Electrical System Problems of Tesla Model S - part 1

While I have not experienced this issue personally yet, it is highly possible that it affects all 2012–2020 Tesla Model S vehicles equipped with the large induction motor. The issue appears to involve a manufacturing/design defect that allows coolant to leak into the motor due to a failed seal. Once coolant enters the motor, it can short electrical components and potentially cause additional electrical issues. In many cases, the failure occurs without warning, immediately disabling the vehicle and potentially leaving the driver stranded without any notice. Tesla is fully aware of this issue, yet there does not appear to be a permanent corrective solution. Instead, owners can be faced with repair costs reportedly ranging from approximately $6,000 to $12,000, often involving replacement of the entire motor assembly. The affected seal is not an owner-serviceable component, nor is it something that can reasonably be prevented or maintained by the owner. In my opinion, this is an issue Tesla needs to take responsibility for. If the failure is the result of a design defect involving the motor’s cooling and electrical systems, Tesla should develop a permanent corrective repair or provide replacement motor assemblies at no cost to affected owners. As you know, coolant and high-voltage electrical systems are a particularly bad combination. A coolant intrusion failure can create more than just an expensive repair—it potentially creates a significant safety hazard and could result in injuries depending on the nature and severity of the electrical failure. I would also think that NHTSA has the ability to require Tesla to produce records documenting the number of failures they have experienced, investigated, and repaired. That information would be extremely valuable because individual owners have no way of determining how widespread the problem actually is. Tesla, however, has access to its own service and repair records and should be able to provide meaningful data on the.

See all problems of the 2019 Tesla Model S 🔎.

2017 Tesla Model S p100d. Vehicle received a paid mcu2 infotainment upgrade (mcu1 to mcu2), which replaced both the center touchscreen computer and the instrument cluster. The original mcu1 architecture used an independent computer for the instrument cluster, providing redundancy. The mcu2 retrofit consolidated both displays onto a single processor with no fallback mode. The first mcu2 replacement unit experienced a touchscreen digitizer failure — touch input stopped responding but the displays remained powered and the instrument cluster continued to function. Tesla replaced it with a second mcu2 unit. The second mcu2 unit has experienced three complete blackout events where both the center display and the instrument cluster simultaneously lose all power — no backlight, no image, no data. One of these events occurred while driving at speed on the road. I lost all instrumentation: speedometer, gear indicator, turn signal feedback, warning lamps, backup camera, and climate controls. I had to pull over with no way to confirm my speed or signal to other drivers. The vehicle remained mechanically drivable — steering, brakes, and motor continued to function. During the recent blackout a few days back, the vehicle had been stored in a closed garage and was not heat-soaked. I have video evidence of the car with both screens completely dead while the vehicle is in gear and moving. A scroll-wheel reboot restored the screens each time. This is my fourth service visit to Tesla for this upgrade. The mcu2 architecture provides no independent fallback display for critical safety information such as speed, gear state, or warning indicators during a processor crash. The prior mcu1 system maintained instrument cluster functionality independently of the infotainment computer.

See all problems of the 2017 Tesla Model S 🔎.

The contact owns a 2023 Tesla model 3. The contact stated that while exiting a supercharging station with the full self-driving (fsd) feature engaged, the message "take over immediately" was displayed. The contact stated that the vehicle abruptly accelerated into an intersection and crashed head-on with another vehicle. The air bags deployed as needed. The contact stated that a police report was filed; however, the report number was not provided. There were no injuries sustained. The vehicle was towed to an independent mechanic, where it remained undiagnosed and unrepaired. The manufacturer was notified of the failure but provided no assistance. The failure mileage was 150,332.

See all problems of the 2023 Tesla Model S 🔎.

This complaint covers a 13-month continuous chain of severe electrical system failures stemming from a deficient federal safety recall remedy on my vehicle's media control unit (mcu) architecture. Tesla's corporate policy has been to replace only the isolated center screen explicitly tracked by the recall while leaving connected legacy components intact on mismatched architecture. This creates an uneven electrical strain loop that has systematically destroyed my vehicle’s electronics over the last year. In July 2025, the initial recall failure required a vcm processor card swap. In September 2025, the resulting voltage strain forced a center navigation screen upgrade, during which the facility held my car for two full weeks. In December 2025, this continuous parasitic power drain burned out my 12v auxiliary system, forcing me to pay out of pocket for a replacement battery. Now, in August 2026, the 2016 dashboard instrument cluster has completely blacked out while traveling at highway speeds (70 mph), leaving the vehicle completely illegal and unsafe to drive with zero speedometer visibility. The service facility is actively attempting to evade its 12-month workmanship and parts warranty obligations. Their official technician notes confirm the dashboard screen arrived completely black, yet their recorded remedy was to execute a temporary software reboot and officially instruct me in writing to 'perform scroll wheel resets as needed' while actively operating the vehicle on public highways. Following my official written rejection of the vehicle due to this safety hazard, the local facility even attempted an unauthorized forced delivery transport of the vehicle to my house to hide their failed repair before turning back. They are using temporary software patches to run down the remaining days on my parts warranty and Dodge an incomplete federal recall remedy. I am requesting a formal federal investigation into this facility.

See all problems of the 2016 Tesla Model S 🔎.

My Tesla wouldn’t charge at level 3, 2, or 1 charger resulting in the need for the tow and further service hours. Following the service I was told it was a software issue and that a power cycle resolved the issue which locked out the charging. It’s deeply concerning and baffling that this could happen at anytime resulting in days or weeks or down time for what is ultimately a software issue. This is my fourth hardware related software issue following a Tesla update.

The vehicle has suffered a catastrophic, intermittent low-voltage network crash caused by a failing body control module (bcm), resulting in multiple dangerous safety-critical failure modes. On a previous occasion, the vehicle woke up with severe network faults and automatically forced itself into neutral. When the driver stepped out to get the child and shut the door, the system crashed entirely and the exterior electronic door handles failed to present, trapping an infant child inside the running vehicle. Most recently, while driving in a rainstorm, the vehicle suffered a complete failure of the windshield wipers, a total loss of the high-beam headlights, a total loss of the horn, and a total loss of electronic communication to the electronic parking brake system. Most critically, the vehicle experienced an uncommanded propulsion hazard where it hard-locked itself in the 'drive' gear and absolutely refused to shift into 'park' or 'neutral,' forcing the driver to physically maintain heavy hydraulic brake pressure to keep the vehicle from creeping forward. Because the horn failed and the parking brake was disabled, the driver was trapped in the driver's seat holding the brakes and was forced to call 911 for emergency first responders to come and physically block the wheels so the driver and infant could safely exit. Tesla service has diagnosed the issue as a failed central body control module (part #1010906-00-d), but the cascading network failure modes present an extreme, life-threatening hazard regarding vehicle control and child entrapment.

See all problems of the 2013 Tesla Model S 🔎.

On 6/11/26, around 2:10 pm, when I was slowly pulling over to park on a road side, the car suddenly rushed forward unexpectedly. It was so powerful, at the time I could only hear the panic reactions from the two passengers and sense the imminent collision with the parked BMW in the front of several car length away. Right before the collision I steered the wheel to the right to avoid the BMW and my car came to violent halt less than a foot next to the BMW. I came out of my car to check the tire position before backing out to park a bit behind. This was on a country road, a Thursday afternoon with not much traffic. There was no distraction. If not were the enough spacing I would have no doubt crashed into the BMW in the front. When the dust settled, I did a "power off" reset to the Model S and drove the rest of the day normally without any incidents. I went to Tesla service center near where I live the next morning, 6/12/26, to report it. They asked the precise time the incident occurred. But did not inspect the car. I was told an inner inquiry will be opened and it would take at least a few days. They said I could continue to drive the car normally which I have not because of not knowing what had caused it. I went to the service center today 6/29/26 after more than two weeks of no feedback. I was very disappointed in the answers given. The guy said basically based on the design of the car the incident could not have been caused by the car ,without providing any info as to what had been found from the promised inquiry. There was no written report on this. The person offered to check the brakes but also said he did not think its necessary. Just to made me feel better he said. At last, he provided the Tesla web site to request "private data" during time window of the incident. I told him I will seek help from NHTSA now that Tesla is not. I was told by ai, Tesla has collected data on every car they sold to the details that can reveal how the paddles were pressed.

While driving my 2013 Tesla Model S at normal road speed, the vehicle suddenly lost all propulsion without any warning. I had to coast and maneuver across traffic to avoid being hit before the car came to a stop. After shifting into park, the vehicle displayed di_w072 and di_f072 gate?drive faults, which indicate inverter/drive?unit failure and match a pattern reported by other early?model?year Tesla owners. This sudden loss of motive power created a serious safety hazard, including risk of rear?end collision and exposure to oncoming traffic while disabled. • no alerts appeared before the failure • fault codes appeared only after the vehicle stopped • vehicle required towing • incident occurred under normal driving conditions • Tesla has denied responsibility or involvement it was serviced by Tesla a couple days before. During servicing they stated on one side the drive axle was not completely installed upon arrival. They stated they "popped it in for free but the drive unit will likely need replacement soon. " prior to this visit I have had no issues or alerts with these parts or systems, I declined any work to these areas. The next day after receiving my vehicle back, I discovered the coolant reservoir was completely empty. No warning was provided that the coolant system had been left unfilled, and the lack of coolant may have contributed to thermal damage in the drive unit or inverter. They denied any work they did involve these parts and denied any responsibility. They denied my request to have the car towed to their service center and diagnose it unless I paid for it. They also estimated the repair to cost me 6k without any further investigation. I request that NHTSA evaluate whether this failure mode represents a broader defect affecting 2012–2015 Model S drive units/inverter electronics and whether further investigation or recall is warranted.

See attached document for complaint.

See all problems of the 2022 Tesla Model S 🔎.

I own three 2016 Tesla vehicles with the same known safety defect: two Model S p100d and one model x p100d, all equipped with the large drive unit (ldu). The component that fails is the rotor coolant seal in the rear drive unit motor. Coolant leaks internally into the motor and inverter, causing bearing wear, corrosion, isolation faults, and eventual complete drive unit failure. The affected drive units are still installed and available for inspection upon request. This defect puts my safety and the safety of others at risk because it can cause sudden loss of propulsion (especially at highway speeds), power reduction, or total drivetrain shutdown, potentially leading to a crash. Coolant in high-voltage areas also raises electrical fault/fire risks. The problem is widely reproduced and confirmed: Tesla service centers are familiar with it and replace failed units with updated “-u” revisions that include a coolant bypass. Independent ev shops confirm the exact root cause (rotor seal failure) via encoder inspections showing coolant intrusion and through disassembly. This is a documented pattern failure in all 2012–2020 ldu vehicles. No police or insurance inspections have occurred yet, as no crash or total failure has happened. Tesla is aware of the recurring issue through service records on similar vehicles. Early symptoms before full failure typically include rear motor whining/grinding (especially under load), reduced power warnings, “rear drive unit fault” messages, and visible coolant on the speed sensor. These can appear gradually. My vehicles have not yet experienced total failure, but the defect is known to be inevitable. I am proactively monitoring encoder sensors. Because this is a systemic design defect affecting thousands of vehicles with clear safety implications, I request NHTSA open an investigation and require Tesla to issue a recall for free repairs/replacements on all affected 2012–2020 ldu vehicles.

I own a 2016 Model S p100d equipped with the large drive unit (ldu). The component that fails is the rotor coolant seal in the rear drive unit motor. Coolant leaks internally into the motor and inverter, causing bearing wear, corrosion, isolation faults, and eventual complete drive unit failure. The affected drive units are still installed and available for inspection upon request. This defect puts my safety and the safety of others at risk because it can cause sudden loss of propulsion (especially at highway speeds), power reduction, or total drivetrain shutdown, potentially leading to a crash. Coolant in high-voltage areas also raises electrical fault/fire risks. The problem is widely reproduced and confirmed: Tesla service centers are familiar with it and replace failed units with updated “-u” revisions that include a coolant bypass. Independent ev shops confirm the exact root cause (rotor seal failure) via encoder inspections showing coolant intrusion and through disassembly. This is a documented pattern failure in all 2012–2020 ldu vehicles. No police or insurance inspections have occurred yet, as no crash or total failure has happened. Tesla is aware of the recurring issue through service records on similar vehicles. Early symptoms before full failure typically include rear motor whining/grinding (especially under load), reduced power warnings, “rear drive unit fault” messages, and visible coolant on the speed sensor. These can appear gradually. My vehicles have not yet experienced total failure, but the defect is known to be inevitable. I am proactively monitoring encoder sensors. Because this is a systemic design defect affecting thousands of vehicles with clear safety implications, I request NHTSA open an investigation and require Tesla to issue a recall for free repairs/replacements on all affected 2012–2020 ldu vehicles.

Following a coolant rapid mate replacement performed by an authorized Tesla service center, the vehicle experienced a complete shutdown on a public road the same evening it was returned. The high-voltage cooling system was not properly purged of air following the service. This caused low coolant flow to the rear drive unit during a 63-mile drive in record heat. The fault cascade included a high voltage isolation fault (bms_f123), drive inverter warning (di_w126), and multiple battery management warnings. The instrument cluster displayed a red emergency warning: "vehicle shutting down — pull over safely. " the vehicle required towing. The failure was confirmed by the service center's own follow-up invoice, which documented "trapped air pockets in the coolant system following the most recent service" as the cause. The corrective repair was performed at $0 as a goodwill service — the service center's internal acknowledgment of liability. The service advisor made a written text admission of causation the following day, then retracted it in a recorded phone call. Both are preserved. No post-repair isolation resistance test results were provided. The hv isolation fault may indicate latent thermal damage to hv insulation that could cause a safety failure at higher mileage outside any remaining warranty. The vehicle is available for inspection upon request.

See all problems of the 2015 Tesla Model S 🔎.

This issue involves critical safety systems, including the rearview camera, front camera, and autopilot/driver assistance features. The vehicle was taken to Tesla for a recall related to the mcu system. Tesla marked the recall as completed, but no effective repair was performed. The rearview camera remains unavailable, the front camera system is not functioning properly, and driver assistance features continue to be disabled. Tesla returned the vehicle without resolving the safety issue. This condition poses a serious safety risk, as essential visibility and safety systems are not operational despite a completed recall.

The rear large drive unit (ldu) has coolant intrusion due to a known design defect in the internal rotor seal. Coolant from the stator cooling system is leaking past the seal into the motor, degrading the winding insulation. An independent inspection by the electrified garage (orlando, FL) on 04/08/2026 confirmed moisture at the rotor sensor (yellow condition) and degraded insulation resistance measured at 3. 0 megohms (should be hundreds of megohms on a healthy unit). The vehicle requires a complete drive unit replacement at an estimated cost of $7,000. This is a well-documented design defect affecting 2012-2016 Model S vehicles. Tesla has acknowledged the issue by redesigning the seals in later production units and performing "coolant deletes" on remanufactured replacement units, but has not issued a recall or extended warranty coverage. The vehicle currently has 53,542 miles and no prior drivetrain warnings, yet the drive unit is failing due to a manufacturing/design defect, not owner abuse or normal wear.

The vehicle developed a leak in the ac condensate drain. The leak is directly above the safety restraint control module. The module got wet deactivating the vehicle and causing havoc with the airbag system. Many electrical systems turned off such as the power to the steering wheel buttons( the left blinker, the right blinker, and the horn). Luckily this happened while my vehicle was parked but if this happened while someone was accelerating or driving on the highway they would lose control of the vehicle. I spoke to a Tesla service tech about the concern and he informed me that this ac leak happens very often in the 2021 and newer Tesla Model S vehicles and that Tesla is aware that the ac drain leaks onto the restraint contol module but has not created a technical service bulletin or a recall for the safety issue.

The contact owns a 2021 Tesla Model S. The contact received notification of NHTSA campaign number: 22v045000 (electrical system, seat belts); and requested to be removed from the recall distribution list. The local dealer and manufacturer were contacted.

See all problems of the 2021 Tesla Model S 🔎.

The charge port latch failed to release the mobile connector (consistent with TSB sb-18-44-002) I had to call Tesla customer service for manual release instructions, which was very difficult to get through to (unclear through the Tesla app) after manual release, the mobile connector was damaged since it got stuck during a rainstorm. Tesla replaced the entire charging port for ~$1,000 without first testing the mobile connector though a known defect, TSB sb-18-44-002 was never applied to my vehicle and since my vehicle was out of warranty, I was charge for the full replacement of the charging port. I was put at risk because I was stranded with a charging port cable unable to release from my vehicle and unable to drive.

The rear door handle has failed and now the door pops open when parked.

See all problems of the 2014 Tesla Model S 🔎.

Agency: national highway traffic safety administration I am submitting a complaint regarding repeated denial of access to charging infrastructure for my electric vehicle due to fraudulent billing activity within Tesla’s supercharger network. I own a 2014 Tesla Model S located in alabama. My Tesla account has repeatedly recorded supercharging sessions in California that were not performed by my vehicle. Tesla customer support representatives have acknowledged that this issue appears to involve VIN cloning or a flaw in their charging identification system. Because I blocked my credit card to prevent fraudulent charges, Tesla’s system repeatedly flags my account as having unpaid balances and automatically disables my vehicle’s access to the supercharger network until those balances are resolved. This creates a situation where my vehicle can be denied access to charging infrastructure even though the charges are fraudulent and unrelated to my vehicle’s actual activity. The issue has occurred multiple times over several months and requires repeated calls to Tesla customer support to restore charging functionality. Loss of access to charging infrastructure can significantly impact the usability and operational reliability of an electric vehicle. I am requesting that this issue be investigated as a potential defect in the supercharger billing or authentication system that could affect multiple vehicle owners.

While charging my 2013 Tesla Model S, the vehicle experienced a charging system failure and would no longer charge. Upon inspection, I discovered water intrusion and corrosion on the lower portion of the charging-related electronic circuit board at the bottom of the charging port and right where the high voltage cables are located as well. The affected electronics are located in an area that is not normally exposed to water and is not owner-serviceable. Later model Tesla Model S vehicles (2014 and newer) include a drain in this exact location, which this vehicle does not have. This design change appears to directly address the same water accumulation issue that caused the failure in my vehicle. The failure results in loss of the vehicle’s ability to charge, rendering the vehicle inoperable. Tesla declined to repair the issue, stating the vehicle is out of warranty, despite acknowledging the design change in later models. This appears to be a latent design issue related to water ingress into critical charging electronics, which presents a safety and reliability concern due to loss of propulsion capability and water exposure to high voltage parts.

-airbag warning light on -horn not working -steering wheel scroll buttons not working -clicking noise when turning wheel this failure occurred during normal driving. Airbags will not deploy and horn is inoperable, creating a safety risk myself and my family. I have never been into any accidents and have only driven normal. These safety systems should not fail. This is a manufacturing issue.

My 2016 Tesla Model S (45,500 miles) is experiencing a complete failure of the media control unit (mcu1), resulting in a total loss of the rearview camera display and defrost/defogging controls. This is a critical safety hazard. The unit was previously replaced by Tesla in 2021 under NHTSA recall 21v-035. However, this replacement part has failed again after only a few years of low-mileage use. Tesla service is refusing to provide a free repair or a goodwill discount for an mcu2 upgrade, claiming the 'recall repair' only had a 1-year warranty. It is unacceptable that a safety-critical component replaced under a federal recall fails twice in 45,000 miles. Tesla has failed to provide a permanent fix for the emmc defect identified by NHTSA. By refusing to restore the camera functionality without charging full price, Tesla is knowingly allowing a safety defect to persist. I request an investigation into these premature failures of recall-replaced components.

The contact owns a 2024 Tesla Model S. The contact stated that after an update was performed over the air (ota), the scroll option changed, and the contact was unable to control the speed of the vehicle. There was no longer a maximum speed limit. The local dealer was not contacted. The vehicle was not diagnosed or repaired. The manufacturer was not contacted. The failure mileage was approximately 5,000.

See all problems of the 2024 Tesla Model S 🔎.

I am the current owner of a 2014 Tesla Model S equipped with mcu1. While driving, including at freeway speeds, the center touchscreen has rebooted unexpectedly, showing only the Tesla logo before recovering. During these reboots, critical vehicle functions are unavailable, including the rearview camera, hvac/defrost controls, and other essential features. This failure matches the exact safety defect described in NHTSA recall 21v-035 related to the mcu/emmc failure. I reported this safety issue to Tesla service and provided photo evidence of the screen rebooting while driving. Tesla has refused to address this as a recall or safety repair. Tesla claims the recall was previously completed under a prior owner but refuses to provide any documentation proving that the recall repair was actually performed, citing prior owner privacy. Tesla has further stated that diagnosis of this active safety defect would be customer-paid due to the basic warranty being expired and has indicated that the only path forward is a paid infotainment upgrade. Tesla is effectively requiring payment to diagnose and resolve a known safety defect. As the safety defect is actively occurring while driving and Tesla has marked the recall as complete without providing proof or correcting the issue, I am requesting NHTSA review whether Tesla is improperly closing out recalls without ensuring the defect has been remedied and whether charging customers to diagnose known safety defects is appropriate. After entering my VIN into NHTSA’s recall lookup, NHTSA shows recall 21v-035 (mcu/emmc failure) as recall incomplete for my vehicle. This directly contradicts Tesla’s claim that the recall was previously completed. Tesla has refused to provide documentation and is requiring paid diagnosis and a paid infotainment upgrade despite the recall being listed by NHTSA as unresolved.

My 2015 Tesla Model S has a serious safety issue where the vehicle suddenly reverts to park while driving and will not stay in drive. I had the car serviced at Tesla’s austin ridgepoint location, and they documented that the issue was “resolved” and “validated,” but the problem continues exactly the same. Tesla replaced the rear motor speed sensor, performed tests, and charged me $522 for the repair. However, the vehicle still cannot stay in drive and remains unsafe to operate. After I reported that the repair did not fix the issue, Tesla deleted the entire service appointment and technician notes from my account, removing documentation of the failed repair. This is a critical safety defect involving unexpected shifting behavior and high-voltage component concerns. Tesla has not resolved the issue and has removed evidence of the repair attempt from my service history. I am requesting NHTSA assistance so Tesla properly addresses this safety hazard.

The vehicle has been taken to Tesla multiple times due to ongoing controllability and safety concerns. The autopilot system will occasionally brake unexpectedly at green lights or when another vehicle is passing on the right side. The vehicle has also experienced repeated drivetrain issues, including the half shafts failing at least four times within a short period. During acceleration, the vehicle can be difficult to control at times, and the wheels exhibit noticeable vibration. Despite replacing two full sets of tires within two years and completing multiple balancing and service attempts, the issue has not been resolved. These ongoing problems have contributed to premature tire wear and reduced stability, particularly in wet or rainy driving conditions. The vehicle has been serviced by Tesla at least 10 times, and each visit has resulted in replacement of half shafts or other drivetrain components. At one point, Tesla indicated that the drive module was “off center,” though no clear explanation was provided. These issues have been present since the vehicle was purchased in may 2024. In several instances, the vehicle was returned after service without the problem being resolved, requiring additional return visits. More recently, Tesla has suggested the issue may be related to tires and wheels. However, this contradicts earlier assurances that those components were not the root cause. All tires and two wheels have already been replaced, yet the same issues continue to occur. Months go by without any resolution and then when the tires go bad again, they tried to sell me on that when that never resolved the issue. They tried to force me to buy new tires and wheels for $8000 claiming that to be the issue. The main has fell twice in the last year and was replaced with a battery that was not of light kind. When the battery failed at a Tesla supercharger, the door would not open momentarily. I will estimate the date of the last service. Cannot open due to open ticket.

See all problems of the 2020 Tesla Model S 🔎.

This is a supplemental filing to my prior NHTSA complaint (#11697718) regarding a high-voltage isolation fault and shutdown risk. The vehicle displayed warnings including “vehicle may shut down during driving,” “may not charge,” and repeated bms isolation fault messages. It became inoperable at a public charging station. The manufacturer confirmed isolation faults in the drive unit and the a/c compressor. Their own service notes stated that the vehicle “may shut down during regular driving” and that charging “may not be safe. ” despite this, the vehicle was left at 0% state of charge for an extended period and then charged by the manufacturer. They later stated to a regulator that the vehicle was “trickle charged at 1 amp for 6 hours,” but the vehicle’s range increased by approximately 100 miles, which is not physically possible at that charging current (1 amp at 240v for 6 hours = 1. 44 kwh ? 4–5 miles). This discrepancy suggests the vehicle may have been charged at a higher rate than claimed and without proper cooling, despite the documented a/c failure that is necessary for battery thermal management. Battery condition is unknown because the manufacturer refused to perform or provide a battery health analysis, isolation resistance values, thermal logs, or charging session data. The safety defect could not be verified as repaired. While this safety issue remained unresolved, the manufacturer rejected a Tesla roadside tow arranged under regulator instruction to second service center and instead arranged an unauthorized tow to remove the vehicle from their facility without my consent. The vehicle was taken to a non-manufacturer storage lot while still in an unsafe state. I am concerned about: • high-voltage isolation faults, • shutdown risk during driving, • unsafe charging performed by the manufacturer, • possible battery damage from low soc and charging without a/c cooling, and • mishandling of an active safety defect. The vehicle is available for inspection.

My [xxx] mother owns a 2014 Tesla Model S p85+ (VIN: [xxx] ) with only 50,367 miles. The vehicle suddenly became completely inoperable without warning. It would not turn on, would not charge, and the charge port would not open. The vehicle had to be towed. Tesla diagnosed failures of the high-voltage battery contactors, the onboard charger assembly, and hv circuit integrity. These are essential high-voltage components that should not fail at such low mileage. When these parts fail, the vehicle loses all ability to charge, loses all propulsion capability, and becomes a stranded hazard. This represents a safety concern because the vehicle can shut down without warning and cannot be moved, which could leave occupants stuck in unsafe conditions or traffic. The charge port failing to open is also a safety issue, as the vehicle cannot be charged in an emergency and the owner has no way to safely get the vehicle off the road once it loses power. Tesla quoted nearly $4,000 for repairs and refused goodwill assistance even though this is a known early Model S issue and these components have been redesigned in later models. My mother is on a fixed social security income and cannot afford the repair or even the diagnostic fee. This situation may cause her vehicle to be repossessed through no fault of her own. I am requesting NHTSA to review premature high-voltage component failures on early Tesla Model S vehicles, as these failures pose safety risks and leave owners stranded with no warning. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

While driving on the freeway in the fast lane at 75 mph i80w, the car began a loud humming sound that came from the rear. My passenger and I noted that it was significant sound that we took a video to record the sound. I was the driver and I noticed that the sound increased as I accelerated. Then without any warning the car began to decelerate and no longer accelerated. The car slowed considerably to 35 mph and it became a major safety issue because I had to cross all lanes of traffic at this slow speed. It was only after the car had completely shut down that the warning messages began to display. I reached the side of the road and we waited for the tow truck driver for about an hour. Subsequently, the car was towed to a Tesla dealer near my home. I was informed that the drive unit needed to be replaced with an explanation of internal failure, costing over $7000. However, the root cause of the internal failure was never explained or investigated even at my request stating that they do not take apart the drive unit. This incident occurred after driving 7hrs of heavy rainfall for 2 days. A quick google search of "2016 Tesla Model S drive unit failure" reveals plenty of Tesla owners that had similar issues.

This is an update to NHTSA complaint #xxx with new safety information. My 2017 Tesla Model S (VIN [xxx] ) has a confirmed high-voltage isolation fault. Tesla replaced the rear drive unit under warranty, but Tesla’s own technician notes now state: “there is a risk of isolation alerts reoccurring during regular driving, use of hvac system, or DC charging. ” “vehicle may power off due to isolation faults when the air conditioning is used. ” this is Tesla acknowledging in writing that the vehicle may shut off during normal driving, even after repair. This presents a serious crash risk. The original failure occurred during supercharging, with warnings including: • “electrical system power reduced — vehicle may shut down unexpectedly” • “vehicle may not restart” • “air conditioning reduced — DC charging reduced” Tesla reproduced the isolation fault during diagnosis. Even after replacing the rear drive unit, Tesla documented that the isolation defect still exists and prevents a battery health check or DC fast-charge validation. Tesla has attempted to return the vehicle to me in this unsafe condition, while admitting the defect persists. They also stated they may charge storage fees or tow the vehicle, despite the unresolved safety issue. The defect affects the hv bus and can cause loss of propulsion, shutdown during driving, and charging failure. Tesla has not provided numeric test results (megohm isolation readings, insulation tests, or validation data) proving the vehicle is safe. This is an ongoing, manufacturer-confirmed hv isolation defect that can lead to sudden power loss. I request NHTSA review Tesla’s handling of this issue and link this filing to case #xxx. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

After a high-voltage junction box repair performed by Tesla, the vehicle shut down 15 miles after leaving the service center. Tesla replaced the high-voltage harness at no cost but provided no explanation. After the hv harness replacement, new proximity/sensor alerts began triggering that were not present before their hv work. Multiple reasonable diagnostic procedures were refused, including bench-testing the sensors. Tesla is pressuring me to take possession of the vehicle without providing written confirmation that it is safe to operate following the hv system failure and subsequent replacement of hv components. I am concerned the vehicle may have unresolved high-voltage or wiring issues that could pose a safety hazard.

Rear emergency release cable does not open the trunk. The latch mechanism failed with a trunk full of groceries, I pushed down the rear setts to access the trunk compartment and crawled back and popped open the emergency release cable and it did not function. I have a service for the car scheduled for Dec 2nd to repair/replace the latch mechanism.

I am writing to formally report a recall-related safety defect that occurred after the emmc recall service on my vehicle’s media control unit (mcu). Following the recall, the display adhesive began to leak and the screen started separating from its frame. The adhesive continues to drip onto the dashboard and the display shows signs of delamination. This is a safety issue that directly affects driver visibility and may result in electrical contamination inside the mcu. Under federal law, Tesla is required to correct any defect that is related to or arises from a recalled component. This obligation is clearly stated in 49 u. S. Code section 30120 and 49 cfr section 573. 6. The adhesive leakage and display delamination meet the definition of a related safety defect under 49 cfr section 573. 5(c) because the problem is connected to the same system that was recalled and repaired. A manufacturer performing a recall repair must return the system to safe operating condition. Tesla is therefore responsible for verifying and correcting any new or worsening safety defect identified during or after recall service. Tesla’s own internal service bulletin sb-21-17-003 confirms this obligation. It states that if display delamination, bubbling, or adhesive leakage is observed, the entire mcu assembly must be replaced. The service department’s statement that Tesla is “not obligated” to inspect or replace the screen is incorrect and contradicts both federal recall requirements and Tesla’s own technical documentation.

On [xxx], at approximately [xxx], I was driving my 2013 Tesla Model S (VIN: [xxx] ) on [xxx] in barrow county, georgia when the instrument cluster/speedometer display went completely blank while driving. This is an intermittent issue that occurs without warning - the display turns off and sometimes freezes. Because the speedometer was not displaying, I had no way to know my actual speed. I was pulled over by barrow county sheriff’s office and cited for speeding. I explained the instrument cluster malfunction to the officer at the scene and showed him the blank display. I took my vehicle to Tesla service center in duluth, GA (3380 satellite blvd) on November 4, 2025 - as soon as I could get an appointment after the incident. Tesla cleared the filesystem caches but did not inform me about the existing emmc recall (sb-21-21-001) that affects my vehicle, nor did they perform the recall repair. My 2013 Model S is equipped with the mcu1 with the 8gb emmc that is subject to NHTSA recall 21v-119. This is a known defect that NHTSA determined to be a safety issue because it affects critical displays including the speedometer, backup camera, and turn signal indicators. I have video evidence of the malfunction occurring and the Tesla service receipt documenting the issue. The fact that Tesla’s service center did not notify me of the applicable recall or perform the free recall repair. This defect directly resulted in me receiving a traffic citation because I could not see my speedometer while driving information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

The instrument panel went blank permanently posing a safety hazard due to loss of vehicle function status indicators such as speed, direction, gauges, warnings, and signaling.