Suspension Problems of Tesla Model S - part 1

On October 25, 2026, I was slowly pulling out of a residential parking space in my 2015 Tesla Model S, which has approximately 82,500 miles. Suddenly, I heard a very loud grinding noise, and the vehicle came to an immediate stop. Afterward, the car would not move either forward or backward. I had not hit any potholes, curbs, or other obstacles. There was no collision or external impact. When I inspected the vehicle, I noticed that the left rear wheel was severely tilted and misaligned. The vehicle became completely undrivable. Based on the visible damage, I suspect a serious failure involving the left rear suspension or wheel assembly. However, the exact component that failed and the cause of the failure have not yet been determined. The vehicle has not yet undergone a mechanical inspection. I have photographs documenting the condition of the rear wheel and suspension area. I am very concerned about the safety implications of this sudden failure. Had this occurred at highway speed, it could have resulted in a serious accident. I contacted Tesla regarding the incident. I am reporting this failure to NHTSA as a potential vehicle safety defect and requesting that it be reviewed for similar incidents involving the 2015 Tesla Model S.

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At approximately 62,600 miles the lower rear reward control arm sheared off which then required a repair cost of $2000. 00. The car became essentially un-operatable, it could only move forward and there was the distinct possibility of the wheel separating from the car.

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2022 Model S long range, 21? arachnid wheels, michelin pilot sport 4s 295/30zr21 rear, 265/35zr21 front. Rear tires wear through to the cords on the inner shoulder while the rest of the tread looks new; fronts wear the outer shoulder. Nine replacement tires from Tesla in 47,000 miles (rears may 2025 and oct 2026; fronts may 2024, Apr 2026, Jun 2026), plus two loaner-wheel flats (may and Aug 2026). Every failure presented as a slow leak or flat with no visible wear. Tesla performed four-wheel alignments on 5/18/2024 and 4/22/2026, both recorded “within specifications”; a front tire fitted at the second alignment failed about 2,300 miles later. Tesla never identified a cause. On 10/22/2026 the tysons corner, va service manager attributed the wear to lack of tire rotation; Tesla's own invoices of 12/23/2022, 7/19/2023, 4/22/2026 and 10/22/2026 record “tire rotation recommended: no,” and the service manual allows only side-to-side swaps on this staggered setup, which cannot move inner-shoulder wear. The cause appears to be the non-adjustable negative rear camber on 2021+ Model S, as described in odi 11636646, 11645675, 11710217, 11732580 and 11580793. Hidden inner-edge failure on a 4,800-lb car at highway speed is a blowout risk. Requesting investigation of the 2021+ Model S rear suspension geometry on 21? wheels.

In October 2026, my 2016 Tesla Model S experienced a sudden structural failure of the left front suspension fore link while driving on highway 101. The fore link fractured at its connection to the steering knuckle, allowing the front wheel to shift rearward and become lodged against the wheel-well liner. This made it difficult to turn the steering wheel, substantially impairing my ability to control the vehicle. I was able to maneuver the vehicle onto the highway shoulder, but the failure created a serious risk of a collision. There were no dashboard warnings or error messages before the failure. I had previously noticed abnormal noises and vibration from the front suspension. The vehicle had approximately 79,000 miles at the time of the incident. Tesla inspected the vehicle at its palo alto service center and replaced both front lower fore links and both front aft links, followed by a four-wheel alignment. The repair was completed on October 20, 2026. I retained the original suspension components and confirmed that the fore links were part numbers 1041570-00-a (left) and 1041575-00-a (right). The left fore link exhibits a fracture at the knuckle-side connection. I have photographs documenting the failure and identifying labels, and the physical components are available for NHTSA inspection upon request. These are the exact part numbers identified in NHTSA investigation pe20-020, which documented 426 fore-link failures involving these components. In its August 2024 closing report, NHTSA recommended expanding Tesla service bulletin sb-17-31-001 to all vehicles equipped with the affected fore links, noting that approximately 75% of documented failures occurred outside the original bulletin population. Tesla confirmed that my vehicle was not covered by the existing service bulletin, and I paid $2,262. 68 for the repair. I am reporting this additional, physically documented failure involving impaired steering control and requesting that NHTSA consider whether furth.

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Subject: safety concern—model s plaid rear tire wear I am submitting a formal complaint regarding severe premature wear on the inside edges of both rear tires on my Model S plaid\. I have owned the vehicle since xxx, and it has only 11,980 miles\. Both tires appear to have exposed cords along the inside edges, while tread remains elsewhere\. I have attached a photo\. Approximately 99% of my driving is with fsd engaged\. This uneven wear raises serious safety concerns and may indicate an alignment or suspension issue\. I was advised not to use low suspension mode or “mad max” mode\. Please clarify which settings this refers to, explain the technical basis, and identify where this restriction appears in Tesla’s operating instructions\. I expect to use the vehicle’s factory features as instructed without severe tire damage or increased risk of failure\. I was also told that some owners have installed aftermarket adjustable camber arms to address similar wear\. The attached photo shows n2itive sx\-p2 arms advertised at $995, excluding installation and alignment\. I am concerned about having to purchase aftermarket parts to correct this condition\. Please: - inspect both rear tires, alignment, suspension components, and ride\-height calibration\. - provide alignment measurements and confirm whether they meet factory specifications\. - identify the cause and a Tesla\-approved solution to prevent recurrence\. - explain whether this wear is considered normal at 11,980 miles\. - evaluate warranty coverage or goodwill assistance for replacement tires and necessary repairs\. My goal is to correct the underlying cause, not simply replace the tires\. Please advise on safe transport or mobile tire service given their condition\. Thank you for your prompt written response\. [xxx] information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

I own a 2013 Tesla Model S. While investigating a knocking noise from the rear of the vehicle, I had a local shop disassemble the affected area and we discovered a crack in the rear subframe near a weld and mounting bracket. The fracture appears clean, with little or no visible corrosion. No previous repairs have been performed in the affected area. Given the location of the failure and the structural function of the component, I request an engineering review to determine the likely failure mechanism and whether similar failures have been documented on early Model S vehicles. My research shows the same failure in NHTSA complaint xxx. Other local shops also describe the same subframe failure on this model and manufacturing year. Please advise whether any applicable service campaigns, revised replacement components, or goodwill repair assistance are available. I am attaching photographs. My vehicle VIN is [xxx]. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

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Rear left control arm failed while driving causing loss of steering and suspension.

Catastrophic structural failure of the rear driver-side (lh) brake caliper assembly on a 2023 Tesla Model S plaid at approximately 18,036 miles. While driving normally on a public roadway, the factory-installed rear lh brake caliper bolts backed out completely due to improper assembly torque or a latent material defect. The unbolted caliper detached entirely from its mounting bracket and collapsed into the spinning wheel barrel. The caliper became violently wedged between the wheel rim and the rotor, instantly puncturing the wheel, flattening the driver-side rear tire, damaging the passenger-side (rh) rear tire, and causing an immediate loss of vehicle control. The loose caliper acted as an unconstrained projectile inside the wheel assembly, severing the hydraulic brake line, shredding the electronic parking brake harness, destroying the suspension links (rear lower fore/aft links), and destroying the abs sensor/module. This failure created an extreme, life-threatening hazard of a sudden high-speed wheel lockup and total brake system failure. An independent pre-purchase inspection (ppi) was completed just 263 miles prior to this incident. The certified inspector completed an 85-mile test drive and verified the braking and suspension systems were operating in normal factory condition with zero abnormal vibrations or loose hardware. This establishes the failure as a sudden, latent assembly torque failure of factory hardware during normal operational stress. The manufacturer's authorized service center confirmed via technician notes that the caliper came entirely loose and lodged into the wheel. Despite this being a severe assembly workmanship failure within the active factory warranty window, the manufacturer is refusing to cover the repair, alleging third-party tampering without physical or forensic proof. The failed hardware is being retained for forensic inspection.

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?odometer at time of failure: approximately 204,078 miles ?date of failure: July 31st, 2026 ?location of failure: owner's residential driveway, st. Charles, IL component suspension — front — lower control arm / front fore link / front aft link (right side) description of the incident on July 31st, 2026, at approximately 1:00 pm, I began backing my 2015 Tesla Model S out of my residential driveway. The vehicle was moving at less than five miles per hour. There was no impact with any curb, pothole, road debris, or other object. As the vehicle moved rearward, there was an audible pop from the right front, and the top of the right front tire visibly sank inward (negative camber) as the wheel well collapsed. The vehicle became nearly undriveable and had to be moved slowly to a repair facility approximately 7 miles away. No crash occurred. No injuries occurred. No emergency response was required. However, had this failure happened at highway speed rather than in the driveway, the safety consequences could have been significant.

Driver side rear control arm broke in half propagating along what appears to be a weld seam line for this hollow aluminum suspension part. It is incredible that a critical safety component holding a 5,000 pound curb weight vehicle was allowed on the car. The potential situation of a complete lower control arm break while driving at highway speeds is beyond imagining. Not only would such a situation endanger occupants but all other vehicles in the vicinity. This vehicle has never been in an automobile accident. It has 120,000 miles. It has never been used off road or for commercial usage. My wife and I are the original owners and only drivers.

On a side street approximately 1/4 mile before we were going to enter a highway the car suddenly resisted motion substantially and I had to immediately pull to the side. I tried reverse and the resistance was higher, I put it back in forward and it released. However, I immediately but slowly headed for my service station 2 miles away. A warning message appeared just as I brought the car to a stop at the station, but I did not notice what it said as I was being directed to move the car to a parking spot. Before I could fully back the car into the spot the rear wheel collapsed. The rear control arm failed and has been replaced. I have retained the failed control arm. Photos attached of the part as well as the rear wheel when it collapsed. If the initial resistance had occurred one minute later, I would have been on the highway and could have lost control of the vehicle. A serious accident would have been likely risking our safety and any others our car would have collided with. Note: this is the second suspension part failure on this car. The first was also reported to NHTSA.

The contact owns a 2016 Tesla Model S. The contact stated that approximately six days after purchasing the vehicle, while driving approximately 45 mph, the vehicle drove over a bump in the road, and a grinding sound was heard coming from the vehicle. The contact stated that after driving over a bump in the road, the vehicle felt different while driving. The vehicle was taken to an independent mechanic, who reportedly observed significant corrosion and rust affecting the suspension system and advised the contact that all suspension components needed to be replaced. The independent mechanic advised the contact not to drive the vehicle due to safety concerns and indicated there might be structural damage to the vehicle. The contact stated that after the suggestion, the contact continued operating the vehicle. The following day, the vehicle was taken to the dealer where the vehicle was purchased, and the contact was advised that the failure was associated with worn brake pads. The dealer replaced the brake pads. The contact believed that additional repairs may have been performed but was not advised of any other work completed. The vehicle had not been modified and had not been inspected by Tesla. The contact believed that the vehicle may have an inaccurate odometer reading; however, no evidence was available to support the concern. The contact remained concerned that the corrosion and possible structural damage might exist within the suspension system even though the brake pad was replaced. The failure mileage was approximately 108,000.

2024 Tesla Model S. Repeated rear tire and rear wheel failures with abnormal wear and possible rear alignment or suspension-related defect. Tesla service history shows repeated rear tire replacements beginning at about 5,165 miles, a later four-wheel alignment, a right rear tire replacement for uneven tire wear under the basic vehicle warranty at about 21,594 miles, a documented bent left rear wheel at about 27,047 miles, a left rear wheel replacement due to crack after a low-pressure/pull over safely alert at about 30,489 miles, and then a right rear tire blowout at about 38,358 miles. In the same March 12, 2026 service record, Tesla also noted inner sidewall damage on the opposite rear tire. Concern is an unresolved recurring rear tire, wheel, alignment, or suspension defect creating blowout risk and unsafe operation. Tesla has replaced tires and wheels but has not identified or corrected the root cause.

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I pulled into a parking lot, and noticed that my passenger side rear wheel was leaning into the car. Luckily I was next to a firestone and the mechanic told me the rear control arm broke off. Had I have been driving even for 2 more minutes, the wheel would have came off completely. When I pulled in, there was no noise, vibration, or any other indication that something was wrong. I know for a fact I didnt hit any curbs or large potholes. It was a normal drive.

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I experienced excessive rear tire wear on both rear tires inner side the tire ended up blowing out on the rear passenger tire.

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I have started receiving airbag & seat safety issue alert but recieved appointment after a month even considering major safety concern. Some of 2021 vehicles are serviced under the recall Tesla sent. But told me mine doesn’t qualify for same issue for same year, same model cars. It seems like issue is with all Tesla Model S 2021 but Tesla charging big dollar amount to repair the safety concern. They have also mentioned there is on going concern with air suspension and all Tesla starts giving problem between 60,000 miles to 90,000 miles. It costs around $6000 to fix that issue and told me these are not safety concerns.

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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.

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The contact owns a 2016 Tesla Model S. The contact stated that while driving approximately 10 mph and making a right turn there was an abnormal sound coming from the front passenger’s side of the vehicle. The contact stated then started to smell a burning rubber odor. The contact was able to stop the vehicle. The contact stated that there was no warning light illuminated. The contact became aware that the front passenger’s side wheel had seized in a right turn position and was rubbing against the wheel well. The contact had the vehicle towed to the residence. The contact had not taken the vehicle to a local dealer or independent mechanic to be diagnosed or repaired. The manufacturer was not informed of the failure. The contact researched online and related the failure to NHTSA action number: pe20020 (suspension). The failure mileage was 60,348.

Upon purchasing the vehicle, I discovered multiple critical safety defects that were not disclosed at the time of sale and were confirmed by an independent ev specialist (electrified garage). These defects include worn and failing front and rear suspension components (control arms, thrust arms, and cracked/damaged bushings), a failing sway bar link boot, and a malfunctioning window that makes contact with the internal wiring harness. The suspension defects create instability over bumps and uneven roads, producing clunks, shifting, and vibration that affect steering control and overall stability. These issues present a risk of suspension failure while driving, which could cause loss of control. The window/wiring contact also poses a potential electrical hazard if the harness becomes damaged. The independent inspection documented that these defects existed before I took possession of the vehicle. The dealer did not disclose any of these issues, and the defects were not visible during a standard test drive. I am reporting this because the suspension defects directly affect vehicle handling, safety, and crash-avoidance capability. I want NHTSA to be aware in case similar defects appear in other vehicles of the same model/year.

I am reporting multiple safety-related defects on my 2017 Tesla Model S (VIN [xxx] ) that were present at the time of purchase but not disclosed by the selling dealer (starling Ford, titusville, FL). A certified independent ev repair facility (the electrified garage) inspected the vehicle on 11/17/2025 and documented the following safety defects: • failing/worn suspension components (control arms, thrust arms, cracked bushings) • torn sway-bar link boots • inoperative right-rear window regulator • driver window contacting internal wiring harness • moisture in the rear inner tail lamp • previous a/c drain blockage causing interior water intrusion these issues pose risks related to steering stability, electrical safety, visibility, and structural integrity. All of these conditions existed prior to the sale and were not disclosed. I am requesting NHTSA to log this complaint for federal safety review as these defects involve suspension, electrical moisture intrusion, and visibility issues that may impact the safe operation of the vehicle. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

Since purchase, I have experienced nine tire-related failures, including four separate blowouts at highway speed, leaving the vehicle disabled on major roads multiple times. The most recent occurred on [insert date], when the car suffered another blowout and is now disabled at my residence. This pattern of failure has occurred despite tire replacements and service visits by Tesla. The issue began on the day of delivery, when a tire failed within 70 miles, and service staff admitted the car had not been safety inspected prior to delivery. Tesla has replaced nearly all tires, reimbursed a third-party shop once, and confirmed on a recorded call that the level of tire failure is abnormal. Still, no root cause has been identified. The failures have occurred under normal driving conditions and pose a serious safety hazard to me, my family (including children), and others on the road. My family now refuses to ride in the car. This issue is ongoing, unresolved, and I believe there is a systemic defect involving the vehicle’s suspension, alignment, or structural components that is contributing to abnormal tire wear and catastrophic blowouts. I am requesting that NHTSA investigate this vehicle and Tesla’s cpo inspection process, and that appropriate safety action be taken before someone is seriously injured or killed.

Tires wear excessivly due to incorect factory and non-adjustable camber settings causing extreme saftey concerns/blowouts, which are not visible without removal of tire or lifting of vehicle by average motorist. My vehicle experienced this within first 10,000 miles on new car with new tires. Fourtuneatly a flat led to further inspection and replacement before inccuring tragic or adverse consequences.

My 2015 Tesla model with less than 55000 mi had the front suspension broke on [xxx] when I pull out of the driveway. I heard a hard noise from passenger front tire that is scraping on the fender liner. The car was not drivable and had to be towed to a Tesla dealership in cherry hill NJ > quoted bill is $1800 to replace. With the low mileage , I never expected the suspension to brake unless there is a defect on the cars manufacturer front suspension fore link. I read on the nshtsa that there was an investigation for the several complain for the 2015 - 2017 Tesla Model S . The service car representative took a picture of the broken suspension fore link that is holding the suspension front tires. I forgot to ask him to forward the picture to me. Maybe I can ask him when I pick up the car. Information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

Car was making a rattling noise and no indication on the car indicating that it was a suspension issue. Drove for a few months without realizing that it was a suspension and hence a safety problem. Took it to the Tesla service center and they diagnosed as a suspension problem and said that it was unsafe to drive the car. The repair at Tesla to replace the links (aft, fore, sway bar) and spring/damper assembly was $5809. 71;.

Vehicle information: 2014 Tesla Model S VIN: [xxx] incident date: [xxx] component affected: suspension / air suspension / ride height control problem description: on [xxx], while driving, my 2014 Tesla Model S suddenly raised itself to and/or beyond maximum ride height without any driver input. Immediately afterward, the front driver-side suspension collapsed completely, leaving the vehicle unsafe to operate. This appears to be an uncommanded overinflation event caused by Tesla’s suspension control system. It is not normal wear but a manufacturer-induced malfunction. If this failure had occurred at highway speeds, it could have caused catastrophic loss of control. The collapse of a suspension system without warning is a serious safety defect. Tesla’s service center in moraine, OH, has refused to review the vehicle logs (which would confirm this sequence of failure) and has instead classified the incident as a standard part failure. As a result, Tesla is attempting to push full financial liability onto the owner instead of addressing what is clearly a safety-critical defect. Safety concern: a sudden, uncommanded suspension height change followed by collapse could lead to total loss of vehicle control and a crash. This poses an ongoing risk to both Tesla drivers and the public. Requested action: I am requesting that NHTSA investigate this failure mode as a safety defect in Tesla Model S vehicles and require Tesla to address these failures appropriately. Service center involved: Tesla service center 1927 w dorothy ln moraine, OH 45439 owner information: [xxx] [xxx] [xxx] [xxx] information redacted pursuant to the freedom of information act (foia), 5 u. S. C. 552(b)(6).

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I was backing out of a parking space and the front driver side fore link broke. Internet search reveals this is a known issue associated with Tesla Model S during the period mine was manufactured (February 2016), caused an investigation & service bulletin from the NHTSA, and a recall in china, hence I wanted to report this occurence.

Driver's side rear control arm failure. The outside knuckle of the control arm cracked and is missing a portion. Tesla agrees this is sb-19-31-001 and will not repair without payment, due to the age of the vehicle. Vehicle has been serviced by Tesla multiple times without comment that this should be replaced.

On 5/20/25, I had my Tesla repaired as I had suspension issues. They repaired my car to rectify my suspension for both my front and rear tires. Then on 6/12/25, I was driving on the highway and going about 70-75 mph when I heard a huge pop. No warning indicators came on and something did not feel right. I figured nothing else came of it. I was about 30 miles away from home and when I got home, my tire was pushed inward. I was concerned on whether this was related to a bad repair since it was so soon to my previous repair and they indicated that they did not touch that area. After they saw my video, they indicated that the lower control arm of my rear tire broke and they indicated that this was just a damaged component. My biggest concern is that if this issue was not related to the repair work done a month ago, this could be bigger issue as I could have been very concerning that this part broke when I was driving at high speeds and I think it's warranted to check on the quality of the component. In my 40 plus years of driving, I have never experienced this happened to me. If you need documentation or video of how the tire and the axle looks, I can forward it to you. The vehicle has only been inspected by the Tesla dealership service center and as stated earlier, there weren't any warning signs or messages that showed as I specifically was looking for it when I heard the loud pop.

Getting warning ondash that says "adaptive ride control unavailable. Vehicle speed limited - proceed with caution". On the internet many reports are noted of the same problem w Tesla vehicles, especially Model S cars. These have occurred soon after to taking delivery of after 20-30 k miles. Mine occurred at about 31,000 miles in my Model S 2021. Tesla says the need "diagnostics done first " at $275 and then the fix for another $300. This does not seem right.

4 months after warranty and only 42,774 miles, I am being hit with a massive bill of almost $2,700 from Tesla service in lyndhurst, OH. This to correct right and left front end basic suspension issues that should not occur. Clearly the front end is not designed to handle the weight of car. The service manager told me that he sees this every day!! the car is not safe to drive until repairs are made. There was no trauma to the front end only normal wear and tear. The front end started making noise which had me take it to the dealer.

Premature tire wear. Inside edges of rear tires wore out in 10k miles.

Vehicle: 2021 Tesla Model S long range VIN: [xxx] I am reporting multiple safety-related defects that existed at delivery or developed shortly thereafter, and Tesla has refused to diagnose or repair them under warranty. These defects create an unsafe driving condition and risk of loss of control or collision. Defect summary: 1. Alignment defect at delivery: on the day I bought the car, the steering wheel pulled to the left and felt unstable. I reported this immediately to Tesla. They dismissed it as “normal. ” 2. Premature tire wear: within months, the left tire wore down to the steel belts on the left side while the right side had normal wear. An independent shop confirmed this was caused by suspension/bushing issues, not road damage. 3. Suspension/bushing failure: a third-party Tesla-certified shop confirmed that the suspension components are bent/tweaked and require replacement for safe driving. Tesla refused to inspect these components properly. 4. Unlatched rear seat at delivery: the rear seat was delivered unlatched, which is a major safety hazard during braking or collision. 5. Broken glass under rear seat: broken glass was found under the rear seat cushion at delivery, raising concerns about vehicle history and delivery inspection standards. 6. New defect while in Tesla’s custody: on Nov 17, 2025, moisture accumulated inside the left taillight while the vehicle was parked outdoors at Tesla’s stockton facility. This can cause electrical shorting or lighting malfunction. Tesla’s response: Tesla has repeatedly refused to inspect the suspension properly, dismissed my complaints, and produced an inaccurate service invoice that did not reflect what was discussed. They told me we are “at an impasse. ” these defects pose a serious safety risk (tire blowout, loss of control, lighting malfunction). I request NHTSA investigate these issues as they may indicate broader problems with Tesla’s suspension, alignment, and delivery inspection processes. Information redacted pursuant to the freedom of information act (foia),.

Inner tire wear, had alignment performed central but issue still persist.

While driving approximately 45mph on a smooth dry road, the drivers side front lower ball joint broke in half. This caused the wheel to separate from the lower control arm and get lodged between the fender well and the front subframe. This caused the inner tie rod to bend and the cv joint to separate from the inner connection. The rubber brake line was torn in half and undercarriage damage due to it slamming to the pavement. I notified Tesla and scheduled an appointment. This happened on 02/26/2025 at approximately 7am. The vehicle did not drive abnormal or give any warning before the incident. All maintenance and services were up to date.

Experienced rattling while driving. Brought car in and was told this is a known problem. Obtained copy of the bulletin from Tesla saying this was a “fix upon notification” rather than a recall. Then was forced to pay for the repairs. Upon investigation, this has been reported consistently since 2016. This seems fraudulent as it should cross the threshold of a recall. I would like Tesla to cover the costs of my repair as they would do under a recall.

See all problems of the 2019 Tesla Model S 🔎.