Electrical System Problems of Tesla Model 3 - part 1

Every time I press, my horn and error pops up that my cameras are unavailable, and that features may be restored on the next drive also it sends an error that my regenerative brakes are also out and will be restored on the next drive. It does this consistently every day which causes a safety hazard when driving my vehicle.

See all problems of the 2019 Tesla Model 3 🔎.

Statement regarding my 2025 Tesla Model 3 accident I was driving my 2025 Tesla Model 3 when the accelerator pedal appeared to become stuck, causing the vehicle to continue accelerating. The vehicle reached approximately 70 mph, and I was unable to regain control. I attempted to stop the vehicle by applying the brakes, but the brakes felt hard or would not respond, and the vehicle would not stop as expected. I was driving the vehicle myself and was not using autopilot or full self-driving. Because I could not bring the vehicle to a stop, I collided with three other cars. I believe the suspected accelerator and braking malfunction contributed to the accident. The police responded to the accident and prepared a report. My Tesla was towed from the scene to a tow yard. I reported the accident to my insurance company, which provides full coverage on my vehicle. At this time, my insurance company has not yet declared the Tesla a total loss, and I still have an outstanding car loan. I sustained bruising to my hand and ribs and went to the emergency room for medical evaluation. I am requesting that the vehicle be preserved for an independent inspection so the cause of the accident can be investigated, including the reported accelerator and braking problems and any relevant electronic vehicle data. This statement reflects my recollection of what happened and is provided so the accident and suspected vehicle malfunction can be properly investigated.

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On October 16, 2026, my 2024 Tesla Model 3 initiated a standard, factory-prompted over-the-air (ota) firmware update. During this automated install process, the car's firmware crashed. Following the crash, the vehicle was left unresponsive. Tesla service conducted a diagnostic review and isolated the problem to a physical failure of the internal hardware: assembly - power conversion system - 48amp - 1phase. The vehicle was performing flawlessly and charging efficiently prior to the software update execution. The pcs module did not break due to driver abuse, mechanical wear, environmental damage, or physical aging. It failed strictly because Tesla’s proprietary software update process overtaxed, corrupted, or bricked the internal semiconductor boards during a forced rewrite command. A consumer should not be financially penalized for hardware damage caused by a manufacturer's remote software push.

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Rodents are attracted to the wiring and eat it. The new soy product controls turn signals. . . . Tesla employees see this everyday. In 2 weeks my car has gone into the shop twice. I have never had this issue until now and owned many Teslas.

High voltage battery bms error.

See all problems of the 2021 Tesla Model 3 🔎.

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).

I’ve been seeing lots of similar front safety restraint issues from other Tesla owners on different sites. This safety restraint issue is regarding the wiring under the seat that get pinched or loose wires: movement of the front seat can pinch wires or dislodge connectors underneath, triggering errors like rcm_a028 or rcm_a033. If you’re out of warranty, Tesla charges a lot of money to have them fixed but I would say it is a safety issue that they should recall and fix without charge.

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 this specific failure; I am reporting the similar sequence so NHTSA can determine whether there may be a broader defect pattern. The vehicle remains unrepaired and is available for inspection upon request.

After an informal, photo-based preliminary repair estimate for minor cosmetic damage at Tesla collision center fort lauderdale in late June 2026 (estimate never finalized, no repair performed), Tesla's internal system flagged my 2025 Tesla Model 3 (VIN 5yj3e1eb4sf936447) as salvage/total loss, revoked supercharger access, and voided the manufacturer warranty. Tesla confirmed the salvage designation in writing on August 14, 2026. Neither the dmv nor any insurer declared this vehicle salvage or a total loss: dmv records show a clean title, Tesla insurance canceled the claim (accident not my fault) with no total-loss declaration, and the at-fault driver's insurer, hartford, confirms it never issued a salvage title. As a result, the vehicle cannot use the supercharger network and cannot receive warranty service or maintenance. My household has no home charging, so the vehicle cannot be charged sufficiently for longer trips, creating a risk of being stranded with a depleted battery. Tesla has not corrected the flag despite my October 13, 2026 email to customer service and multiple in-app service chats that were closed without resolution. I am concerned that an erroneous internal designation is disabling charging access and blocking safety-related maintenance on an otherwise roadworthy vehicle.

I was on the freeway in the fast lane approaching a tunnel and vehicle came with warning vehicle shutting down. Code dl_a063. Vehicle stopped in fast lane would not move to shoulder. No prior warning there was any issue. State police came and had vehicle towed. Lucky the car behind me was able to stop in time.

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.

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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 functions. The failure can also affect automatic headlights and turn signals, requiring manual operation. I am reporting this as a potential safety defect because multiple adas/camera systems fail simultaneously and the ap computer repeatedly crashes/reboots. The failure began after a software update, although Tesla has stated that some alerts predated the update. Due to the gps board contacting the autopilot first before the infotainment, precise location is off and navigation is unavailable.

Tesla’s replacement of physical steering column turn signal stalks with capacitive touch buttons on the steering wheel face creates an active safety hazard. First, the capacitive sensors frequently become entirely unresponsive. If a driver rests a finger near the buttons, the system triggers a timeout/lockout, rendering the signals non-functional for several seconds when pressed. They also fail to register inputs under normal pressure or when wearing gloves. Second, because the buttons rotate dynamically with the steering wheel, it is structurally impossible to signal by muscle memory during sharp or sequential maneuvers, like navigating roundabouts. To signal while the wheel is turning or when buttons fail to respond, the driver must repeatedly look away from the road to visually target the wheel. This defective layout causes delayed signaling, severe driver distraction, and elevates the risk of a collision.

While operating the vehicle at low speed (~35 mph reducing to a stop) on August 1, 2026, at approximately 10:38 am under normal road and weather conditions, the vehicle experienced a catastrophic and simultaneous loss of primary braking capability and steering responsiveness. > detailed description of failure: > * brake failure: upon pressing the brake pedal, the vehicle failed to decelerate or stop adequately despite continuous application, nearly causing a collision. > * steering loss / disconnection: concurrently, while the steering wheel could physically be turned, it offered no directional control—turning the wheel had no effect on the vehicle's path, feeling as if the steering linkage or assist was entirely disconnected or disengaged. > vehicle warnings / diagnostic codes: > the vehicle's onboard display immediately registered critical active safety and chassis failures, specifically displaying: > * "abs (anti-lock braking system) disabled - drive with caution" > * "automatic emergency braking is unavailable - feature may be restored on next drive" > dashcam video and system screen captures documenting the exact speed, timestamp, and error messages have been saved and are available upon request. No crash occurred, but the sudden, simultaneous failure of core braking and electronic steering systems presents an extreme safety hazard. >.

The front passenger safety restraint system failed prematurely on my 2019 Tesla Model 3 at only 23,105 miles, triggering the alert 'alerts - seats - front passenger safety restraint system issue/service is required' and disabling passenger airbag functionality. Upon inspection, Tesla service quoted $1,285. 13 out-of-pocket to repair the system. While the root failure involves a $12 occupant occupancy sensor (part #1099592-00-f), Tesla's mandatory service procedures require a full subsystem revision cascade to fix it. Specifically, under 'replace occupant classification system (OCS) of front passenger seat while servicing subcomponents' and 'update front passenger airbag to maintain compatibility with front passenger seat,' Tesla requires replacing the right-hand seat harness assembly (part #1489060-03-g) and the complete front passenger airbag (part #1077823-00-g) solely to maintain hardware compatibility with the revised sensor. Because Tesla redesigned subcomponent hardware without offering a backwards-compatible replacement sensor for earlier Model 3 production units, restoring a critical primary safety system creates an exorbitant financial barrier, forcing the vehicle to be operated with disabled airbags.

I was locked inside my Tesla Model 3 two stories down in a parking garage with no internet access to find out where the emergency release was for my door. I kicked my driver side window to survive. It wasn't until after I was told that the doors are tied to a 12v battery that had died without warning. I did not know the doors tied to that nor that there was a secret emergency release. There are no clear indicators within the car that this is how it operates and you shouldn't need internet access and electricity to survive exiting a car.

While my wife was driving, the high-voltage battery failed and the car went into reduced power/limp mode. Tesla later determined that coolant had gotten into the high-voltage battery and caused it to fail. My main concern is that we had no warning that there was a coolant leak or that coolant was getting into the battery. There was no low-coolant warning or anything telling my wife that there was a serious problem developing. By the time the car started giving high-voltage and reduced-power warnings, the damage had already occurred and Tesla said the battery needed to be replaced. What concerns me even more was what happened after Tesla received the car. Tesla removed the battery and quarantined it in the parking lot. They told us in writing that it was removed because of coolant ingress as a safety precaution and that a specialized technician had to determine whether the battery was safe to discharge. During a phone call, a Tesla employee also told me they quarantined it because there was a possibility the battery could explode and they did not want anyone injured or anything damaged if that happened. That was alarming because my wife had just been driving this car, and afterward it sat in our driveway while we waited for it to be taken to Tesla. At no point were we told that the battery could be dangerous or that the vehicle should be kept away from people or property. We had no idea Tesla would consider the condition serious enough to quarantine the battery once they received it. Tesla later confirmed in writing that coolant ingress was the root cause of the battery failure. I would like NHTSA to look into why this condition was able to get this far without warning the driver and whether other vehicles could have the same issue.

See all problems of the 2018 Tesla Model 3 🔎.

I am writing to report an accident involving my son who was driving Tesla 2024 model-3 on July 18th 2026 approximately 10:15 am est. He was returning home from his volunteering with emergency medical service(ems) when the vehicle's steering wheel suddenly froze. While attempting to maneuver the vehicle to safe location , it collided with a roadside barrier. Fortunately , my son was not injured , but the vehicle sustained significant damage, including deployment of airbag and damage to front passenger side. This incident occurred at a speed of approximately 26 mph.

While out on vacation in [xxx] on xxx at around 11 am I had just finished charging the Tesla at a supercharging station. I was headed to go eat breakfast at the intersection of [xxx] and xxx on the right lane. I stopped briefly prior to making a right onto [xxx]. Upon making the right turn the vehicle kept turning all the way right and making a sharp right turn instead of a soft right. When I noticed the sharp right turn I tried to turn the steering wheel towards the left but the steering wheel was locked and it wouldn't respond. The car drove me into a concrete barricade and caused a collision. My children were in the car and thankfully no one in my vehicle was seriously injured nor were there any pedestrians on the sidewalk near the barricade. I contacted Tesla for the repair and investigation into why the steering wheel locked. Tesla has not provided a loaner vehicle in the meantime despite my frequent requests. This incident is a serious and critical safety issue that may have caused deaths had I been traveling at a higher rate of speed or been on the highway heading back to [xxx]. The strange thing is that this vehicle is still under warranty with Tesla and had been working just fine without any issues since I got the vehicle in xxx. No warning messages, or symptoms to indicate any malfunction. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

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.

I am getting an electrical fault which has disabled my front passenger seat airbags. They need to replace the wiring, which means they also now need to replace the passenger airbag itself because wiring has changed and the old airbag is not compatible with the new wiring. Replace occupant classification system (OCS) of front passenger seat while servicing subcomponents update front passenger airbag to maintain compatibility with front passenger seat I had this same error 4 months ago and it ended up shorting out the entire electrical system, which disabled autosteer and eventually completely disabled power steering which made the car unusable. Tesla service center called it a water intrusion problem and had to replace the entire front electrical harness system and steering rack costing $4500. Now the problem has resurfaced and I'm afraid I might lose power steering again which is extremely dangerous and could happen any time, in addition to my airbags potentially not deploying.

Vehicle displayed a “safety restraint system issue - service required” alert (fault codes rcm_a056 and rcm_a032). Tesla diagnosed an open circuit between the driver-side curtain airbag and the left airbag controller, requiring replacement of the left body harness. Tesla quoted approximately $1,800–$2,200 for the out-of-warranty repair. This is a known, recurring pattern — multiple other 2018 Tesla Model 3 owners report experiencing this identical fault at nearly the same mileage (~78,000 miles), suggesting a design or component wear issue rather than isolated damage, similar to a prior Tesla trunk-harness recall (NHTSA campaign 21v-00d) that also stemmed from a wiring/harness defect on this same vehicle. I am requesting NHTSA investigate whether this represents a safety-defect trend warranting a recall.

Component/system: the front passenger occupant classification system (OCS) in my 2018 Tesla Model 3. The vehicle is available for inspection on request. Description of the failure: the vehicle intermittently displays "front passenger safety restraint system fault — service required]" on the center touchscreen. The alert first appeared on or about 4 years ago and has recurred approximately ~50 times since. The failure is strongly correlated with cabin temperature. It appears after the vehicle has been parked in direct sun in warm weather, and clears on its own once the cabin cools. It has not occurred in cooler ambient conditions. Safety risk: on this vehicle the front passenger seat uses a capacitive occupant classification system rather than a simple occupant-detection pad. The restraint control module uses OCS output to determine both whether the passenger airbag deploys and at what force. When the system faults, I have no way to know whether the passenger airbag is suppressed, will deploy at an inappropriate force for the occupant, or will deploy at all. This directly compromises frontal crash protection for anyone in that seat. I have been avoiding seating passengers there as a result. Inspection and confirmation: the vehicle is outside the basic warranty. Per Tesla's own service documentation, the passenger-side OCS sensor is not individually serviceable; the remedy requires replacing the seat cushion assembly and running a proprietary calibration routine that requires a cabin temperature near 68°f. The vehicle has not been inspected by police, insurance, or any independent shop. Prior warning symptoms: the touchscreen alert described above is the only symptom. There was no prior indication. There is no open recall for this condition on my VIN. Given the number of similar owner reports and the cost of the remedy, I believe many affected vehicles remain unrepaired and in service.

The contact owns a 2020 Tesla Model 3. The contact stated that while driving at an undisclosed speed, the safety features independently deactivated. The contact purchased and replaced the battery. The vehicle was taken to the dealer, where it was diagnosed with ecu failure. The contact was informed that the ecu needed to be replaced. The vehicle was not repaired. The contact stated that an unknown software update was completed in June 2026. In addition, the contact stated that the unknown software update caused the ecu to fail. The manufacturer was made aware of the failure, and a case was filed. The contact was informed that the failure was a known failure with similar vehicles. The failure mileage was approximately 80,000.

See all problems of the 2020 Tesla Model 3 🔎.

High voltage fast charge contactors experienced partial weld failure (bms_a167_sw_fc_partial_weld) during routine supercharging, causing complete hv system shutdown (hvstate = hv_down). Vehicle also threw bms_a085/a086 pack and fast charge contactor mismatch codes. Tesla service is refusing to cover repair under the 8-year hv battery warranty, claiming fast charge contactors are not a warranted component despite being integrated into the hv battery assembly. Vehicle has been at duluth, GA Tesla service center since approximately June 8, 2025.

The vehicle was purchased pre-owned directly from Tesla. On the day of pickup and five days later, while operating on full self-driving (fsd), the vehicle phantom-braked abruptly and then dangerously accelerated through a solid red light into cross-traffic intersections. The driver had to forcefully override the vehicle to prevent a crash. Tesla service center was notified but dismissed the issue, performing only a camera recalibration and charging a fee. Following the service appointment, the red-light running behavior stopped, but the vehicle continues to suffer from aggressive, sudden phantom braking multiple times on every single trip, creating a severe and continuous risk of a rear-end collision on public highways.

See all problems of the 2023 Tesla Model 3 🔎.

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 this is a severe safety defect.

Rear passenger door electronic release did not work. Technician indicated rear door harness corroded making the door inoperable.

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.

Complaint title: defective horn system on 2026 Tesla Model 3 - ineffective in rain or highway conditions description: the horn on my 2026 Tesla Model 3 highland is dangerously inadequate. It uses a single pedestrian warning speaker instead of a proper horn, which is easily overpowered by road noise, tire noise from large trucks, and especially rain. I cannot reliably alert other drivers, including 18-wheelers, when they are drifting into my lane or failing to yield. This creates a serious safety risk in wet conditions and highway driving. Traditional horns have been effective for decades — this design fails basic safety expectations. I am requesting immediate investigation and a fix.

Client left the road and the vehicle hit a tree by the roadside. The vehicle caught fire and client was incapacitated and unable to operate the door handle from the inside or unlock the doors. Bystanders attempted to open all four doors from the outside, but they were all locked. Bystanders noted that the handles themselves were functional and believe it was an electrical issue keeping the doors locked. Bystanders broke the windows and attempted to open the doors from the inside, but they were unable to access the emergency door release because the driver door panel was on fire in proximity to the emergency release. Bystanders began mechanically disassembling the door to get him out and he was eventually extracted by the fire rescue team. The inability to open the door delayed our client being extricated from the vehicle and as a result he suffered severe injuries, including the loss of both legs, due to severe burns. The vehicle is currently being held by copart miami south and is available for inspection. So far, it has been inspected by the insurance company and our experts. Warning lamps, symptoms, etc. : unknown. Vehicle is badly damaged, so we are not able to recreate/confirm the problem at this time.

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.

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.

It showed message that emergency brakes not available. It was related to wire hardness inside the trunk lid. I had to get it replaced. Tesla did not cover it.

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.