Tesla Model S 2016

• Recall 260270 [USA]: Warning lights with a smaller font size can make critical safety information on the instrument panel difficult to read, increasing the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2012-2023 model s, 2016-2024 model x, 2017-2023 model 3, 2019-2024 model y, and 2024 cybertruck vehicles. An incorrect font size is displayed on the instrument panel for the brake, park, and antilock brake system (abs) warning lights. As such, these vehicles fail to comply with the requirements of federal motor vehicle safety standard number 105, "hydraulic and electric brake systems" and 135, "light vehicle brake systems."
  tesla began releasing an over-the-air (ota) software update, free of charge. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-24-00-003.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Nhtsa.Gov.

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• Recall 238636 [USA]: In certain circumstances when autosteer is engaged, and the driver does not maintain responsibility for vehicle operation and is unprepared to intervene as necessary or fails to recognize when autosteer is canceled or not engaged, there may be an increased risk of a crash.
  Tesla, inc. (tesla) is recalling 2012-2023 model s, 2016-2023 model x, 2017-2023 model 3, and 2020-2023 model y vehicles equipped with all versions of autosteer leading up to the version(s) that contains the recall remedy. In certain circumstances when autosteer is engaged, the prominence and scope of the feature's controls may not be sufficient to prevent driver misuse of the sae level 2 advanced driver-assistance feature.
  tesla will release an over-the-air (ota) software update, free of charge. Owner notification letters were mailed february 10, 2024. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-23-00-008.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Nhtsa.Gov.

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• Recall 249429 [USA]: Fsd beta software that allows a vehicle to exceed speed limits or travel through intersections in an unlawful or unpredictable manner increases the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2016-2023 model s, model x, 2017-2023 model 3, and 2020-2023 model y vehicles equipped with full self-driving beta (fsd beta) software or pending installation. The fsd beta system may allow the vehicle to act unsafe around intersections, such as traveling straight through an intersection while in a turn-only lane, entering a stop sign-controlled intersection without coming to a complete stop, or proceeding into an intersection during a steady yellow traffic signal without due caution. In addition, the system may respond insufficiently to changes in posted speed limits or not adequately account for the driver's adjustment of the vehicle's speed to exceed posted speed limits.
  tesla will release an over-the-air (ota) software update, free of charge. Owner notification letters were mailed april 15, 2023. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-23-00-001.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Nhtsa.Gov.

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• Recall 208795 [USA]: Failing to stop at a stop sign can increase the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2016-2022 model s and model x, 2017-2022 model 3, and 2020-2022 model y vehicles. The "rolling stop" functionality available as part of the full self-driving (beta) software may allow the vehicle to travel through an all-way stop intersection without first coming to a stop.
  tesla will perform an over-the-air (ota) software update that disables the "rolling stop" functionality, free of charge. Owner notification letters were mailed march 28, 2022. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-22-00-001.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Nhtsa.Gov.

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• Recall 181702 [USA]: If the primary latch is inadvertently released and the secondary latch is not engaged, the hood could open unexpectedly, obstructing the driver's view and increasing the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2014-2021 model s vehicles. The front trunk latch assembly may be misaligned, preventing the secondary hood latch from engaging. As such, these vehicles fail to comply with the requirements of federal motor vehicle safety standard number 113, "hood latch system."
  tesla service will inspect and reposition the latch assembly as necessary, free of charge. Owner notification letters were mailed february 18, 2022. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-21-11-003.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Nhtsa.Gov.

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• Recall 160050 [USA]: The emmc controller wear-out condition can cause the loss of the rearview camera display, defrost/defog control settings, and exterior turn signal lighting, reducing visibility and increasing the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2012-2018 tesla model s and 2016-2018 model x vehicles with a center display equipped with a nvidia tegra 3 processor and an 8gb emmc nand flash memory device. When the 8gb emmc nand flash memory device for the center display reaches lifetime wear, the emmc controller will no longer be able to maintain the integrity of the filesystem, causing a failure in some of the center display functions.
  owners should ensure their vehicles are operating firmware release 2020.48.48.12 or newer, which will alert owners if the emmc is approaching lifetime wear. Tesla will notify owners, and will replace the vcm daughterboard with one containing an enhanced emmc controller, free of charge. The recall began march 29, 2021. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-21-21-001.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Safercar.Gov.

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• Recall 129822 [USA]: An inflator explosion may result in sharp metal fragments striking the driver or other occupants resulting in serious injury or death.
  Tesla, inc. (tesla) is recalling all 2014-2016 model s vehicles equipped with certain air bag inflators assembled as part of the passenger frontal air bag modules used as original equipment or replacement equipment. In the event of a crash necessitating deployment of the passenger frontal air bag, these inflators may explode due to propellant degradation occurring after long-term exposure to absolute humidity and temperature cycling.
  tesla will notify owners, and tesla service centers will replace the passenger frontal air bag modules, free of charge. The recall began may 29, 2019. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-19-20-001.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Safercar.Gov.

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• Recall 128572 [USA]: Loss of power steering assist would require a higher steering effort, especially at lower speeds, which may increase the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2012-2016 tesla model s vehicles equipped with bosch steering racks. The aluminum bolts that attach the power steering gear assist motor to the gear housing may corrode and fracture causing a reduction or complete loss of power steering assist.
  tesla will notify owners, and tesla service centers will replace the steering gear mounting bolts and add a corrosion-preventative sealer, free of charge. The recall began may 7, 2019. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-18-32-002.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Safercar.Gov.

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• Recall 124384 [USA]: If the gear breaks during parking brake release, the vehicle will not be able to be moved. if the gear breaks during parking brake application, the parking brake may not adequately hold the vehicle, potentially resulting in the vehicle rolling, increasing the risk of a crash.
  Tesla, inc. (tesla) is recalling certain 2016 model s and model x vehicles. The electric parking brake calipers have an internal gear that may be improperly manufactured, possibly resulting in the gear fracturing during parking brake application or release.
  tesla will notify owners, and service centers will replace both the left and right electric parking brake calipers, free of charge. The recall began march 6, 2018. Owners may contact tesla customer service at 1-877-798-3752. Tesla's number for this recall is sb-17-33-002.
  owners may also contact the national highway traffic safety administration vehicle safety hotline at 1-888-327-4236 (tty 1-800-424-9153), or go to www.Safercar.Gov.

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• Recall R/2018/093 [UK]: loss of power steering assistance
  Potential failure of steering gear motor bolts when exposed to long term high corrosive environment. This can lead to loss of power assistance to the steering which would result in additional effort from the driver to steer the vehicle.
  recall the vehicles that are likely to be affected and replace the aluminium bolts with stainless steel bolts. Where necessary the steering rack will be replaced.

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• Recall R/2021/031 [UK]: When the emmc reaches accumulated lifetime wear the customer may experience a blank centre display
  When the emmc reaches accumulated lifetime wear the customer may experience a blank centre display.
  ensure current software is installed and upgrade the vcm daughterboard to a 64gb micron emmc.

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• Recall R/2019/006 [UK]: The propellant in the front passenger airbag inflator may degrade over time
  The front passenger airbag inflator could rupture in the event the airbag is deployed.
  replace the front passenger air bag on affected vehicles.

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• Recall R/2022/009 [UK]: Misalignment of the hood latch may prevent latching of the secondary latch
  Misalignment of the hood latch may prevent latching of the secondary latch.
  inspect the secondary hood latch on affected vehicles. If the hood is not properly retained by the secondary latch the latch mechanism will be reassembled and repositioned to assure proper alignment.

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• Recall R/2017/182 [UK]: Parking brake may not release correctly
  An improperly manufactured internal caliper gear may fail. This may cause the epb not to release and in some circumstances not to apply. An epb warning light and message should appear.
  on affected vehicles replace the brake caliper.

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• Recall 2021783 [Canada]: Structure
  Issue: on certain vehicles, the front trunk (frunk) hood latch may not be positioned properly. As a result, the secondary latch may not hold the hood closed. This could cause the hood to open suddenly while driving if the primary hood latch is released. Safety risk: a hood that opens suddenly while driving could block the driver's view and increase the risk of a crash. Corrective actions: tesla will notify owners by e-mail and arrange for an inspection of the secondary hood latch. If the hood doesn't latch properly, tesla service will reassemble and reposition the latch mechanism.

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• Recall 2021038 [Canada]: Electrical
  Issue: on certain vehicles, the internal memory for the media control unit (mcu) could run out of storage capacity over time. If this happens, the center display can turn off while driving and cause some of the car's systems not to work properly. This includes the rearview camera display, defrost/defog control settings, and exterior turn signal lighting. Safety risk: a rearview camera image that does not display could reduce a driver's ability to see behind the vehicle while backing up. A windshield that cannot be defrosted/defogged could reduce visibility. Turn signals that do not work could cause a following driver not to recognize that a vehicle ahead intends to turn. These conditions could increase the risk of a crash. Corrective actions: tesla advises owners to ensure that their vehicle software is up to date. Tesla will notify owners by email, including when parts are available to schedule service to upgrade the internal memory in the mcu.

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• Recall 2020497 [Canada]: Lights and instruments
  Issue: on certain vehicles, when switching the distance display setting from kilometers to miles, the speedometer displays the vehicle speed in miles per hour (mph) only. Canadian regulations require that speed be displayed in either kilometers per hour (km/h) or in both km/h and mph. Safety risk: this small error does not affect vehicle safety. Corrective actions: this is not a recall. Tesla has made changes to ensure that all new vehicle speedometers display mph and km/h when the display distance is set to miles. In addition, this change was sent to all vehicles in firmware update 2020.36.11.

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• Recall 2019004 [Canada]: Airbag
  Issue: on certain vehicles, long-term exposure to high absolute humidity and temperature, combined with high temperature cycling, may eventually degrade the propellant contained in the passenger-front airbag. This could cause the airbag to deploy with more force than normal. If the airbag inflator ruptures, fragments could be propelled toward vehicle occupants or cause damage to the airbag assembly, preventing its proper function. Safety risk: if the vehicle is involved in a crash requiring an airbag deployment, the airbag inflator could rupture and create a risk of injury. Corrective actions: owners will be notified by mail and instructed to take their vehicle to a tesla service center to have the passenger-front airbag inflator replaced. Note: the canadian climate results in the propellant degrading slowly. This recall is being conducted as a precaution to address future risk. It is expected that all airbag inflators will be replaced before their function would be affected.

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• Recall 2018149 [Canada]: Steering
  On certain vehicles, the bolts that attach the power steering gear assist motor to the gear housing may corrode and fracture. This could allow the power steering gear assist motor to move, causing the belt to slip which could result in a loss of power steering assist. A loss of power steering assist would require additional steering effort which could increase the risk of a crash causing injury and/or damage to property. Correction: tesla service centers will replace the aluminum mounting bolts with coated steel bolts and will apply a corrosion-preventative sealer around the gear housing and connecting bolts. If bolts are found to be broken or break during the removal process, tesla will also install a new steering gear.

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• Recall 2017218 [Canada]: Brakes
  On certain vehicles, the brembo electric parking brake calipers could contain an improperly manufactured internal gear that could break under load. If the gear broke, the parking brake would not release and could result in an inability to move a parked vehicle. If the gear broke prior to full parking brake engagement, the parking brake could have less holding force than intended, which could result in unintended vehicle movement, increasing the risk of injury and/or damage to property. Correction: tesla service centers will replace the defective park brake calipers. Note: the regular braking system is not affected by this issue.

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To ensure accuracy and for your safety, it is recommended to do a free VIN recall check here or here [USA] - UK - Canada.

Bulletins are notices put out by manufacturers in conjunction with the NHTSA to notify the public of manufacturing issues or changes.

The following is a list of any known keyfobs for the Tesla Model S 2016 as well as their FCC IDs if available

• RSK-TES-O002: 2012-2017 Tesla Model S / 3- Button Smart Tesla Key / PN: 1455940-00 / AQO002 (OEM)
  FCC ID: AQO002

• Recall 23v838 remedy effectiveness investigation # RQ24009

  The office of defects investigation (odi) is opening a recall query to assess the remedy adequacy of recall 23v838. On december 12, 2023, tesla filed a defect information report (recall 23v838) applicable to all tesla models produced and equipped with any version of its autopilot system, which tesla described as an sae level 2 (l2) advanced driver assistance system (adas). Autopilot is the simultaneous engagement of tesla’s traffic-aware cruise control (tacc) and autosteer. In describing the safety defect, tesla’s defect information report (dir) explained that “the prominence and scope of the system’s controls may be insufficient to prevent driver misuse,” and tesla committed to the deployment of a multipart remedy aimed at improving system and engagement controls and reducing mode confusion. Ea22002 (upgraded from pe21020) was opened to investigate whether tesla’s autopilot contained a defect that created an unreasonable risk to motor vehicle safety and involved extensive crash analysis, human factors analysis, vehicle evaluations, and assessment of vehicle control authority and driver engagement technologies. The work conducted in these investigations aligns with tesla’s conclusion in its 23v838 recall filing. During ea22002, odi identified at least 13 crashes involving one or more fatalities and many more involving serious injuries in which foreseeable driver misuse of the system played an apparent role. Tesla filed recall 23v838 to address concerns regarding the autopilot system investigated in ea22002. Following deployment of the remedy in recall 23v838, odi identified concerns due to post-remedy crash events and results from preliminary nhtsa tests of remedied vehicles. Also, tesla has stated that a portion of the remedy both requires the owner to opt in and allows a driver to readily reverse it. Tesla has also deployed non-remedy updates to address issues that appear related to odi’s concerns under ea22002. This investigation will consider why these updates were not a part of the recall or otherwise determined to remedy a defect that poses an unreasonable safety risk. Odi is therefore opening this recall query investigation to further evaluate the adequacy of the remedy for recall 23v838.
  

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• Sudden unintended acceleration investigation # DP23002

  The office of defects investigation (odi) received a petition requesting that odi reevaluate its decision to deny dp20-001 on the basis that intermittent high electrical current demands on the vehicles 12vdc systems may have caused some or all of the incidents examined by odi in dp20-001. The petitioner bases this information on a review of open-source research and the dp20-001 denial. The petition and related materials can be reviewed at nhtsa.Gov under the following odi number: 11528471.
  

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• Shift interlock request investigation # DP23001

  On march 27, 2023, the office of defects investigation (odi) received a defect petition that requested a recall of all tesla vehicles model year (my) 2013 to present to add an interlock that requires a brake application by the driver in order to shift from drive to reverse to reduce the number of sudden unintended acceleration events. Along with his request, the petitioner provided a technical paper regarding the claims in the petition. Odi will evaluate the petitioners allegations and assess potentially related field data to determine if the petition should be granted or denied. If the petition is granted, odi will open a defect investigation. If the petition is denied, odi will publish a denial notice in the federal register. The petition and its supporting paper can be reviewed at nhtsa.Gov under the following odi number: 11515119.
  

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• Pedestrian alert sounds investigation # DP22005

  Nhtsa received a petition on or about july 18, 2022, requesting that federal motor vehicle safety standard (fmvss) 141 be applied to all electric and hybrid vehicles operating in the united states. The petition can be reviewed at nhtsa.Gov under odi number 11486072.Fmvss 141 establishes performance requirements for pedestrian alert sounds for motor vehicles. The standard applies to hybrid and electric vehicles that have a gross vehicle weight rating of 4,536 kg or less or are defined as low-speed vehicles. The standard became fully applicable to all such vehicles manufactured on or after march 1, 2021.The petitioner asserts that hybrid and electric vehicles to which the standard does not apply should be found to contain a safety defect. In support of the petition, the petitioner includes findings contained in a bill introduced in the house of representatives in 2009, the pedestrian safety enhancement act of 2009, h.R. 734, 111th cong. (2009). A related bill, the pedestrian safety enhancement act of 2010, became law in january 2011 (pub. L. 111-373). The petitioner requests that nhtsa require all electric and hybrid vehicles comply with fmvss 141, regardless of production date.The defect petition has been opened to evaluate the issue and determine whether to grant or deny the petition.The associated product list is not exhaustive and may contain vehicles that are equipped with pedestrian alert sounds.
  

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• Autopilot & first responder scenes investigation # EA22002

  On august 13, 2021, nhtsa’s office of defects investigation (odi) opened a preliminary evaluation (pe21-020) to assess the performance of tesla’s autopilot system (a system characterized by tesla as an sae level 2 driving automation system designed to support and assist the driver in performing the driving task) available in tesla vehicles. The investigation opening was motivated by an accumulation of crashes in which tesla vehicles, operating with autopilot engaged, struck stationary in-road or roadside first responder vehicles tending to pre-existing collision scenes. Upon opening the investigation, nhtsa indicated that the pe would also evaluate additional similar circumstance crashes of tesla vehicles operating with autopilot engaged, as well as assess the technologies and methods used to monitor, assist, and enforce the driver’s engagement with the dynamic driving task during autopilot operation.Pe21-020 is upgraded to an engineering analysis (ea) to extend the existing crash analysis, evaluate additional data sets, perform vehicle evaluations, and to explore the degree to which autopilot and associated tesla systems may exacerbate human factors or behavioral safety risks by undermining the effectiveness of the driver’s supervision. In doing so, nhtsa plans to continue its assessment of vehicle control authority, driver engagement technologies, and related human factors considerations.The attached detailed summary further describes nhtsa’s review to date and the basis for upgrade to an ea.
  

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• Autopilot system driver controls investigation # EA22002

  The office of defects investigation (odi) upgraded pe21020 to ea22002 on june 8, 2022, to extend work and deepen the pe21020 crash analysis, to supplement that analysis with additional data, and to perform vehicle evaluations to understand how tesla’s autopilot system may exacerbate human factors or behavioral safety risks by undermining the effectiveness of the driver’s supervision. To support this work, odi collected additional crash information and assessed vehicle control authority, driver engagement technologies, and related human factors considerations associated with partial automation via analysis of peer vehicle data and hands-on vehicle evaluation, assessments from nhtsa human factors subject matter experts, and reviews of related publications dedicated to partial driving automation. Autopilot is the simultaneous use of the features that tesla calls traffic-aware cruise control (tacc) and autosteer. Tacc is a type of adaptive cruise control that, like traditional cruise control, maintains a set speed but also slows or accelerates as necessary to maintain the vehicle’s following distance from a vehicle in front. As designed, autosteer detects lane markings and the presence of other nearby vehicles and objects to keep the vehicle in its driving lane. Autopilot is characterized by tesla as an sae level 2 (“l2 system”) partial driving automation system that provides driver assistance through steering, propulsion, and braking within a specified driving environment under direct supervision of the driver. L2 systems should be designed to support the driver’s need to monitor the system in response to the constantly changing driving environment and, if necessary, take over the dynamic driving task. To ensure sufficient driver engagement, vehicles with l2 systems should employ driver engagement systems and usage controls that are appropriate and sufficient for the l2 system design and driver expectations. Odi completed an analysis of 956 crashes reported up to august 30, 2023. In approximately half (489) of those crashes, odi found: 1.) that there was insufficient data to make an assessment; 2.) the other vehicle was at fault; 3.) autopilot was found to not be in use; or 4.) the crash was otherwise unrelated to ea22002. Of the remaining 467 crashes, odi identified trends resulting in three categories: collisions in which the frontal plane of the tesla struck another vehicle or obstacle with adequate time for an attentive driver to respond to avoid or mitigate the crash (211), roadway departures where autosteerwas inadvertently disengaged by the driver’s inputs (111), and roadway departures in low traction conditions such as wet roadways (145). Odi observed this pattern across all tesla models and hardware versions. Crash and human factors assessment showed that autopilot controls did not sufficiently ensure driver attention and appropriate use. At the same time, peer analysis and vehicle evaluations established that autopilot invited greater driver confidence via its higher control authority and ease of engagement. This mismatch of weak usage controls and high control authority was evident in these crash categories, which included indications of driver disengagement from the driving task. This mismatch was also evident in roadway departures when the system was engaged in low traction conditions outside of tesla’s recommendations.Additional information regarding nhtsa’s crash analysis is available in the ea22002 file. Odi reviewed these findings with tesla during several conversations in quarter 4 of 2023. On december 12, 2023, tesla filed a defect information report (dir) (recall 23v838) applicable to all tesla models produced and equipped with any version of its autopilot system. Tesla’s dir described the functionality of this system, stated that the prominence and scope of the system’s controls may be insufficient to prevent driver misuse, and described a remedy to improve the effectiveness of driver warnings and to reduce mode confusion. Odi completed an extensive body of work via pe21020 and ea22002, which showed evidence that tesla’s weak driver engagement system was not appropriate for autopilot’s permissive operating capabilities. This mismatch resulted in a critical safety gap between drivers’ expectations of the l2 system’s operating capabilities and the system’s true capabilities. This gap led to foreseeable misuse and avoidable crashes. During ea220002, odi identified at least 13 crashes involving one or more fatalities and many more involving serious injuries, in which foreseeable driver misuse of the system played an apparent role. Odi’s analysis conducted during this investigation, which aligns with tesla’s conclusion in its defect information report, indicated that in certain circumstances, autopilot’s system controls and warnings were insufficient for a driver assistance system that requires constant supervision by a human driver. Given tesla’s recall (23v838) of all vehicles equipped with autopilot for insufficient controls to prevent misuse, odi is closing ea22002. Concurrent with that closing, odi has opened a recall query (rq24009) to assess the effectiveness of the 23v838 remedy. To review the odi reports cited in the closing resume odi report identification number document, go to nhtsa.Gov.
  

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• Desiccated air bag inflator rupture investigation # EA21002

  From 2000 through 2017, takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("psan") propellant -- propellant 2004 and propellant 2004l. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 blomquist report at www.Nhtsa.Gov/sites/nhtsa.Gov/files/documents/expert_report-hrblomquist.Pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in us vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004l that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated psan inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All takata inflators produced with propellant 2004l contain desiccant, and none of these desiccated inflators using propellant 2004l are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated psan inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- takata (now known as tk global), the independent testing coalition, and exponent -- have been studying the long-term behavior of takata desiccated psan inflators using propellant 2004l (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004l is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004l.The office of defects investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated psan frontal inflators manufactured by takata. This investigation will require extensive information on takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated psan inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.Gov/recalls?Nhtsaid=ea21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede ea15-001, which remains open.
  

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• Autopilot & first responder scenes investigation # PE21020

  Since january 2018, the office of defects investigation (odi) has identified eleven crashes in which tesla models of various configurations have encountered first responder scenes and subsequently struck one or more vehicles involved with those scenes. The incidents are listed at the end of this summary by date, city, and state.Most incidents took place after dark and the crash scenes encountered included scene control measures such as first responder vehicle lights, flares, an illuminated arrow board, and road cones. The involved subject vehicles were all confirmed to have been engaged in either autopilot or traffic aware cruise control during the approach to the crashes.Autopilot is an advanced driver assistance system (adas) in which the vehicle maintains its speed and lane centering when engaged within its operational design domain (odd). With the adas active, the driver still holds primary responsibility for object and event detection and response (oedr), e.G., identification of obstacles in the roadway or adverse maneuvers by neighboring vehicles during the dynamic driving task (ddt).Odi has opened a preliminary evaluation of the sae level 2 adas system (autopilot) in the model year 2014-2021 models y, x, s,and 3. The investigation will assess the technologies and methods used to monitor, assist, and enforce the drivers engagement with the dynamic driving task during autopilot operation. The investigation will additionally assess the oedr by vehicles when engaged in autopilot mode, and odd in which the autopilot mode is functional. The investigation will also include examination of the contributing circumstances for the confirmed crashes listed below and other similar crashes.Incident list datecity/county state07/10/2021san diego ca05/19/2021miamifl03/17/2021lansing mi02/27/2021montgomery county tx08/26/2020charlotte nc07/30/2020cochise countyaz01/22/2020west bridgewater ma12/29/2019cloverdale in12/10/2019norwalkct05/29/2018laguna beachca01/22/2018culver cityca
  

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• Front fore link failure investigation # PE20020

  Nhtsas office of defects investigation (odi) has received 43 complaints alleging failure of the left or right front suspension fore links in tesla model year (my) 2015 through 2017 model s and my 2016 through 2017 model x vehicles. Thirty-two (32) of the complaints involve failures that occurred during low-speed parking maneuvers (e.G., backing from driveway or parking space at speeds below 10 mph). Eleven (11) incidents occurred while driving (e.G., incidents on roadways at speeds above 10 mph), including four at highway speeds. The complaints appear to indicate an increasing trend, with 34 complaints received in the last two years and three of the incidents at highway speeds reported within the last three months. In addition, odi has identified eight complaints that may involve front fore link failure, but have not been confirmed by repair records or photographs. The potential fore link failures were all reported in the last two years and include two incidents that occurred while driving. On february 10, 2017, tesla released a service bulletin (sb-17-31-001, "replace front suspension lower fore links") describing a manufacturing condition that may result in fore link failure. The bulletin describes the condition as follows: "some model s and model x vehicles may have been manufactured with front suspension fore links that may not meet tesla strength specifications. In the event of link failure, the driver can still maintain control of the vehicle but the tire may contact the wheel arch liner." the bulletin indicates that affected vehicles were "built between approximately january 19, 2016 and may 25, 2016." the complaints cited above include 41 vehicles built before (12) or after (29) the bulletin build range.The office of defects investigation has opened this preliminary evaluation to evaluate the scope, frequency and consequences of the alleged defect.The reports cited above can be reviewed at nhtsa.Gov under the following reference numbers:11375236, 11374374, 11373580, 11373079, 11372979, 11372667, 11366414, 11360383, 11352228, 11351962, 11348941, 11343889, 11341996, 11341133, 11323803, 11323290, 11310679, 11289356, 11288480, 11270612, 11255176, 11253305, 11243782, 11243469, 11240524, 11235055, 11233752, 11228269, 11220932, 11220236, 11210000, 11197184, 11194559, 11194264, 11152089, 11120467, 11110981, 11075754, 11013497, 11013046, 10924050, 10898994, 10875120.Possible fore link failures: 11366291, 11323577, 11280758, 11265885, 11253577, 11244971, 11205681, 11121921.
  

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• Loss of rearview camera investigation # EA20003

  On june 22, 2020, the office of defects investigations (odi) opened preliminary evaluation pe20-010 to investigate incidents of media control unit (mcu) failures resulting in loss of rearview camera in model year (my) 2012-2015 tesla model s vehicles equipped with the nvidia tegra 3 processor with an integrated 8gb emmc nand flash memory device. Emmc nand flash devices have a finite lifespan based upon the number of program/erase (p/e) cycles. The subject mcu allegedly fails prematurely due to memory wear-out of the emmc nand flash. Tesla used the same mcu with the tegra 3 processor in approximately 159 thousand 2012-2018 model s and 2016-2018 model x vehicles built by tesla through early-2018. In response to odis information request (ir) for pe20-010, tesla provided odi with 2,399 complaints and field reports, 7,777 warranty claims, and 4,746 non-warranty claims related to mcu replacements. The data show failure rates over 30 percent in certain build months and accelerating failure trends after 3 to 4 years-in-service.According to tesla, for subject vehicles equipped with the nvidia tegra 3 processor with an integrated 8gb emmc nand flash memory device, the emmc nand cell hardware can fail when reaching lifetime wear, for which the emmc controller has no available blocks to recover. With this failure mode, the only recovery available is a replacement of the emmc device, achieved by physical part replacement of either the mcu assembly or visual control module subcomponent. Tesla provided the effects of mcu failure on vehicle function which result in loss of rearview/backup camera, loss of hvac (defogging) setting controls (if the hvac status was off status prior to failure.) there is also an impact on the advanced driver assistance support (adas), autopilot system, and turn signal functionality due to the possible loss of audible chimes, driver sensing, and alerts associated with these vehicle functions. There are precedents for addressing defects that result in loss of either backup camera, defogging, or turn signal functions under safety recalls.Tesla has implemented certain over-the-air or ota updates to subject vehicles to mitigate the effects of mcu failure. These updates include firmware changes to reduce memory usage of the subject memory card, improve emmc error correction and storage management strategies, changing the control logic for turn signal activation, and defaulting the hvac system to auto (71.6f) for drives after mcu failure to address windshield defogging. Tesla indicated that the mcu failures are likely to continue to occur in subject vehicles as vehicles continue to operate and use available memory in the 8gb emmc nand flash memory until 100% of units have failed. An engineering analysis has been opened to further assess the scope, frequency, and safety-related consequences of the alleged defect.The voqs associated with the opening of this investigation are in the attachment to this resume.
  

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• Loss of rearview camera investigation # EA20003

  On november 20, 2020, the office of defects investigation (odi) opened engineering analysis (ea) 20-003 to investigate incidents of media control unit (mcu) failures resulting in loss of rearview camera in model year (my) 2012-18 tesla model s and model year (my) 2016-2018 tesla model x vehicles equipped with the nvidia tegra 3 processor with an integrated 8gb emmc nand flash memory device. During its investigation, odi learned that the expected usage life rating for the 8gb emmc nand flash memory device is approximately 3,000 “p/e” or program-erase cycles, after which the emmc nand flash memory device would become fully consumed and no longer be operational, leading to a failure of the media control unit (mcu). At a daily cycle usage rate of 1.4 per block, accumulation of 3,000 p/e cycles would take only 5-6 years. Historically, the expected life of a vehicle generally far exceeds 5-6 years of service. Odi believes that a 5- or 6-year life expectancy for a component integral to providing the driver with safety functions is insufficient. During our review of the data, tesla provided confirmation that all units will inevitably fail given the memory device’s finite storage capacity. Tesla provided its own statistical model showing the number of projected weekly mcu repairs from 2020 to 2028, estimating that replacement rates for mcu failures will peak in early 2022 and gradually decline until (near) full part turnover has been accomplished in 2028. According to tesla, for subject vehicles equipped with the nvidia tegra 3 processor with an integrated 8gb emmc nand flash memory device, the emmc nand cell hardware will fail when reaching lifetime wear, for which the emmc controller has no available memory blocks necessary to recover. With this failure mode, the only recovery available is a replacement of the emmc device, achieved by physical part replacement of either the mcu assembly or visual control module subcomponent. Tesla provided information concerning the effects of mcu failure on vehicle function, which include in loss of rearview/backup camera and loss of hvac (defogging and defrosting) setting controls (if the hvac status was off status prior to failure). The failure also affects the autopilot advanced driver assistance system (adas) and turn signal functionality due to the possible loss of audible chimes, driver sensing, and alerts associated with these vehicle functions. Based on this analysis, odi issued a recall request letter (rrl) on january 13, 2021. The rrl was based on odi’s tentative conclusion that a defect related to motor vehicle safety exists in the subject vehicles because the emmc nand flash devices have a finite lifespan based upon the number of program/erase (p/e) cycles, after which the mcu fails due to memory wear-out, which constitutes a premature failure of safety-critical part. Tesla responded to the recall request letter (rrl) on january 27, 2021, and disputed the tentative findings of the rrl. Nevertheless, on january 29, 2021, tesla filed a safety recall (21v-035), recalling (my) 2012-2018 tesla model s and (my) 2016-2018 model x vehicles with a center display equipped with a nvidia tegra 3 processor and an 8gb emmc nand flash memory device. In this recall, tesla is providing a free hardware remedy in addition to the over-the-air (“ota”) firmware updates that the company had previously implemented. Nhtsa will continue to monitor the issue as part of its ordinary processes for overseeing the effectiveness of recalls. However, based on available information, at this time, tesla’s recall appears to address the unreasonable risk to motor safety presented by the premature failure of the component. Accordingly, the investigation is closed. To review the odi reports cited in the closing resume odi report identification number document, go to nhtsa.Gov.
  

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• Sudden unintended acceleration investigation # DP20001

  On december 19, 2019, nhtsa received a petition from mr. Brian sparks requesting that the agency "recall all [tesla] model s, model x, and model 3 vehicles produced from 2013 to the present" due to sudden unintended acceleration (sua). In his petition and follow-up submissions, the petitioner identified a total of 232 non-duplicative complaints to nhtsa, including 203 reporting crashes. On january 13, 2020, nhtsas office of defects investigation (odi) opened defect petition dp20-001 to evaluate the petitioner’s request. Odis evaluation included reviews of all complaints and supporting information referenced by the petitioner, as well as 14 additional complaints to nhtsa related to sua crash allegations that were either not selected by the petitioner or were submitted after the petitioners most recent submission. The review also included analyses of available crash data (edr, tesla log data, and/or video data) the agency acquired as part of the evaluation.After reviewing the available data, odi has not identified evidence that would support opening a defect investigation into sua in the subject vehicles. In every instance in which event data was available for review by odi, the evidence shows that sua crashes in the complaints cited by the petitioner have been caused by pedal misapplication. There is no evidence of any fault in the accelerator pedal assemblies, motor control systems, or brake systems that has contributed to any of the cited incidents. There is no evidence of a design factor contributing to increased likelihood of pedal misapplication. The theory provided of a potential electronic cause of sua in the subject vehicles is based upon inaccurate assumptions about system design and log data.Nhtsa is authorized to issue an order requiring notification and remedy of a defect if the agency’s investigation shows a defect in design, construction, or performance of a motor vehicle that presents an unreasonable risk to safety. 49 u.S.C. §§ 30102(a)(9), 30118. Since the information before the agency is not indicative of a vehicle-based defect, it is unlikely that any investigation opened because of granting this petition would result in an order concerning the notification and remedy of a safety-related defect. Therefore, upon full consideration of the information presented in the petition and the potential risks to safety, the petition is denied. The denial of this petition does not foreclose the agency from taking further action if warranted or the potential for a future finding that a safety-related defect exists based upon additional information the agency may receive.The reference numbers for the complaints to nhtsa cited by the petitioner can be found in the petition submission documents in the public file for dp20-001. Those complaints and the 14 complaints odi added to its evaluation can be viewed at nhtsa.Gov. The reference numbers for the complaints added by odi are: 11385350, 11383955, 11383233, 11383180, 11378492, 11378458, 11302076, 11299698, 11290006, 11190595, 11174504, 11115496, 11096644 and 11000097. The attached report, further detailing nhtsa’s reasons for denial of the petition, will be published in the federal register.
  

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• Battery management software updates investigation # DP19005

  In a letter dated september 17, 2019, mr. Edward chen petitioned the nhtsa to initiate a defect investigation of certain tesla model s and model x vehicles that received revised battery management software in one or more over-the-air (ota) updates from tesla, beginning in may 2019. The petitioner bases his request on vehicle fires that took place worldwide and ota software updates tesla made to the battery management system (bms) of certain tesla vehicles that resulted in loss of available vehicle mileage range and increased charging durations.On october 1, 2019, the office of defects investigation (odi) opened dp19-005 to evaluate the petitioner’s request. Information provided by tesla in response to odis information request letter for dp19-005 indicated that a firmware update that may limit maximum voltage was installed in certain my 2012 through 2016 model s vehicles (subject vehicles). The voltage limiting firmware is a dynamic algorithm that is enabled in vehicles with high supercharging use histories, which contributes to high usage stress to the high-voltage (hv) battery. Tesla sold approximately 61,781 subject vehicles in the united states and, through august 2021, the voltage limiting firmware had been enabled in approximately 2,062 vehicles. Through december 2020, odi identified 59 complaints from consumers alleging reductions in battery capacity (52) or charging speed (7) in the subject vehicles. Log data from these vehicles showed that the voltage limiting firmware had been enabled in about 58 percent (30 of 52) of the complaints alleging range loss. Subsequent updates have restored some or all of the battery capacity to vehicles affected by the voltage limiting firmware coupled with updates enhancing bms battery brick monitoring algorithms. None of the complaint vehicles have reported any thermal incidents or other safety hazards related to the hv battery.The five non-crash fires referenced in the petition include two fires that occurred in china in early 2019 involving vehicles that: 1) had recently completed supercharging sessions; 2) were at a high state-of-charge (soc) of the hv battery; 3) were parked with the battery cooling system shutoff; and 4) had histories of high-stress usage for the hv batteries. The three fires that occurred outside china did not involve the same fact patterns regarding vehicle state and charging history. The two fires that occurred in the united states include one involving a vehicle with no supercharging history that was driving when the fire occurred and another in which the origin of the fire was external to the hv battery. The fifth fire, which also originated external to the hv battery, involved a vehicle in germany that had been parked at a low soc for an extended period. To date, incidents of fires involving parked vehicles with recent supercharging and histories of high-stress use have only been observed in china, where high-stress use factors appear to be more common. Nhtsa is authorized to issue an order requiring notification and remedy of a defect if the agency’s investigation shows a defect in the design, construction, or performance of a motor vehicle that presents an unreasonable risk to safety. 49 u.S.C. §§ 30102(a)(9), 30118. Given the absence of any incidents in the united states related to fast charging, and the absence of any such incidents globally since may 2019, it is unlikely that an order concerning the notification and remedy of a safety-related defect would be issued due to any investigation opened as a result of granting this petition. Therefore, upon full consideration of the information presented in the petition, and the potential risks to safety, the petition is denied. The denial of this petition does not foreclose the agency from taking further action if warranted, or the potential for a future finding that a safety-related defect exists based upon additional information the agency may receive.See docket no. Nhtsa-2020-0104
  

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• Automatic vehicle control systems investigation # PE16007

  On may 7, 2016, a 2015 tesla model s collided with a tractor trailer crossing an uncontrolled intersection on a highway west of williston, florida, resulting in fatal injuries to the tesla driver.Data obtained from the model s indicated that:1) the tesla was being operated in autopilot mode at the time of the collision; 2) the automatic emergency braking (aeb) system did not provide any warning or automated braking for the collision event; and 3) the driver took no braking, steering or other actions to avoid the collision.On june 28, 2016, nhtsa opened pe16-007 to “examine the design and performance of any automated driving systems in use at the time of the crash.”the office of defects investigation (odi) analyzed the following subjects as part of nhtsa’s examination of the design and performance of tesla’s autopilot system:1) automatic emergency braking (aeb) system design and performance in the subject tesla and peer vehicles; 2) human-machine interface issues related to autopilot operating mode; 3) data from crash incidents related to tesla’s autopilot and aeb systems; and 4) changes tesla has implemented in the autopilot and aeb systems.Nhtsa’s examination did not identify any defects in the design or performance of the aeb or autopilotsystems of the subject vehicles nor any incidents in which the systems did not perform as designed.Aeb systems used in the automotive industry through my 2016 are rear-end collision avoidance technologies that are not designed to reliably perform in all crash modes, including crossing path collisions.The autopilot system is an advanced driver assistance system (adas) that requires the continual and full attention of the driver to monitor the traffic environment and be prepared to take action to avoid crashes.Teslas design included a hands-on the steering wheel system for monitoring driver engagement.That system has been updated to further reinforce the need for driver engagement through a "strike out" strategy.Drivers that do not respond to visual cues in the driver monitoring system alerts may "strike out" and lose autopilot function for the remainder of the drive cycle.A safety-related defect trend has not been identified at this time and further examination of this issue does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by nhtsa that no safety-related defect exists.The agency will monitor the issue and reserves the right to take future action if warranted by the circumstances.For more information about the analysis, see the attached report.
  

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My tesla media control unit v2 went to a black dark screen while the car was still on. I just put the car in reverse and the instrument cluster and control unit froze, then did 3 cycles of restarts before coming back on. The whole time i had to press the brake pedal because i wasn't sure if the car had been put back into park by default. Should i have released the brake pedal the car may have rolled into the street and caused an accident if the system failed to allow me to depress the break pedal again. Tesla is doing a "remote" diagnostic but is being very secretive and or non-transparent about the cause of the issue. There was no warning and the cluster and media control unit just froze. This has occurred on 2 previous occasions as well, though thankfully those times i was parked and charging the vehicle rather than about to drive. This is extremely unsafe and quite frankly frightening to drive a vehicle that may at any time shut off without warning not allowing me to pull over or avoid a potential collision.

My vehicle is part of the emmc media chip recall. I have tried repeatedly in past 6 months to have tesla repair my vehicle, which continues to suffer screen blackouts daily during operation. These blackouts render my backup camera blank, creating a major safety concern. Each time i schedule an appointment, tesla will cancel and tell me they do not have the part. They are not complying with the nhtsa recall. I cannot in good faith believe their excuse that part is unavailable given the massive volume of cars they are producing quarterly.

This model's main computer unit (mcu) is malfunctioning by spontaneously rebooting thereby disabling major functions of the vehicle including the rear camera that is enabled when driving the car in reverse. This is a safety hazard since rear visibility is completely disabled during the reboot of the system. As the nhtsa is likely aware, this problem has been previously reported and tesla has previously issued a voluntary recall for this problem. It resolves the problem by installing a larger memory chip (a daughterboard) on the main board to prevent these functions from being disabled. My vehicle was included in this voluntary recall and was expedited to receive the recall after i reported this problem (the problem i reported is apparently different from the one that was the main impetus of the recall). However, the installation of the upgraded memory chip did not resolve the problem that i have been experiencing and the safety hazard persists. I was told at the time of the voluntary recall service appointment that this installation would likely solve the problem that i was experiencing but it has not done so. I have reported these results to tesla and they claim that they are working on a software update to eliminate the problem but they have not provided any timing for the availability of this software update and i continue to experience the effects of the problem on a regular basis. The dealer is aware of the problem and the vehicle was inspected in connection with the voluntary recall. No warming messages are provided in connection with this problem. The mcu also known as the touchscreen in the tesla simply unexpectedly reboots until the the functions are restored, a process that takes several minutes to occur.

Door/door handle. Puts my children at risk, as when i place car in park, door opens on it's own. With or without someone sitting there. Drivers side rear door. Not the first time this has happened. Tesla blames their self-extending door handles. This will happen if i am outside the vehicle and unlock it. Door opens, it also happens if we are driving, and i put the vehicle in park. When the door handles extend, the door opens. My son has unbuckled himself preparing to exit the vehicle, not expecting the door to open on it's own. When it did, if a passing car drove by, the door may even have been ripped off and/or my child injured. Thankfully, this time, he only got a few scrapes when he hit the concrete. The whole mess of the self-extending door handles has been a nightmare since the beginning. These handles have caused endless problems, and have been replaced on both my current and previous tesla model s multiple times, at minimum fifteen door handles have been replaced. I would need to go through countless service invoices to get an exact number. A door handle should operate problem free for the life of the vehicle. I should not have so many problems with one of the most basic functions of the vehicle.

Pulling my car out of my driveway, i heard a loud pop noise and the steering wheel refused to turn. Attempting to turn the wheel at all resulted in a grinding noise because the entire front driver side wheel was shifted backward and was resting on the rear of the wheel well liner. I had the vehicle flatbedded to the tesla service center and they told me one of the fore links had failed. They blamed it on an impact or pothole, neither of which actually happened. After researching online, i've come to find there have been many documented failures of this same part - for no reason at all. Tesla even recognized they had a manufacturing issue and even issued a recall in china. This could have been a very dangerous situation. There was no warning, no cause, and the car has only 50k miles. I asked them to save the parts as i'm sure upon expert examination, they would prove to be defective.

This automobile has had the tesla recall completed, replacing the 8gb with the 64gb. However, this fix is temporary and after a few months the control and information screens are malfunctioning and with ever-increasing frequency. I understand tesla’s recent update ensures basic driving functions will continue to be operational during a screen blackout but it’s at best distracting and at worst plain dangerous depending on how lights/hvac are set prior to the screen freeze, not to mention distractions associated with a sudden loss of navigation and an inability to control other components. As a frequent highway driver this is dangerous, even after experiencing various versions of this event. Per service dept., the only existing actual (non-temporary) repair for this is replacement with the newer version of the mcu, yet tesla insists on using language as a loophole, calling the mcu2 an upgrade- which it was, but now as the sole remedy to restore previously existing functionality and safe operation of the effected vehicles, this should not be categorized as an option or an upgrade. Owners should have a better course of action than having to pay for an unwanted “upgrade” to regain original functionality.

My tesla regularly has the instrument panel and center display go completely black and turn off while driving. This includes not being able to adjust climate control, access rear view backup camera, use lane indicators and determine speed or status of autopilot and driving safety features. I have noted this to tesla service center on 3 occasions and they refuse to provide thr necessary repair under the applicable recall notice 21v-035.

The contact owns a 2016 tesla model s. The contact stated while driving at various speeds, there was an abnormal popping sound coming from the front passenger’s side tire. The contact stated that the failure caused damage to the passenger’s side front fender. The contact took the vehicle to a tesla service center where the mechanic discovered a defective front fore link. Due to the failure, the driver’s and passenger’s side fore links were replaced at the service center's recommendation. The manufacturer was not notified of the failure. The vehicle was repaired. The failure mileage was approximately 71,000.

Front suspension lower fore link broke; this led to a car that cannot be moved in the middle of the road; tesla knows about it, they have 2 bulletins on it, but do not replace them, despite being a road hazard