2022 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 2021-2022 Model S, Model X, and 2022 Model 3 and Model Y vehicles operating certain firmware releases. The infotainment central processing unit (CPU) may overheat during the preparation or process of fast-charging, causing the CPU to lag or restart.

Risk. A lagging or restarting CPU may prevent the center screen from displaying the rearview camera image, gear selection, windshield visibility control settings, and warning lights, increasing the risk of a crash.

Remedy. Tesla will perform an over-the-air (OTA) software update that will improve CPU temperature management, free of charge. Owner notification letters were mailed July 1, 2022. Owners may contact Tesla customer service at 1-877-798-3752. Tesla's number for this recall is SB-22-00-009.

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.

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) has completed its review of a defect petition received on November 24, 2025, requesting an investigation into the emergency mechanical door release in 2022 Model Year (MY) Tesla Model 3. The petition alleges that the controls for the emergency mechanical door release are not accessible and clearly identifiable and thus fail to comply with Federal Motor Vehicle Safety Standard (FMVSS) 206. A vehicle equipped with electric door handles without an accessible mechanical door release creates a risk to safety when the electric door handle becomes …

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 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 …

In a rented 2022 TESLA MODEL 3 entering a right veering on-ramp, the vehicle failed to respond to driver steering inputs at normal speed. I released the accelerator and there was no degenerative braking. I applied brakes, but the ABS was violently shaking without stopping and I noticed something illuminate on the computer screen. Unable to turn the steering wheel at all, we made severe impact with the left guardrail injuring both my wife([XXX]) and I. The Steering Assist Reduced warning light remained illuminated after the accident and I took a picture. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

There are hundreds of reports regarding Tesla HW3 computers overheating following the software update to Full Self-Driving (FSD) Lite V14. On 19 SEP 2026, I was required to replace the HW3 computer on my 2022 Model 3 Performance; the total price was approximately ($2,700.00). As the computer was perpetually stuck in a reboot status, the car's safety and security systems weren't functioning properly (e.g. forward collision assist, lane-keeping assist, cameras, Sentry Mode, etc.). Additionally, while parked overnight, the car drained 2-3 times more power as the computer remained stuck in the reboot loop. The computer clearly failed following a software update that increased the performance outside of the design tolerances. However, because my vehicle was out off warranty (both years and mileage), Tesla required me to pay out of pocket for the repair as it was deemed to be normal wear & tear. Of note, we bought the vehicle brand new in June 2022 and it had 62,652 miles at the time that the computer was replaced; Tesla's New Vehicle Limited Warranty is 4 years / 50K miles. I, like many other owners across multiple forums, believe that Tesla needs to take accountability for this failure and reimburse the owners who lost critical safety capabilities as a result of a poorly designed software update that was rushed through production. Additionally, leading up to the failure, I had not used FSD for more than a one month trial period, but I did regularly use Autopilot. Also, Tesla repl

On [XXX], at approximately [XXX] in Baker, California, my 2022 Tesla Model 3 contacted charging equipment and protective barriers while moving slowly into a charging space during what I observed to be an Autopark maneuver. I was watching the vehicle camera display and was not manually steering or accelerating. The car did not show or sound any warning before impact. It was not raining. No one was injured, there was no fire, and no police report was filed. There was visible damage to the side of the vehicle. No one has inspected the damage yet. The vehicle will be available for inspection after my trip. I reported the incident to Tesla and requested preservation and review of available records. The data export I received did not contain incident-specific camera recordings, Autopark/control logs or EDR data that I could identify. No recording USB drive was located. I have damage photographs and a charging-session record. The cause has not been independently determined, and I have not received a substantive engineering finding. I am reporting a possible safety issue with Autopark for investigation. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

My Tesla was operating with Full Self-Driving (FSD) (Supervised) engaged when it initiated a left turn across the path of an oncoming vehicle traveling in the opposite direction, resulting in a collision. During the incident, FSD was controlling the vehicle's driving behavior and initiated the left turn despite the presence of oncoming traffic. The Tesla collided with the approaching vehicle while executing the turn. I am concerned that the FSD system failed to properly recognize or respond to oncoming traffic, failed to determine whether the left turn could be safely completed, or made an unsafe decision to turn across the path of another vehicle. This incident created a significant safety risk for the occupants of both vehicles. I believe the collision may indicate a safety-related problem involving FSD's intersection handling, left-turn decision-making, detection of approaching vehicles, or collision avoidance capabilities. I request that NHTSA review this incident as a potential FSD safety defect and obtain relevant FSD engagement records, vehicle telemetry, camera footage, steering commands, and collision data from Tesla to determine why the vehicle initiated the left turn into oncoming traffic.

FSD failed to completely stop. I have video footage from Tesla showing the FSD stayed active and never disengaged yet the Tesla disengaged the brake. I can text or email the video pricing the car was actively using FSD until impact. I had the self driving enabled the vehicle decelerated from about 45 mi down to 0 MI but when the vehicle reach 1 mile it disengage the brake allowing the car to roll into the car in front of me I literally had less than one second to react I really believe the car will stop on its own. I have video proof the video was in full self driving mode and we all know the Tesla's are designed not to run into the back of any vehicle. I posted the video online and received numerous comments saying that the gas pedal and the brake were pressed at the same time however per Tesla you cannot press the gas and brake at the same time on any Tesla. My car has also pulled off from Red light intersections if I'm the first one at the light with the light still being read the car just accelerates on it's on it goes right through the intersection this is also messed up and I'm sure Tesla is aware of this as well. I'm terrified to drive this car with the self-driving engage. I want Elon musk to respond to me personally and apologize. PLEASE follow up with me so I can send y'all the video.

The contact owns a 2022 Tesla Model 3. The contact stated that while driving at 65 MPH with Autopilot engaged, another vehicle cut in front of the contact's vehicle and applied the brakes, but the contact's vehicle failed to decelerate and required manual driver intervention. The failure mileage was 30,000.

The contact owns a 2022 Tesla Model 3. The contact stated that while driving at various speeds during peak sunlight, FSD failed to operate as intended, causing the contact to drive manually in daily traffic. The message "Full Self-Driving Not Available" was display with an audible chime. In addition, the contact stated that while the FSD feature suddenly deactivated independently, causing the contact and his family passengers to violently jerk forward while transition into manual Hands-On driving. The failure mileage was approximately 82,573.

"Subject vehicle (2022 Tesla Model 3, VIN: [XXX]) was deployed for commercial rideshare passenger transportation by fleet operator Hertz/Uber with active catastrophic life-safety system failures. Onboard Tesla Service Mode telemetry confirmed: (1) Restraints Control Module (RCM) is powered OFF with status 00, leaving primary front and knee airbags and seatbelt pretensioners completely inoperative during public commercial transit; (2) Master Cylinder Hydraulic Brake Pressure telemetry is registered as 'Unavailable' under iBooster (IBST) and Electronic Stability Program (ESP); (3) Steering torque calibration offsets of -97 Nm and -14° angular pulling bias were applied to compensate for structural suspension collision damage; (4) Active diagnostic trouble code VCFRONT_a611 radiator heat rejection failure causing severe battery and powertrain thermal throttling; and (5) Non-functional windshield wipers and blocked camera sensors violating FMVSS 104 and FMVSS 208." INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

When the chair automatically moves to the easy in and out setting it does so without any safety measure to stop it moving when blocked. It is so strong that it crushed my hydroflask water bottle when it was stuck beneath. If that had been a foot or arm of a person, or if they were just unable to move away then it could cause serious injury like broken bones or crushing.

At approximately 32,916 miles, the powered trunk lift strut on my 2022 Tesla Model 3 separated from its mounting ball stud during normal use. There was no collision or external impact. When the strut separated, it struck the rear glass and caused the glass to break. Tesla inspected and repaired the vehicle. Tesla’s final service invoice states: “Strut failure was responsible for breaking back glass.” I am concerned that failure of the powered trunk strut attachment on a relatively low-mileage vehicle can cause broken glass and may create a safety risk.

My 2022 Tesla Model 3 Long Range has developed a failure of the Autopilot/ADAS computer. The AP computer remains installed in the vehicle and is available for inspection. The vehicle operated normally before software update 2026.26.6. Following the update, Driving Visualization and Autopilot began going offline, along with automatic headlights, automatic turn signals, emergency braking, collision and traffic warnings. The failures have continued despite software/firmware reinstall, DAS reset, camera calibration, and hard reset. Tesla Service inspected the vehicle and confirmed that the AP computer is defective and recommended replacement at approximately $2,600. I paid $120 for Tesla's diagnostic assessment. Service Mode has recorded repeated AP watchdog/kernel-panic events, including APS_w169_TurboA_SCS_LKUP, APS_w134_appMIA, APS_w135_appCritical, and PM_a041_dasMIA. The vehicle has also recorded simultaneous exits of multiple camera streams, sometimes causing camera feeds to go black while driving. Service Mode has shown the AP ECU in Coreboot/INIT, intermittent loss of communication between the AP ECU and infotainment ECU, missing GNSS Ethernet communication, and unavailable AP temperature telemetry. This creates a safety concern because multiple safety-related driver-assistance and camera-dependent systems can unexpectedly become unavailable while driving. The vehicle remains manually drivable, but the driver must unexpectedly operate without previously available function

With its latest upgrade, 2026.20.6.11 with full self-driving V14 Light, Tesla no longer allows users to set a max speed. This is very dangerous, especially in school zones where the vehicle, with Full Self-Driving, consistently misreads the speed limit. There is no way to revert this "upgrade." Many people have posted about this concern, but Tesla is ignoring it.

The Tesla service center in San Antonio Texas installed new tires and a new wheel on my vehicle and one of the tires was installed inside out based on the manufacturer’s specifications. I’ve been driving this vehicle for about 4 months /5k miles with the risk of this tire malfunctioning and causing an accident.

To Whom It May Concern, I am reporting what I believe is a foreseeable child-safety risk involving Tesla’s Toybox feature. Tesla allows parents to PIN-restrict Arcade, Theater, and the web browser, but Toybox remains accessible. Recently, I briefly went inside my home to use the bathroom, and my child slipped outside and climbed into my parked Tesla specifically to use the touchscreen and Toybox. Fortunately, I discovered him quickly. In hot weather, however, a child remaining unnoticed inside a parked vehicle could face serious injury or death, particularly if climate control were disabled, changed, or failed. Tesla already has the software infrastructure to restrict entertainment features. Adding Toybox to Parental Controls appears to be a straightforward safety improvement. I believe this omission creates an unnecessary and foreseeable risk to children and warrants review as a potential vehicle safety concern. Sincerely, [XXX] Tesla Model 3 Owner INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

My 2022 Tesla Model 3 has experienced recurring intermittent loss/reduction of power steering assistance. The vehicle displays “Steering assist reduced – Steering may require increased effort.” The problem has occurred multiple times over a period of months and may disappear after the vehicle is power cycled or the alert clears. Tesla previously evaluated the vehicle for this condition. On July 8, 2026, Tesla documented the steering-assist-reduced complaint and recommended replacement of the RWD steering rack/steering gear, with an estimated repair cost of approximately $3,018. On August 20, 2026, the warning occurred again. Tesla Service Mode recorded fault EPAS3S_a005_sent2Mia, described as “Torque Sensor 2 signal not received,” with the potential impact listed as “Steering assist reduced.” The vehicle simultaneously generated UI_a020_SteeringReduced. The warning subsequently cleared again, but this is a recurring intermittent failure involving the vehicle’s electronic power-assisted steering system. I am concerned that the steering assistance could become reduced or unavailable while driving. Tesla has already determined that replacement of the steering rack is required, but the repair is customer-pay. I am reporting this because this appears to be a recurring safety-related steering defect and I am concerned that other vehicles may experience the same failure.

The suspension lower lateral links bushings are wearing down without much usage. my car had 31k miles and the bushings already need to be replaced. this is very dangerous.

I am the owner of a 2022 Tesla Model 3. The front control arms on this vehicle are defective as manufactured. From the factory, these components have demonstrated premature failure, abnormal noise, loosening, and/or separation risk that is not consistent with normal wear on a low-mileage vehicle of this age. Symptoms experienced include [describe your exact symptoms clearly and factually — examples: progressive clicking, clunking, popping, or creaking from the front suspension/wheel area; especially noticeable during low-speed turns, reverse, or over bumps; any feeling of looseness, pull, or change in handling; any actual detachment or near-detachment]. These symptoms began at approximately 75000 miles on July 27th 2026. This is not isolated wear. Front control-arm and related suspension-link failures (including lower lateral links that can detach from the subframe) have been the subject of multiple owner complaints, prior Tesla recalls (including NHTSA campaign 21V-835 for improperly torqued lateral-link fasteners on certain Model 3/Y vehicles and the later 23V-235 expansion), technical service bulletins addressing water intrusion and noise in upper control arms, and a current NHTSA preliminary evaluation (opened 2026) into front lower lateral-link detachment on a large population of Model 3 and Model Y vehicles. Owners report that failures can occur with little or no prior dashboard warning, only possible audible cues, and can render the vehicle undrivable or cause sudden c

My car randomly gave me alerts that my steering alignment fault then came the following two days later Automatic Emergency Braking is unavailable Feature may be restored on next drive 20:55 | DI_a246 Automatic vehicle hold disabled Use brake pedal when stopping 20:55 | DI_a223 Traction control disabled Drive with caution 20:55 | APP_W264 Lane Departure Avoidance features unavailable Features may be restored on next drive 20:55 | DI_a222 Stability control disabled. I take my car to a mechanic and they show me that my lower control arms are damaged. Tesla is more than 2 weeks out for something that has caused my car to act completely unsafe and not normal.

The contact owned a 2022 Tesla Model 3. The contact stated that while the vehicle was unoccupied, the vehicle independently started while parked in the driveway and caught on fire. No warning lights were illuminated prior to the failure. The contact stated that the fire spread to the residence and the residence burned down. The contact's daughter and her significant other were able to exit the residence safely. The local Fire Department arrived on the scene to extinguish the fire. The contact stated that the fire had started near the charging port. A Police Report was not filed. In addition, the contact stated that his daughter and her significant other suffered severe mental distress. Medical attention was not sought. A Fire Report was filed. The local dealer was not contacted. The vehicle was deemed a total loss by the insurance company. The manufacturer was not made aware of the failure. The failure mileage was approximately 33,000.

The horn on the steering wheel rarely works UNLESS it is pressed directly in the middle. I have tried to honk the horn when there is a safety event but it rarely works. This is definitely a safety issue. This has been going on since I bought the car June 2022. Full self drive is also unsafe and it will make sudden turns, accelerate too quickly, or have phantom braking. This can be unsafe for other drivers. I heard that this is improved with newer models, but if it is unsafe for older models like my 2022, it should not be available.

The contact owns a 2022 Tesla Model 3. The contact stated that the vehicle experienced a loss of camera and safety feature functionality for eight hours daily. The message "Adaptive Headlights Feature Unavailable" was displayed. The manufacturer was notified of the failure, and a complaint was filed. The contact was referred to a service center that was over an hour away. The vehicle was not diagnosed or repaired due to the cost. The failure mileage was approximately 100,000.

I own a 2022 Tesla Model 3 that is just past the 5-year/60,000-mile warranty. I bought it used from Tesla inventory and picked up my vehicle on June 1st, 2026 with ~32,000 miles on the odometer. The front passenger safety restraint system alert (RCM2_a636) first appeared on June 5, 2026. On June 15 at 64,008 miles, Tesla Service confirmed the airbag alert and front passenger OCS issue. They found the occupant classification system module damaged and exposed, replaced it, and noted the passenger-side module shorting was also causing a driver-side error. Both cleared after the repair and test drive. Cost: $363.23. The same alert came back. On July 30 at 66,475 miles they found an open in the passenger seat cushion self-capacitance trace wire and the driver occupancy sensor voltage out of range. They replaced the front passenger seat cushion trim and the driver seat occupancy sensor. Alerts cleared and the self-driving button now worked from park again which never did prior showing the issue was never fixed the first time. Cost: $930.36. No crash or injury, but this is a real safety risk. The restraint system may not work as designed and airbags could fail to deploy properly. This exact RCM2_a636/OCS fault keeps happening to other Model 3 owners both before and after warranty on forums, and Tesla has service bulletins on the same parts, yet people still end up paying for the repairs who are out of warranty and also have their safety and life at risk. Please investigate this as t

Tesla software update 2026.20.6.11 v14 Lite NA-2025.44 removed manual speed control for Full Self-Driving. The driver can no longer set a maximum speed. The vehicle chooses its own speed and it is frequently wrong and dangerous. Curves are the worst failure. The car enters curves too fast. It accelerates through curves. It does not slow to a safe speed before the curve begins. The driver has no way to cap the speed. The scroll wheel is dead. There is no override. Posted speed limits are ignored. The vehicle uses bad map data instead of reading visible signs. It will do 65 in a 55. It will not slow down when the sign says 55. The driver cannot force it to obey the posted limit. Speed control is gone. The driver is a passenger watching the car make bad decisions. This is not safe. This is not driver assistance. This is loss of control. NHTSA must require Tesla to return manual speed control immediately. A human driver must be able to cap the speed at all times. The current software removes that ability and creates a clear safety hazard.

U.S. registered Tesla operating in [XXX]. Full Self-Driving engaged. Dark, nighttime conditions. Vehicle was traveling toward low traffic zones near the edge of [XXX] when the system made a severe mistake. The car went off the main road. Driver was forced to take control off-road after the system lost control. Damage to the rims occurred. At the time of this incident, manual speed control was still available. The driver could cap the speed. That capability has since been removed by a software update. The current version is more dangerous. If the same incident happened today, the driver would have no way to limit speed or prevent the system from repeating the error. The defect is the progressive removal of driver control from the Full Self-Driving system. Earlier versions allowed manual speed caps. Current software does not. This vehicle is U.S. registered and runs U.S. software on American roads. The same defect that caused this off-road incident in Mexico now exists without the safety net of manual speed control. The software is dangerous. The removal of driver overrides makes it worse. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

On XXX, while Full Self-Driving (Supervised) was engaged, my 2022 Tesla Model 3 RWD abruptly decelerated without any visible vehicle, pedestrian, debris, or other obstacle requiring braking. Based on my best recollection, this occurred on approximately five separate occasions in clear daylight with clean cameras. On XXX, the first event occurred near XXX while traveling from [XXX] toward the [XXX]/[XXX] area. I took manual control for about 30 minutes. After I re-engaged FSD, a second event occurred and included approximately three rapid braking pulses. The occupants lunged forward during both episodes. On XXX, the drive from [XXX] to the Ukiah Costco was normal. On the return toward [XXX], FSD suddenly braked hard at approximately 63 mph and reduced the vehicle's speed by about 25 mph, to approximately 38 mph. Family members and friends in the vehicle were startled and moved forward. Later that day, there were two additional unexpected braking episodes while traveling from XXX toward XXX. I used accelerator input to override the unwanted braking. The unexpected highway-speed deceleration created a risk of being struck from behind and made the system unpredictable to supervise. No crash, fire, injury, or property damage occurred. I do not recall a warning message before the braking. The vehicle has not been inspected or diagnosed for this issue and is available for inspection upon request. As of XXX, the vehicle reports Tesla software 2026.20.3 and FSD (Supervised) v12.6.4; i

The center touchscreen/camera display system in my 2021 Tesla Model 3 is malfunctioning. The vehicle’s camera views do not work properly on the center display, including camera visibility needed for reversing and safe operation. The failed system is available for inspection upon request. This creates a safety risk because the vehicle relies heavily on the center screen to display camera views and vehicle information. When the camera display does not work properly, rear and surrounding visibility is reduced, especially while reversing, parking, changing lanes, or maneuvering around pedestrians, vehicles, curbs, and other obstacles. Tesla has refused to repair or cover the repair. The problem has been reported to Tesla. Tesla has not provided a satisfactory safety-related repair solution. It is unknown whether Tesla has fully inspected the failed component or confirmed the exact cause. There were no known warning lamps before the failure. The symptom is that the camera display/center screen camera views do not function properly when needed. The issue appears to involve the center display, camera display system, camera hardware, wiring/harness, vehicle computer, or related software. The exact cause is unknown. I am reporting this as a potential safety defect involving loss or malfunction of the camera display system in a 2021 Tesla Model 3.

The contact owns a 2022 Tesla Model 3. The contact stated that while operating the vehicle, abnormal crackling and bubbling sounds were heard coming from underneath the rear seat. While driving later, an electrical arcing sound emanated from the same area. While at a local charging station, the contact discovered that the battery failed to charge when connected to a high-voltage charger; however, the battery could still be charged at the contact's residence using a 110-volt charger. The vehicle was driven to a local dealer, who was unable to identify the problem, and no service was performed. The vehicle was driven back to the charging station, but the high-voltage charging failure persisted. The vehicle was then towed to a local service center, where it was diagnosed and it was determined that the high-voltage battery required replacement. The high-voltage battery was replaced, and the vehicle was repaired. The manufacturer was notified of the failure. The failure mileage was 38,200.

My wife had a collission on June 25th at 2 30PM CST while she was parking her vehicle in her office parking spot. The car suddenty sped and hit a tree. We suspect it be a misfire in Tesla.

On [XXX], at approximately [XXX], I was traveling northbound at the intersection of [XXX] and [XXX], with the vehicle’s self-driving feature engaged. As I approached the intersection, the vehicle unexpectedly proceeded into a left turn despite the traffic signal displaying a red left-turn arrow. I immediately recognized that the vehicle was not stopping and had to take control by forcefully jerking the steering wheel and slamming on the brakes to prevent the vehicle from running the red light and potentially causing a serious collision. There were no actions on my part that would have caused the vehicle to continue through the red left-turn signal. The weather was clear, the roads were dry, and there was no rain or any adverse weather conditions that would have affected visibility or vehicle operation. This incident raises serious concerns about the reliability and safety of the self-driving system under normal driving conditions INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Vehicle was operating under Tesla Full Self-Driving (Supervised) on [XXX], on [XXX]. While FSD was engaged, the vehicle struck a large object/debris that was present in the travel lane. The system did not appear to detect or avoid the obstacle. The impact caused severe damage to two wheels and two tires, and the vehicle required towing. Tesla Service later confirmed that the damage was caused by road debris and replaced the damaged wheels and tires. I am submitting this report because I am concerned that the FSD system failed to identify or respond to a significant roadway hazard. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

I was driving my Tesla 3 back from LA yesterday. The car has "AI3" hardware not "AI4". The software is fully up to date. I do *not* subscribe to "Tesla FSD (Supervised)" but the car is equipped with "Autopilot". I was driving in "Autopilot" mode driving southeast on [XXX] between Eloy, Arizona and Marana, Arizona, on a clear freeway in bright daylight, at about [XXX] PT on [XXX]. The car suddenly slammed on the brakes for an emergency stop for no good reason. There was nothing in front of us. Fortunately it was clear behind me so no one slammed into us. We came to almost a complete stop. The "Autopilot" disengaged. I'm not sure why. I might have pressed the accelerator out of instinct to keep moving. During the incident a message in bright red briefly came up on the screen. I didn't get a chance to read it but I did catch the word "error" like some error in software was triggered. Once we got moving again and all was fine although my wife was in shock. I did not engage "Autopilot" again for the rest of the trip and I'm reticent to do so ever again. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

I am reporting a severe structural defect in the 2022 Model 3 front suspension and wheel hub assembly that poses an imminent threat of catastrophic failure. My vehicle is nearly new, with less than 30k miles. As the original, single owner who maintains this car, a critical failure of this nature is highly premature and indicative of a manufacturing defect rather than normal wear-and-tear. The issue manifests as a progressive clicking and popping noise from the front wheel area during operation. After noticing this sound, I took my vehicle to the dealership. The technician's inspection revealed that critical structural components were loose and failing. The technician explicitly warned me that this specific failure carries a direct risk of sudden wheel separation while the vehicle is in motion. This forced me to take immediate, emergency action right there at the dealership; leaving the shop without fixing it was simply not an option, as driving my car in that condition would have caused immediate and dangerous consequences on the road. A wheel separating or a suspension collapsing at highway speeds is an inherently fatal scenario that endangers my life, my passengers, and the public. This mechanical failure is highly similar to the defect described in NHTSA Number: 21V835000, which covered front suspension lateral links separating from the subframe and carries the same dangerous consequences. However, because my vehicle is a '22 model, Tesla refused to acknowledge the connect

I purchased the Full Self-Driving (FSD) package for approximately $10,000 on my 2022 Tesla Model 3 Long Range AWD. Tesla marketed FSD as a feature that would enable autonomous driving capabilities including Navigate on Autopilot, Auto Lane Change, Autopark, Summon, and city street driving - all to be delivered via software updates. Tesla has since confirmed my vehicle's HW3 (Hardware 3.0) computer cannot support FSD as advertised. There is no hardware upgrade path. The FSD Transfer Program that allowed owners to move their purchase to a new vehicle ended March 31, 2026 with no accommodation for affected owners. The system regularly fails to perform as advertised. It requires constant human supervision despite being sold as "Full Self-Driving." I have sent three formal complaints to Tesla's executive team (May 7, 8, and 12, 2026) with zero response. Tesla's own support chatbot confirmed I am not eligible for FSD transfer.

Driving at low speed, the control arm became unfastened from the frame and the front driver's side wheel collapsed into the frame of the car.

While driving my Tesla, Autopilot was engaged and navigating with the destination entered. At the time of the incident, my hand was on the steering wheel when the vehicle suddenly attempted to make a hard right turn toward a divider. This was not an exit or intended route, which raises serious concerns about what caused the vehicle to react that way. In addition, I have experienced multiple battery-related issues with this vehicle. The battery has already been replaced once, and on approximately 2–3 occasions the vehicle entered “Turtle Mode,” limiting the car to about 35–50 mph. This created a serious safety hazard because it occurred while I was driving on the highway alongside tractor-trailers and fast-moving traffic.

I’m writing to express my disappointment with Tesla's decision to stop the transferable option for the Full Self-Driving (FSD) package, which I purchased for $12,000. At the time of purchase, Tesla promised this feature would be transferable to a new vehicle, which was a key factor in my decision. The sudden removal of this option, without prior notice, feels unfair and deceptive. I urge Tesla to reconsider this change or offer a satisfactory resolution for customers like me who relied on the original terms.

2022 Tesla Model 3 with approximately 19,373 miles. Third-party tire shop inspection on April 25, 2026 identified visible tearing of front lower control arm bushings on BOTH sides (bilateral failure). Rubber bushing material has separated from inner metal sleeve on both left and right front lower control arms in identical pattern. No impact event or curb strike. Symmetric bilateral failure indicates manufacturing/material defect, not impact damage. Failure occurred at mileage well below the 40,000-70,000 mile range commonly cited for this known Tesla Model 3 lower control arm bushing wear pattern. Suggests accelerated failure mode that warrants investigation. Photos from third-party inspection attached. Vehicle scheduled for Tesla service center evaluation under remaining factory warranty.

What component or system failed or malfunctioned, and is it available for inspection upon request? The front windshield (Acoustic Glass) failed due to a spontaneous stress fracture. The crack originated from the edge of the glass without any external impact. The vehicle has been repaired, but the service records and high-resolution photos of the crack are available for inspection upon request. How was your safety or the safety of others put at risk? The spontaneous crack occurred suddenly during a heatwave, significantly obstructing the driver’s forward visibility. Furthermore, the crack expanded rapidly during a subsequent rainstorm and temperature change, compromising the structural integrity of the windshield and potentially interfering with the front-facing ADAS cameras (Autopilot/Safety features) located behind the rearview mirror. Has the problem been reproduced or confirmed by a dealer or independent service center? Yes. The problem was formally inspected and confirmed by the Tesla Burlingame Service Center. They issued a written evaluation report stating the damage was a "Stress Impact" (a manufacturing/structural defect) rather than a rock chip. Has the vehicle or component been inspected by the manufacturer, police, insurance representatives or others? Yes, the component was inspected by the manufacturer (Tesla Service Centers in both Burlingame and San Francisco). Were there any warning lamps, messages or other symptoms of the problem prior to the failure, and when

I went to open the trunk on my 2022 Tesla Model 3 using the normal electric trunk button above the license plate. When I clicked the button, the trunk opened a few inches, made an abnormal noise, and then came crashing shut. At this point, I opened trunk manually to see what occurred and immediately saw the electrically-operated trunk strut separated from the trunk and also a crack in my rear glass as a result of the strut breaking off and getting sandwiched between the glass and the trunk lid when it came crashing shut. This is not only a major design flaw, but a huge safety concern. Other Model 3 owners on Reddit have experienced this exact same event happen, clearly indicating the flaw in the part and design of it. In the newer generation Model 3 from 2024 until present, Tesla has changed the design of the trunk strut because they knew it was flawed on the last one. My 2022 Model 3 has the older, more dangerous design. Had my hand and fingers been under the trunk when this occurred, I could’ve sustained a serious injury from the weight of the trunk collapsing on me, but it thankfully didn’t. There is no failsafe in place like a backup gas strut in the event that something like this happens and Tesla put the entire weight of the trunk lid on one electrically-actuated strut on the left side that is prone to misalignment and failure. Tesla needs to be held accountable for this design flaw in the older Model 3s as this trunk part is beginning to wear out or become misaligned i

My 2022 Tesla Model 3 experienced a heat pump compressor failure at approximately 89,457 miles. Tesla Service Center diagnosed an internal failure in the heat pump system. The heat pump system controls cabin heating, windshield defrosting, and thermal management for the vehicle. When the system failed, the vehicle lost heating and proper defrost capability. This can impair windshield visibility during cold or foggy conditions, creating a potential safety hazard while driving. Tesla quoted approximately $3,000 to repair the compressor and declined warranty assistance despite the system being critical to safe vehicle operation.

While using Tesla's Full Self-Driving (Supervised) software on the Pacific Coast Highway (PCH) and other highways, the vehicle’s automated steering system repeatedly malfunctions by failing to maintain lane centering. Specifically, the car drifts or actively steers across double yellow lines into the lane of oncoming traffic. This issue is a persistent failure of the Advanced Driver Assistance System (ADAS) and Lane Keeping Assistance. The vehicle has attempted this maneuver multiple times at [Approximate Speed, e.g., 40-60 mph], requiring immediate and forceful manual steering intervention to avoid head-on collisions with oncoming vehicles. The system provides no warning chimes, error messages, or "Take Over Immediately" alerts prior to crossing the lines; it appears to perceive the oncoming lane as a valid path or fails to recognize the double yellow boundary entirely. This has occurred during [mention conditions: e.g., bright daylight with high glare / night time]. The vehicle is equipped with Hardware 3.0 (HW3). I believe the 1.2-megapixel camera suite or the processing power of the HW3 computer is insufficient to safely navigate the geometry of the PCH or any roads within mountains/hills. I have attempted to "Clear Calibration" and performed system resets, but the life-threatening behavior persists. The vehicle and its internal data logs are available for inspection. I have also sent "Bug Reports" via voice command to the manufacturer immediately following these near-mis

I am filing a safety complaint regarding water intrusion into the rear tail lamp assembly of my 3-year-old Tesla Model 3. The rear tail light has progressed from minor condensation to active water accumulation and visible pooling inside the sealed housing. This is not light fogging — there is standing moisture inside the assembly. The vehicle has not been involved in any collision and there is no visible external damage to the lamp. I have already been pulled over, and drivers behind me have indicated that the affected tail light is not clearly visible. Reduced rear illumination creates a serious safety risk, particularly at night or in poor weather conditions. A malfunctioning tail lamp increases the likelihood of a rear-end collision. Rear lighting is a federally regulated safety component. Water intrusion into a sealed LED lighting assembly creates risk of electrical malfunction, corrosion, and sudden loss of rear illumination. The vehicle is currently out of warranty due to mileage; however, it is only three years old. A sealed LED tail lamp is not a wear-and-tear item and should not fail due to normal mileage accumulation. This appears to be premature sealing failure. I contacted Tesla Service regarding this issue. Their written response stated that because the vehicle is out of warranty due to mileage, any repairs would be at my expense. They did not address the safety concern or the presence of internal water accumulation. There are numerous reports from other Model 3

While I was making a left turn my steering wheel suddenly got stuck. A vehicle almost hit me.

RECURRING 12V LOW-VOLTAGE SYSTEM FAILURE AND DEFECTIVE REAR DEFROSTER HEATER GRID VEHICLE: 2022 Tesla Model 3 (VIN: [XXX] ). ODOMETER: 114,093 miles at time of third service visit. SUMMARY OF DEFECT: Vehicle has experienced recurring low-voltage (12V) system alerts since late December 2025. The 12V battery has been replaced three times by Tesla service. After each replacement, the low-voltage alerts return within days. Tesla's diagnostic system detected a DCR (DC resistance) reading of 16.8 milliohms against a threshold of 16 milliohms, indicating the battery's internal resistance is too high for the vehicle's electrical system to function properly. A brand-new 12V battery showed "Degraded - Replace" status within one week of installation. These low-voltage errors did not exist before Tesla replaced the 12V battery during the first service visit. DIAGNOSTIC FINDINGS: During the third service visit (February 2026), Tesla technician performed a resistance check on the rear defroster heater grid and described it as "out of spec but not significantly." Ground straps were also described as "out of spec but again not significantly." The technician stated there was "no smoking gun yet" and it was "maybe a combination of all leading to the 12V warning." Tesla proposed replacing the rear backlight glass at a cost of $1,265 to the customer. Additionally, severe rodent damage was discovered in the front wiring harness with chewed wires and nesting material. Despite this confirmed damage

Tesla Full Self-Driving (FSD) drove the vehicle onto a curb inadvertently, a few days after a software update. The incident caused a scratch to the wheel and a cut in the tire. Tesla has refused to cover the repair, stating that FSD requires driver attention. The issue is that the vehicle had never driven into a curb on a 90-degree turn before. I had my hands on the wheel and did not anticipate the software making an incorrect decision and striking the curb. Full Self-Driving was engaged at the time, and the software made an incorrect calculation that resulted in the impact. Tesla should replace the damaged tire and repair the wheel. I have the 1 min recording of the incident but could not upload the video due ot its size being more than 10 MB.

When cabin heat is enabled, visible vapor/smoke emits from the front trunk area under the windshield cowl and is pulled directly into the cabin through the HVAC intake. The vapor has a chemical/sweet odor consistent with coolant or refrigerant. Smoke enters the passenger compartment, especially when stopped or idling. This occurs repeatedly in cold temperatures and stops immediately when HVAC heat is turned off. No warning lights appear. This appears to be a heat pump or coolant system leak upstream of the cabin intake, allowing chemical fumes to enter the cabin air stream. Occupants are exposed to fumes while driving. This is a safety concern due to inhalation risk and lack of driver warning.

While driving, the center display intermittently goes completely black. When this occurs, I lose access to the speedometer and all driver information. The issue has been ongoing and progressively worsening. The vehicle was purchased new. The issue was reported during the warranty period and initially attributed to software updates. A recent service visit confirmed the vehicle computer is failing, and the issue immediately recurred after pickup. Loss of speed and driver information while driving creates a safety concern.

This car uses auto-dimming rear view and side mirrors. However, the rear view mirror is only able to be dimmed automatically, or be disabled in the settings. The issue is that the dimming is not based on a light sensor at all, it is merely timed to dim around 30 minutes after sunset and return to normal 30 minutes before sunrise. I have confirmed this timing on many drives and it is repeatable. The safety concern is that there is no way to manually dim the rear view mirror, which is a big issue around sunrise and sunset when cars headlights turn on before the mirrors dim. This is especially an issue with larger trucks behind a sedan like my Model 3. The only option I have to fight the blinding glare from headlights is to manually move my mirror so that I can no longer see out of the rear window, which makes lane changes much more dangerous.

Submitted Under 49 CFR §552.3 Request for Defect Investigation & Safety Recall Tesla Model 3 / Model Y: Interior High-Voltage Heater Fire Hazard, Missing Firewall, and Entrapment Due to Electronic Door Failures. My 2022 Tesla Model 3 experienced an interior flash fire caused by a design defect. Tesla placed the high-voltage PTC cabin heater and HV wiring inside the dashboard with no firewall. After a crash, I saw a straight “strip flame” shoot out of the HVAC dash vent, exactly like a gas heater. The fire began INSIDE the dash/HVAC ducting within seconds of impact, not from the battery. This shows an arc-flash failure of the HV heater or wiring inside the cabin. The flame entered the cabin instantly because there is no firewall separating HV components from occupants. During the fire, all electronic door releases failed. Tesla hides the manual front releases and provides NO rear mechanical releases. I was trapped inside a burning cabin and suffered major injuries trying to escape by kicking the rear passenger window before bystander helped me brake out the rear passenger window to get me out. Most people cannot escape this design. This is a dangerous combination of defects: (1) HV heater and wiring located inside the cabin with no firewall; (2) HVAC ducting becomes a flame pathway; (3) Electronic door releases fail during fire/crash; (4) No labeled manual rear-door exits; (5) No backup 12-V actuator power to open doors. Tesla must: relocate the HV heater outside the cabin (fr

The vehicle has a manufacturing defect in the charge port body seal allowing water intrusion into the vehicle cabin and near high-voltage charging components. This has resulted in dampness and potential mold growth, posing a respiratory health hazard to occupants.