2017 Tesla Model S

425 complaints on file, page 1 of 22.

1. Filed Oct 1, 2026Failure May 1, 2026Schaumburg, ILElectrical system, Exterior lighting

   day time running light on driver side headlight burned out, it cannot be replaced, you have to replace the whole headlight assembly which costs about $1,000.00 plus labor, I think this is not right , on my other. cars I can change the running light myself and only cost a couple. of dollars

   NHTSA complaint 11768294
2. Filed Aug 21, 2026Failure Mar 12, 2026Atlanta, GAUnknown or otherCrash

   While using Tesla's Actually Smart Summon feature via the phone app in a hospital parking garage, my unoccupied 2017 Model S initiated an unexpected turning maneuver and struck a clearly visible parked SUV (a 2019 Toyota RAV4). I was within line of sight and actively supervising per Tesla's instructions, but the vehicle turned into the parked car without any meaningful opportunity to intervene before impact. The failure appears to involve the Summon system's object detection, path planning, or control logic. The incident occurred at low speed. Both vehicles sustained property damage; there were no injuries. The vehicle's own cameras captured the entire incident; full video is available on request and still frames are attached. I reported the incident to my local Tesla service center the same day; no investigation was performed. On 3/13/2026 I formally requested all data associated with my vehicle for the day of the incident, specifically including moment-by-moment vehicle system data: Summon session logs and command history, telemetry and event data recorder data, sensor and object detection outputs, and path planning/control decision data. Tesla provided only basic account-level data and did NOT provide any of the requested vehicle-level event data. A formal notice of defect and evidence preservation demand sent to Tesla Legal on 5/2/2026 received only automated replies. Although I have contacted Tesla many times by phone and email since the incident (first written claim 3/30/2026 went unanswered), Tesla has refused to follow up: apart from two brief emails from a corporate case representative on 5/4/2026 and 5/11/2026, my litigation hold and data preservation requests and all subsequent emails and calls have received no response. The vehicle remains unrepaired and available for inspection. My insurer has paid the other party's property damage claim.

   NHTSA complaint 11758489
3. Filed Aug 18, 2026Failure Aug 17, 2026Leesburg, VAWarning, Steering

   Backing out of driveway, the steering wheel was very hard to turn. The dash indicated the steering assist feature wasn't working. After restarting the software and the problem persisting, I investigated the assist motor/pump and found that the ground to the chassis was very corroded. I attempted to remove the nut to clean contacts and it sheared off. The grounding post had corroded through (white galvanic corrosion). I attached the assist motor ground to another point on the chassis and the power steering worked again.

   NHTSA complaint 11757600
4. Filed Aug 9, 2026Failure Aug 8, 2026Woodstock, GAElectrical system

   2017 Tesla Model S P100D. Vehicle received a paid MCU2 infotainment upgrade (MCU1 to MCU2), which replaced both the center touchscreen computer and the instrument cluster. The original MCU1 architecture used an independent computer for the instrument cluster, providing redundancy. The MCU2 retrofit consolidated both displays onto a single processor with no fallback mode. The first MCU2 replacement unit experienced a touchscreen digitizer failure — touch input stopped responding but the displays remained powered and the instrument cluster continued to function. Tesla replaced it with a second MCU2 unit. The second MCU2 unit has experienced three complete blackout events where both the center display and the instrument cluster simultaneously lose all power — no backlight, no image, no data. One of these events occurred while driving at speed on the road. I lost all instrumentation: speedometer, gear indicator, turn signal feedback, warning lamps, backup camera, and climate controls. I had to pull over with no way to confirm my speed or signal to other drivers. The vehicle remained mechanically drivable — steering, brakes, and motor continued to function. During the recent blackout a few days back, the vehicle had been stored in a closed garage and was not heat-soaked. I have video evidence of the car with both screens completely dead while the vehicle is in gear and moving. A scroll-wheel reboot restored the screens each time. This is my fourth service visit to Tesla for this upgrade. The MCU2 architecture provides no independent fallback display for critical safety information such as speed, gear state, or warning indicators during a processor crash. The prior MCU1 system maintained instrument cluster functionality independently of the infotainment computer.

   NHTSA complaint 11755807
5. Filed Jul 22, 2026Failure Jul 9, 2026Natick, MAElectrical system

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

   NHTSA complaint 11752080
6. Filed Jun 23, 2026Failure Jun 23, 2026san francisco, CABody

   Trunk latch fails, trunk latch safety mechanism also failed so manual release does not work. This is a safety issue

   NHTSA complaint 11745960
7. Filed Jun 14, 2026Failure Jun 14, 2026Columbus, OHAdaptive cruise control, Steering

   This happens about 30%to 40% of the time when using Full Self Driving Supervised on HW3, FSD version 12.6.4, software version 2026.14.6. When changing marked lanes to the right, either initiated by FSD or the driver asking FSD to move to the right by engaging the right turn signals, it will do one of 2 things: 1. Change lanes properly about 70% of the time 2. Start and abort the lane. Hange swerving back and forth between the 2 lanes, ot 3. Does nothing and drives straight without changing lanes, all the while with the turn signals on. #2 is particularly dangerous.

   NHTSA complaint 11744026
8. Filed Apr 25, 2026Failure Apr 25, 2026Columbus, OHWarnings

   Using FSD. Stopped at a stop sign making a UPL into a 4-lane 35 MPH posted street. TWICE now there was a small opening which would require an aggressive accelerator - it started the turn stopping a full car length into the first lane and decides it's going to wait for closing traffic from the right. Obviously stopping in the middle of new oncoming traffic from the left is not very wise. This has happened 3 times with 2026.8.3 and I've never seen it before - twice i gunned it to force the short turn but missed it once. Definitely a pucker maneuver.

   NHTSA complaint 11733796
9. Filed Apr 3, 2026Failure Jan 30, 2026San Jose, CASensorsCrash

   Here’s a clear, professional paragraph you can use for your NHTSA report: ⸻ While using Tesla’s Auto Summon feature in a controlled parking environment, my vehicle (2017 Tesla Model S) made unintended contact with a stationary garage pillar. At the time, I was actively supervising the vehicle as required, and it was operating at low speed. The vehicle appeared to misjudge clearance while maneuvering, resulting in a sideswipe to the front passenger side and damage to the side mirror. This incident posed a safety risk as the vehicle’s automated steering did not maintain adequate distance from a fixed object, which could present greater danger in tighter environments or near pedestrians. There were no warning lamps, alerts, or abnormal sounds prior to the incident to indicate an imminent issue. No emergency crews responded, and there were no injuries. The collision involved only a stationary object (garage pillar).

   NHTSA complaint 11729097
10. Filed Mar 11, 2026Failure Mar 3, 2026Sonora, CAElectrical system

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

    NHTSA complaint 11723641
11. Filed Feb 15, 2026Failure Dec 1, 2025Tustin, CAUnknown or other

    I am reporting a serious safety defect regarding the front control arms on my 2017 Tesla Model S (VIN: [XXX] ). The front control arm bushings are failing, with visible cracking and tearing, as documented by a certified mechanic. These failures directly compromise vehicle steering, handling, and safety, creating a high risk of loss of control or accident. Tesla has issued a known service bulletin related to this issue, yet refused to perform repairs free of charge, despite acknowledging the bulletin exists. Timeline of Communications and Attempts to Resolve: Dec 2015 – First reported issue to Tesla Service Center. Inspection was refused without a payment of $270. Tesla claimed the vehicle was out of warranty and refused free inspection or repair. Independent Mechanic Inspection – Confirmed front control arm bushings are cracked/ripped; photos were taken. Dec 27, 2025 – Email sent to [XXX] . Received a call from a local Tesla center stating nothing could be done because the car was out of warranty. I explained it is a safety issue, but it was disregarded. Jan 10 and Jan 18, 2026 – Follow-up emails sent to [XXX] , but no response was received. Jan 23, 2026 – Email sent to [XXX] , documenting safety concerns and service bulletin reference; no acknowledgment or response was received. I and Tesla have all the emails amd photos but unfortunately I was nit able to attach. If requested I can email or fi d out ways to shareholders. Please let me know. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

    NHTSA complaint 11718165
12. Filed Feb 1, 2026Failure Feb 1, 2026Kansas City, MOSuspension

    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.

    NHTSA complaint 11714816
13. Filed Jan 13, 2026Failure Dec 3, 2025Morgan Hill, CAAdaptive cruise control, Warning, Unknown or other

    CRITICAL SAFETY FAILURE: Loss of Driver Override and Extreme HMI/Signaling Latency. 1. Loss of Override & Unintended Acceleration: While operating FSD (Supervised), the vehicle ignored a 65 mph set-point and accelerated to 80 mph. I attempted to reduce speed by pulling down on the steering stalk 4-5 times, but the vehicle ignored all manual inputs, requiring a hard disengagement. 2. Lane Departure / Path Failure: The vehicle failed to maintain lane centering, specifically crossing over the centerline into opposing traffic. This occured without warning or system-initiated steering alerts 3. False Signaling / Path Failure: I’ve seen at least two occurrences where system exhibits dangerous signaling conflicts, such as activating a right-turn signal while simultaneously executing a left-turn maneuver. One time it was on a 45–55 mph rural corridor where trailing drivers frequently overtake slower vehicles. A false right-turn signal acts as a dangerous "all-clear" for a trailing driver to pass on the left, creating a high- probability broadside collision scenario when the Tesla physically executes its left turn. I have no idea if this has occurred more than these two times as I don’t check this. The other time I caught on video, by chance, as I was trying to capture the surging behavior to show the Tesla service center 4. Audio & Visual HMI Latency: Audible instructions arrive 100+ feet after turns, and the map UI auto-zooms away from the driver’s focus, requiring constant manual screen contact to view street names. This forces significant Visual-Manual Distraction. 5. Confirmed Inadequacy: Tesla Service Invoice #[XXX] (Jan 27, 2025) documents: 'The current computer is a little too slow for full self driving function...' confirming the hardware is unfit for safety-critical processing. This incident is directly relevant to NHTSA Investigation PE25012. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

    NHTSA complaint 11710572
14. Filed Dec 4, 2025Failure Dec 4, 202598,787 milesWestbrook, MEForward collision avoidanceCrash

    The contact owned a 2017 Tesla Model S. The contact stated that while starting the vehicle, an Autopilot disabled warning message system was displayed a day prior. The contact reached out to the Tesla hotline for assistance regarding the failure. The contact was advised to continue driving the vehicle, and the system error message was expected to clear. The contact stated that after multiple drives, the warning message did not disappear. The contact stated that while coming to a stop, the brake system became inoperable. The contact stated that the vehicle then accelerated to approximately 35 MPH, causing the contact to rear-end another vehicle. Multiple warning messages were displayed, including: traction and stability control disabled, automatic emergency braking system fault, battery management system critical fault, and electrical system reduced, as reported through Tesla chat assistance. The contact also stated that all air bags deployed. No injuries were sustained, and no medical attention was provided. A police report was filed. The vehicle was towed and deemed a total loss. The dealer was contacted; however, the vehicle was not diagnosed or repaired. The manufacturer was not made aware of the failure. The approximate failure mileage was 98,787.

    NHTSA complaint 11703016
15. Filed Nov 28, 2025Failure Nov 26, 2025Yorba Linda, CAElectrical system, Fuel/propulsion system, Power train

    This is a supplemental filing to my prior NHTSA complaint (#11697718) regarding a high-voltage isolation fault and shutdown risk. The vehicle displayed warnings including “vehicle may shut down during driving,” “may not charge,” and repeated BMS isolation fault messages. It became inoperable at a public charging station. The manufacturer confirmed isolation faults in the drive unit and the A/C compressor. Their own service notes stated that the vehicle “may shut down during regular driving” and that charging “may not be safe.” Despite this, the vehicle was left at 0% state of charge for an extended period and then charged by the manufacturer. They later stated to a regulator that the vehicle was “trickle charged at 1 amp for 6 hours,” but the vehicle’s range increased by approximately 100 miles, which is not physically possible at that charging current (1 amp at 240V for 6 hours = 1.44 kWh ≈ 4–5 miles). This discrepancy suggests the vehicle may have been charged at a higher rate than claimed and without proper cooling, despite the documented A/C failure that is necessary for battery thermal management. Battery condition is unknown because the manufacturer refused to perform or provide a battery health analysis, isolation resistance values, thermal logs, or charging session data. The safety defect could not be verified as repaired. While this safety issue remained unresolved, the manufacturer rejected a Tesla roadside tow arranged under regulator instruction to second service center and instead arranged an unauthorized tow to remove the vehicle from their facility without my consent. The vehicle was taken to a non-manufacturer storage lot while still in an unsafe state. I am concerned about: • high-voltage isolation faults, • shutdown risk during driving, • unsafe charging performed by the manufacturer, • possible battery damage from low SOC and charging without A/C cooling, and • mishandling of an active safety defect. The vehicle is available for inspection.

    NHTSA complaint 11701872
16. Filed Nov 23, 2025Failure Nov 14, 2025Orlando, FLSteering, Suspension, Unknown or other

    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)

    NHTSA complaint 11701035
17. Filed Nov 22, 2025Failure Nov 14, 2025Orlando, FLSteering, Suspension

    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.

    NHTSA complaint 11701014
18. Filed Nov 13, 2025Failure Nov 12, 2025Yorba Linda, CAElectrical system, Engine, Power train

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

    NHTSA complaint 11699154
19. Filed Nov 5, 2025Failure Oct 7, 2025Yorba Linda, CAElectrical system

    While charging at a Tesla Supercharger, the vehicle began making extremely loud mechanical noises on October 7, 2025, as if something inside the high-voltage system was about to explode. A warning appeared stating “Vehicle may shut down at any time.” A service request was opened the next day. Tesla scheduled the first available appointment nearly a month later, leaving the vehicle unsafe to drive. Before that appointment date, on October 31, 2025, the vehicle completely shut down at a Supercharger and could not be restarted. Tesla Roadside Assistance was dispatched three times before the car was successfully towed to a Tesla Service Center. The failure was diagnosed by the service center as a high-voltage isolation fault logged in the Battery Management System. The problem disables the vehicle suddenly and without warning, posing a serious safety hazard if it occurs while driving. Warning lamps and shutdown messages were present prior to the failure. Tesla service staff stated they could not access diagnostic data until the customer paid for unrelated parts (12-volt battery and A/C compressor). After being challenged, they later retrieved limited battery data proving that the high-voltage system had recorded faults. Tesla has not yet issued a written warranty determination or performed a full battery inspection. The incident demonstrates that a high-voltage battery isolation fault can cause the vehicle to become completely inoperable and may create risk of sudden loss of power while driving or charging. The component (battery pack and related electrical systems) remains in Tesla’s possession and can be inspected upon request.

    NHTSA complaint 11697718
20. Filed Sep 23, 2025Failure Sep 23, 2025Natick, MAElectrical system, Exterior lighting

    I have documented examples of 3 total incidents now where a Tesla OTA "Update" on my vehicle caused a safety issue. Event 1: Nov 27, 2025. Tesla OTA Update renders my left turn light non-functional for ~24 hours. Resolution per forums only was to not touch the card for 24 hours to allow it to shift into "sleep" mode which would resolve the issue. Instructions were that only a service center could resolve the issue. Event 2: Sept 3, 2025. Tesla OTA Update renders my car unable to charge. The issue is resolved following a ~24 hour "sleep" cycle which allows my car to somehow resume charging. Telsa advised the only resolution was to come in for service and to replace a $3000 part. Event 3: Sept 23, 2025. Tesla OTA Update once again renders my car unable to use it's left turn light. Power cycling the vehicle was able to resolve the issue but once again the instructions was only that service could resolve the issue. Each "update" risks sigificant "safety" related issues and Tesla's only resolution is to pay hundreds of dollars for someone to "troubleshoot" that which shouldn't be a problem.

    NHTSA complaint 11689254