Keeping (ELK) Part of standard Autopilot safety suite (not FSD) activated without valid lane detection data and pushed the vehicle into the oncoming lane of traffic on Ohio State Route [XXX]. The system then aborted mid-intervention (LSS_STATE_ABORT), leaving the driver in the oncoming lane. The resulting head-on collision killed both drivers — the [XXX] Tesla driver and the driver of the oncoming vehicle. Two people died because of this ELK malfunction. Tesla's own telematics data confirms the following sequence: 5At 23:51:17.420 UTC, the Lane Support System activated Emergency Lane Keeping (LSS_STATE_ELK). 6At 23:51:17.652 UTC (232 milliseconds after activation), the system logged ALC_UNAVAILABLE_NO_LANES — confirming it had no valid lane detection data during the intervention. 7At 23:51:17.755 UTC (335 milliseconds after activation), the system logged LSS_STATE_ABORT — the system cancelled itself mid-intervention. 8During the 335-millisecond intervention, the vehicle's steering angle reached -16.79 degrees leftward and lateral acceleration measured +1.200 m/s² leftward — both confirming the vehicle was pushed into the oncoming lane. 9The driver responded with the largest steering torque (-5.08 Nm rightward) and largest rightward steering angle (+19.50 degrees) recorded in the entire telematics file — confirming he was actively attempting to recover. 10 The head-on collision killed both him and the driver of the oncoming vehic

Front Seatbelt On March 13, 2026, at approximately 7:51 PM EST (23:51 UTC), the driver of a 2021 Tesla Model 3 was killed in a head-on collision on SR 741 in Warren County, Ohio. Two people died in this crash — the Tesla driver and the driver of the oncoming vehicle. Tesla's own telematics data (provided to the family post-crash) reveals that the driver's seatbelt unlatched at Row 5115 / 23:51:03.269 UTC — exactly 14.15 seconds before the collision. The driver was actively driving at the time, as confirmed by 66 separate steering torque readings between the seatbelt unlatch and the crash, ranging from −1.59 Nm to +2.15 Nm in constantly alternating directions — the signature of active lane-holding. The seatbelt released on its own while the driver was actively steering based on tesla data at approximately 66 mph. No rational driver unbuckles their seatbelt while driving 66 mph on a busy two-lane road. The telematics data proves continuous active driving before, during, and after the seatbelt event. The seatbelt failure is a separate and independent defect from the Emergency Lane Keeping (ELK) system failure that caused the collision (which is the subject of a separate NHTSA complaint). Even if the collision was unavoidable, a functioning seatbelt may have saved the driver's life. The seatbelt failure independently contributed to the fatality. The following data is from Tesla's own telematics file provided to the family: Timestamp (UTC)RowEvent 23:51:03.269 5115 Driver seatbelt

The high voltage battery on my 2021 Tesla Model 3 Standard Range suddenly failed without any prior warning or gradual degradation. The vehicle was consistently achieving approximately 180 miles of range per full charge. Overnight, the battery charge was restricted to approximately 30% capacity, reducing usable range to roughly 30 miles. No warning signs or symptoms appeared prior to this failure. The failure was sudden and immediate. The vehicle displayed the alert "Maximum Battery Charge Level Reduced / OK to Drive, Schedule Service." The battery has been confirmed by a Tesla Service Center as having an internal fault. The only remedy offered by Tesla is full battery replacement at a cost of approximately $9,000 to $14,000 depending on the option selected. This failure poses a safety risk as the severely limited range can result in the vehicle becoming stranded unexpectedly, particularly during highway driving or in areas without nearby charging infrastructure. The failure occurred approximately 6 months after the battery warranty expired with no prior indication of degradation, suggesting a potential defect in the battery unit. The vehicle has been inspected by a Tesla Service Center and the fault has been confirmed. The component is available for inspection upon request.

My steering suddenly got extremely stiff on the highway while driving. There was a warning that assist will be reduced but no assist was present. I had to use all my strength to turn the steering and pulled into a parking lot with great difficulty. Then I reset the main computer and the power steering was functional again. I was lucky since the traffic was moving slower than usual but it could have been very dangerous and was a major safety concern.

On July 1, 2026, the vehicle was serviced by the manufacturer for GPS and camera malfunctions, and the vehicle computer was replaced. On the morning of July 2, 2026, during the first use of Autopilot after that repair, the vehicle experienced repeated serious driver-assistance malfunctions over a short period while traveling on a highway. While Autopilot was engaged, the vehicle repeatedly moved/steered toward the center of the road and near the path of a truck in an adjacent lane. The truck nearly struck the vehicle. The driver had to manually intervene to maintain control and avoid a potential collision. Video of the incident is available upon request and shows the truck and manual intervention. The vehicle was returned to the manufacturer service center the same day. The service center reviewed logs, performed an inspection/test drive, and stated that no hardware faults or issues were found and that the test drive was normal. However, the incidents were intermittent, occurred during highway Autopilot use, occurred the morning after a computer replacement related to GPS/camera systems, and were captured on video.

The contact owns a 2021 Tesla Model 3. The contact stated that while the vehicle was set to Self-Driving Mode, the vehicle suddenly stopped abruptly without the brake pedal depressed. The contact depressed the accelerator pedal immediately to continue driving. The vehicle was taken to the dealer three times. The dealer reset the mirrors and sensors; however, the failure persisted. The vehicle had not been repaired. The dealer suggested that the contact purchase another vehicle. The manufacturer was not made aware of the failure. The failure mileage was unknown.

I was driving my car on full self driving. I press the brake to stop full self driving the car immediately accelerated and caused a crash.

This is my fourth high voltage battery failure on this vehicle. Battery replacements occurred at approximately 13,000 miles, 60,000 miles, 96,000 miles, and now at 121,000 miles. The first failure occurred at 13,000 miles on a nearly new vehicle. During the second replacement a Tesla service technician verbally stated that 'the refurb process has vastly improved since your last battery' before retracting the statement when questioned, strongly suggesting refurbished units were installed in a vehicle under original warranty. Tesla has declined to cover the most recent failure citing warranty expiration, despite this being a documented recurring defect that originated well within the warranty period. The vehicle is currently inoperable due to high voltage battery failure. I was around 40 days outside of warranty with this last failure.

The outside part of the glove box is coming off. It could prevent air bags from working properly. It seems like the O ring glue holding it together has failed. It is available for inspection upon request. The issue is well known and is documented online. The issue has in the past been inspected by the manufacturer and requests an approximate $400 from the customer to fix the issue.

The forward-facing camera and Autopilot computer system on my 2021 Tesla Model 3 has failed. The dashboard first showed intermittent warnings that "Automatic Emergency Braking is currently unavailable" and "Adaptive headlight features are unavailable." Over several weeks the problem worsened from intermittent to constant, and the vehicle progressively lost its forward road visualization and all active safety features. Using the vehicle's Service Mode diagnostics, the Autopilot computer's Primary (A) processing node reports a "CRITICAL" status. The fault log records repeated alerts including dasMIA (driver-assistance system not responding), aebFault (automatic emergency braking fault), and fisheyeCamInitFault and fisheyeCameraStreamExit (forward camera initialization and stream failures). The cameras themselves are physically clean and unobstructed. Safety risk: the failure disables Automatic Emergency Braking and forward collision avoidance, lane-keeping/driver assistance, and the adaptive auto high-beam headlights. AEB is a critical crash-avoidance system; losing it leaves the vehicle unable to brake automatically for an imminent collision, and the loss of adaptive headlights reduces nighttime visibility. A Tesla service center inspected the vehicle, confirmed the diagnosis, and determined the Autopilot computer — a sealed, solid-state control unit — had failed and required full replacement at approximately $3,400. The vehicle is well under 50,000 miles. This failure appears

BMS_a079 error. Battery is no longer able to charge. High voltage battery will need to be replaced. Basically rendering the vehicle useless unless the battery is replaced.

The driver-side seat belt buckle/receptacle failed during normal use. There was no collision, impact, or misuse involved. While using the seat belt as intended, the buckle assembly separated/broke unexpectedly, causing the seat belt to no longer function properly. This appears to be a failure of a critical safety component rather than normal wear and tear. The vehicle should not be considered safe to operate until the restraint system is properly inspected and repaired. The failure occurred without warning and under ordinary driving conditions.

Component/System Failure: Total failure of the Autopilot ECU (DAS Computer) and the Front-End Module (FEM) wiring harness. Incident Description: My 2021 Tesla Model 3 (37,000 miles) experienced a catastrophic and "silent" failure of the entire vehicle vision suite and all active safety systems. A Tesla Service technician (Warrington, PA) inspected the vehicle and confirmed the root cause was a factory-defective (crimped) internal coaxial cable in the wiring harness. This manufacturing defect caused an electrical short that destroyed the primary safety-critical computer. Safety Risk: This failure resulted in a direct violation of FMVSS 111 (Rear Visibility), as the backup camera was rendered completely inoperable. Furthermore, all collision-avoidance features—including Automatic Emergency Braking (AEB), Forward Collision Warning, and Blind Spot Monitoring—were disabled. Critical Safety Concern (Silent Failure): The vehicle provided zero driver-facing alerts, dashboard warnings, or lamps to indicate that these safety systems were offline. I unknowingly operated a vehicle that was non-compliant with federal safety standards and lacked all primary crash-avoidance technology. The failure codes (APP_w045 and VCFRONT_a158) were only discoverable by manually entering the vehicle's "Service Mode." Manufacturer Status: Tesla Service has confirmed the hardware failure and the wiring defect but is currently refusing to cover the $2,800 repair cost, despite the failure involving systems c

When using cruise control, there has been 4 times that the car has engaged in “phantom braking”. We were driving on highways going the posted speed limit of 70 mph, when the car suddenly slammed on the brakes and decelerated to less than 30 mph – all four times we were thankfully not being closely followed by another vehicle or we would’ve had a devastating crash. One time when we looked at the screen, it showed the outline of a person in the median but there was no person/ other obstacle at all. We have reported this to the Tesla service center and they said it is a known issue, and what we have to do is just click the scroll bar and report it so that the engineers can mark the timestamp and collect data so that some patches can be sent over the air/ uploaded at a future date. Nothing has been done to fix the issue and we feel dismissed about our concerns about our family’s safety, and the safety of drivers around us.

2021 M3 138,000 miles Alerted error code BMS_a074 & BMS_a079 After reading forums, this seems to be a known issue with 2021 in particular. I am reporting in hopes something can be done about it. Yesterday both codes alerted within hours of each other. First that the charging was limited to 50% and would only charge once <50%; then shortly thereafter it alerted with Unable to Charge. I attempted to charge at home with 32A charger when at 28% and charge limit set to 50%— car would not charge. Today I put in Tesla service request with first appointment available in 10 days (still awaiting review). Attempted to try charging again while at home and this time, coincidentally after my service request, it is now charging. I lowered to 20A to trickle in for now…and currently up to 32%. March/April 2025 my ECU went out after 3 12V battery replacements within 2 months. Car has been driving well but without any camera systems (traffic awareness) or entertainment system.

My RWD motor completely went out and lost power on the highway off ramp. Could have turned into a dangerous situation. Not sure why these motors seem to be very unreliable. Tesla has not given me an explanation as to what is exactly causing this. Happens to thousands of owners. And this car is only 5 years old. I had the motor replaced in November 2022 and 3 years later it’s out for good. Now I have to deal with teslas insane costs. I feel like they sold me a defective car.

I am filing a complaint regarding my inability to receive a safety recall remedy without first paying for a separate component replacement. Vehicle: Tesla Model 3 VIN: [XXX] My vehicle has an active safety recall related to hood latch functionality, which Tesla stated requires a firmware (OTA) update. Tesla informed me this update could not be installed unless the vehicle’s car computer (MCU/CPU) was replaced. Tesla classified this component as out of warranty and required me to pay $1,687.66 out of pocket (after a partial discount). Separately, my vehicle developed a charging failure requiring HV battery repair. Tesla confirmed in writing that they could not proceed with the HV battery repair or install required firmware unless the same computer was replaced. Tesla also confirmed that if I did not approve and pay for the computer replacement, they would not proceed with either the battery repair or the recall-related update. At the time, my vehicle was not drivable, and Tesla indicated the loaner vehicle would need to be returned if I did not approve the repair. This would have left me without a functional vehicle, leaving no practical alternative but to proceed. As a result, I approved and paid for the repair in order to restore vehicle functionality and receive the recall remedy. This payment was made under protest. Concern: This situation conditions access to a safety recall remedy on a customer-paid repair, creating a barrier to receiving a mandated safety fix. I request

When using the cruise control or self driving function the car will, unprovoked, brake suddenly and severely. Hitting the acceleration pedal will disengage the cruise control or self driving and will stop the deceleration. The error happens about 1-2 times per 20 miles. I do not use these features often due to several near miss car crashes due to deceleration error. Sometimes the car will report other phantom alerts (like curvature assist on a straight road).

2 problems 1,Phantom braking when cruise control is activated. 2, There's no rear door mechanical release in the event of a electrical power failure in the event of R.T.A

The components involved are the automatic emergency braking (AEB) system and the airbag system. During the collision, the AEB system did not activate, and the airbags did not deploy. The vehicle is available for inspection upon request. I was driving on a main roadway with no stop signs or traffic controls in my direction when another driver entered from a side street with a stop sign and pulled directly in front of me. I was unable to avoid the collision, and my vehicle was struck the other vehicle. The failure of the AEB system to engage and the airbags not deploying increased the risk of injury to myself and could have posed a risk to others involved. The issue has not been reproduced, and it has not yet been confirmed by a dealer or independent service center. The vehicle has been inspected by police and insurance representatives. The other driver was determined to be at fault. I am in the process of addressing the incident with the manufacturer. There were no warning lights, messages, or prior symptoms indicating any issue with the braking or airbag systems before the collision.

- The rear middle seatbelt became locked and will not unwind or extend. The seatbelt remained stuck in the retracted position, making it unusable. The vehicle and seatbelt assembly are available for inspection upon request. However, Tesla has already fixed the issue, but I feel we were wrongly charged because I believe this should be a recall. I searched this issue online, and others have reported the same issue. Because we rarely have the need to use our rear seats, it wasn't until years later we discovered this issue. - Because the rear middle seatbelt cannot be extended, that seating position cannot safely be used. Any passenger sitting in that position would not have a functioning restraint system in the event of a collision, creating a safety risk. - Yes, Tesla service inspected the vehicle and confirmed that the rear middle seatbelt was locked and not functioning properly. - The vehicle has been inspected by Tesla service. It has not been inspected by police, insurance representatives, or other third parties. - No warning lights, alerts, or messages appeared prior to discovering the issue. The seatbelt was found to be locked when we attempted to use it, and it would not extend.

The vehicle is undriveable due to a high‑voltage enable safety lockout triggered by ECU identity/MAC mismatch after a software/update window; local service instructed me to ‘safely disregard’ active safety alerts contrary to vehicle telemetry, creating a safety risk. Chronology (key timestamps) • Jan 28, 2026 — Low‑voltage undervoltage precondition recorded (DIF_a018). • Feb 2nd, 2026 — Low‑voltage undervoltage precondition recorded (DIF_a018). • Feb 03, 2026 08:46 — Identity/MAC invalidation alerts (CP_a089 / CP_a077); HV‑enable blocked cascade. • Feb 24, 2026 — Service app: estimate approval prompt; supervisor instruction to ‘safely disregard’ active HV alerts captured via screenshot. • Feb 27, 2026 — Persistent handshake stall (CP_a066, State B1) despite ‘successful’ software job and new firmware update to patch the 2026.2 tree branch software. Vehicle remains grounded. Safety Concern Vehicle telemetry states HV contactors are blocked to protect the vehicle; service staff advised to disregard active alerts. Inconsistent guidance risks unsafe operation. I grounded the vehicle pending engineering review. Troubleshooting and A/B Tests My home EVSEs successfully charge a different Tesla (Model Y). The subject VIN charges at DC fast charging (Supercharger) and once on a third‑party EVSE, but fails on my two home EVSEs thereafter. This localizes the issue to vehicle‑side AC charge path/charge‑port logic rather than the EVSE. Request OEM to provide CP waveform under load + Toolbo

The rear camera malfunctions intermittently and causes other errors to happen, like Automatic emergency braking unavailable or forward collision warning unavailable. When the camera error happens, it says the camera is unavailable. I took my car to the Tesla dealership three times. The first time, they did a continuity check and said the harness was degraded, and they replaced the harness and the rear camera. A week later, it happened again. The second time they reset the camera calibration and it worked. The day after, it happened again. The car is at the Tesla dealership for the third time (02/20/2026).

HVAC system which provides cooling/heating for all the systems including the powertrain, battery, inverters, Full-Self Driving computer malfunctions randomly shutting itself off due to a known issue of failing pressure and temperature sensors. Tesla is aware of this issue where the sensors may fail prematurely and in 2021 they issued a service bulletin SB-21-18-002. I was told It would be fixed with a software update... In other words it was never fixed. Now my car says that cooling and heating may randomly be unavailable due to invalid readings from the pressure and temperature sensors. They want me to pay to have the sensors replaced despite them acknowledging that they have a defect causing premature failure. This issue is safety related because in the event that I was supercharging and the HVAC system shuts down it could potentially lead to a battery fire or thermal runaway. Not to mention that the car left me without heat in subzero temperatures on a roadtrip.

I wrote several months ago about my 2021 tesla model 3 that the rear doors do not have any mechanical door handle release and is a big safety concern also how can a manufacturer get away with this and also not informing the consumer that anyone sat in the back may perish if involved in a accident and can't get out.

Full self driving system (fsd) has ran a red light twice. It slows almost to a stop then takes off.