2018 Tesla Model 3 problems

SUSPENSION

My 2018 Tesla Model 3 suffered a catastrophic detachment of the right front lower lateral link from the subframe, while merging on the freeway, causing an immediate risk of a collision or injury. My VIN is not listed under the Recall 23V235000, but this failure matches the exact safety risk currently being investigated by the Office of Defects Investigation under Active Investigation PE26006. The manufacturer must extend the recall coverage to this VIN block.

NHTSA complaint #11763975 — an unverified report by a vehicle owner.

SEAT BELTS

Driving tghe 2018 Model 3 with around 75K miles, the warning "FRONT LEFT SAFETY RESTRAINT SYSTEM ISSUE" keeps popping up and staying on the center console. Tesla said car is out of warranty and have to pay upto $2000 to fix it.

NHTSA complaint #11763805 — an unverified report by a vehicle owner.

AIR BAGS

Driving tghe 2018 Model 3 with around 75K miles, the warning "FRONT LEFT SAFETY RESTRAINT SYSTEM ISSUE" keeps popping up and staying on the center console. Tesla said car is out of warranty and have to pay upto $2000 to fix it.

NHTSA complaint #11763805 — an unverified report by a vehicle owner.

UNKNOWN OR OTHER

Driving tghe 2018 Model 3 with around 75K miles, the warning "FRONT LEFT SAFETY RESTRAINT SYSTEM ISSUE" keeps popping up and staying on the center console. Tesla said car is out of warranty and have to pay upto $2000 to fix it.

NHTSA complaint #11763805 — an unverified report by a vehicle owner.

SUSPENSION

During a routine inspection by an independent mechanic, it was discovered that the front lower compliance link (control arm) bushings are severely cracked on both the left and right sides of my 2018 Tesla Model 3. Both the compliance links and the lateral links require immediate replacement to prevent a catastrophic structural failure. Tesla Service has provided a repair estimate of $2,012.00 to fix the issue, which they are refusing to cover under warranty or past recalls. Safety Consequence: Cracked and failing compliance link bushings compromise the structural integrity of the front suspension. If these suspension links completely separate or fail while driving at highway speeds, it could cause an immediate loss of steering control, severe wheel misalignment, or a wheel detachment, creating an extreme risk of a high-speed crash. Relevance to Active Investigations: I am filing this complaint specifically to be included in the NHTSA's active Preliminary Evaluation (PE26006) regarding front lower suspension link detachments on 2018–2020 Model 3 vehicles. The failure of my vehicle's compliance links demonstrates that the front suspension components on early Model 3 production units are experiencing premature structural degradation and wear that goes well beyond the scope of Tesla's previously limited lateral link recalls (23V-235 and 21V-835).

NHTSA complaint #11762903 — an unverified report by a vehicle owner.

POWER TRAIN

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

NHTSA complaint #11762441 — an unverified report by a vehicle owner.

VEHICLE SPEED CONTROL

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

NHTSA complaint #11762441 — an unverified report by a vehicle owner.

ELECTRICAL SYSTEM

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

NHTSA complaint #11762441 — an unverified report by a vehicle owner.

SERVICE BRAKES

The break line ruptured causing loss of hydraulic pressure. The root cause was corrosion of the break line. This caused a major safety risk as I was unable to stop/slow the car down and had to coast to a stop. This is a known problem as addressed in Tesla's service bulletin SB-26-33-001. Tesla chose not to do a recall nor inform it's customers to get it inspected. The cost to replace the break line with corrosion resistant parts (as should have been done in the original design given that these cars as sold in the north east) is significant.

NHTSA complaint #11761910 — an unverified report by a vehicle owner.

STEERING

This is a follow-up to a previously submitted complaint regarding the same issue. I am submitting this update to reference NHTSA's recently opened investigation into 2018-2019 Tesla Model 3 suspension failures. Previous complaint ID is 11732882.

NHTSA complaint #11761140 — an unverified report by a vehicle owner.

SUSPENSION

This is a follow-up to a previously submitted complaint regarding the same issue. I am submitting this update to reference NHTSA's recently opened investigation into 2018-2019 Tesla Model 3 suspension failures. Previous complaint ID is 11732882.

NHTSA complaint #11761140 — an unverified report by a vehicle owner.

SUSPENSION

2018 Tesla Model 3, VIN [XXX], approximately 58,736 miles. Front lower suspension lateral link (fore link) separated from the subframe on the right (passenger) front. The fastener that attaches the link to the subframe backed out and is missing. The link is hanging down and the right front wheel sits at a visibly different angle compared to the left, indicating the alignment has shifted. I discovered the hanging component while the vehicle was parked; there was no impact or off-road use. The vehicle is not being driven and is being towed to service. This is the same failure mode addressed in NHTSA recalls [XXX] and [XXX] (Tesla [XXX]) and currently under investigation in [XXX]. My VIN is not included in either recall per the NHTSA VIN lookup. Photos of the separated link and wheel angle are attached. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA complaint #11759927 — an unverified report by a vehicle owner.

STRUCTURE:BODY:DOOR:HANDLE:EXTERIOR

The contact owns a 2018 Tesla Model 3. While a passenger was attempting to enter the vehicle, the contact sustained a cut to the hand, which was caused by the exterior door handle. The contact stated that over time, the edges of the flush door handles had degraded and become progressively sharper and posed a threat to anyone attempting to open the doors. The dealer was notified of the failure. The vehicle was not repaired. The manufacturer was notified of the failure. The failure mileage was 64,402.

NHTSA complaint #11759555 — an unverified report by a vehicle owner.

UNKNOWN OR OTHER

I was driving normally and drove in a dip in the road. The vehicle went completely into auto drive, leaving me helpless behind the wheel. It spun and swerved wildly for 30-45 seconds on a neighborhood street resulting in the left rear tire and the rim being mangled. When it was spinning out of control, the left rear tire was seemingly stuck, dragging in whichever direction it chose. Thankfully, no one, pedestrians or other vehicles were injured or damaged. This was a truly terrifying experience.

NHTSA complaint #11758873 — an unverified report by a vehicle owner.

SUSPENSION

I was driving normally and drove in a dip in the road. The vehicle went completely into auto drive, leaving me helpless behind the wheel. It spun and swerved wildly for 30-45 seconds on a neighborhood street resulting in the left rear tire and the rim being mangled. When it was spinning out of control, the left rear tire was seemingly stuck, dragging in whichever direction it chose. Thankfully, no one, pedestrians or other vehicles were injured or damaged. This was a truly terrifying experience.

NHTSA complaint #11758873 — an unverified report by a vehicle owner.

SEAT BELTS

My 2018 Tesla Model 3 displayed alert RCM_a056, “Front Passenger Safety Restraint System Fault.” The warning may affect correct detection of a passenger and operation of the passenger restraint/airbag system. Tesla quoted approximately $705 but has not identified the failed component or explained whether the condition is related to known front-seat wiring or occupant-classification failures. Tesla Repair Bulletin SB-21-17-005 recognizes that electrical harnesses in 2017–2019 Model 3 front seats can be damaged through repeated seat movement and trigger restraint-system alerts, although that bulletin specifically lists codes RCM_a021 and RCM_a022. I am reporting RCM_a056 because it affects the same general front-passenger safety-restraint system and appears to be reported by other early Model 3 owners. I am concerned that an occupant may not be properly classified or protected in a collision.

NHTSA complaint #11758611 — an unverified report by a vehicle owner.

AIR BAGS

My 2018 Tesla Model 3 displayed alert RCM_a056, “Front Passenger Safety Restraint System Fault.” The warning may affect correct detection of a passenger and operation of the passenger restraint/airbag system. Tesla quoted approximately $705 but has not identified the failed component or explained whether the condition is related to known front-seat wiring or occupant-classification failures. Tesla Repair Bulletin SB-21-17-005 recognizes that electrical harnesses in 2017–2019 Model 3 front seats can be damaged through repeated seat movement and trigger restraint-system alerts, although that bulletin specifically lists codes RCM_a021 and RCM_a022. I am reporting RCM_a056 because it affects the same general front-passenger safety-restraint system and appears to be reported by other early Model 3 owners. I am concerned that an occupant may not be properly classified or protected in a collision.

NHTSA complaint #11758611 — an unverified report by a vehicle owner.

VISIBILITY/WIPER

Incident / Safety Defect Summary: A certified Tesla mobile service technician improperly calibrated the low-beam headlights on my 2018 Tesla Model 3, causing a severe reduction in forward night visibility and creating an immediate roadway crash hazard in direct violation of FMVSS 108 illumination standards. Detailed Description of the Safety Failure: Improper Calibration Environment: The technician attempted to perform the headlight alignment procedure inside a closed residential garage with approximately 12 inches of clearance between the front bumper and the garage door. Standard automotive and manufacturer procedures require either a level 25-foot standoff from an aiming target or a dedicated optical aiming tool. At 12 inches, optical beam geometry and cutoff steps cannot be evaluated. Extreme Downward Misadjustment: The technician bypassed standard cutoff alignment and manually adjusted both headlights down to their absolute lowest mechanical limit using the vehicle interface. Safety Impact: The usable beam throw is now restricted to only a few feet in front of the vehicle's bumper. At standard driving speeds, especially during early morning and nighttime commutes, the vehicle completely overdrives the low beams, rendering road hazards, lane markings, and pedestrians invisible until impact is imminent. Manufacturer Failure to Triage Safety Rework: When reported to Tesla Service as an urgent safety-critical failure caused directly by their technician, the service center refused immediate safety triage/rework and scheduled resolution days out, leaving an unsafe vehicle in service.

NHTSA complaint #11758477 — an unverified report by a vehicle owner.

SEATS

My Tesla Model 3 has a persistent RCM_a056 alert indicating a problem with the front passenger occupancy detection system. The unresolved fault affects the operation of the front passenger airbag system. I paid Tesla approximately $1,000 for a repair intended to resolve this problem. Tesla replaced multiple components associated with the passenger seat/occupancy detection system, including the sensor, wiring, and other safety-system components. The repair did not resolve the problem. The RCM_a056 alert remained unchanged after the repair. I returned the vehicle to Tesla for further diagnosis. Tesla tested the individual components and documented that they found “no issues present,” but the RCM_a056 alert remained. Tesla then recommended replacing the entire passenger seat assembly at a cost of approximately $3,000. When I asked what diagnostic evidence indicated that the seat assembly was defective, I was told that they had no specific evidence that replacing the seat would resolve the problem. They were unable to identify a failed component and indicated that replacing the entire seat was the only remaining repair they could suggest. I am concerned that this represents an unresolved safety-system defect. I have already paid approximately $1,000 for a repair that did not resolve the fault, and Tesla is now recommending another $3,000 repair without identifying the cause of the failure. The vehicle remains unavailable for normal use because of the unresolved passenger restraint/airbag-system fault. I am requesting that NHTSA document and investigate this potential safety defect, particularly if other Tesla Model 3 vehicles are experiencing the same persistent occupancy-detection failure.

NHTSA complaint #11758370 — an unverified report by a vehicle owner.

AIR BAGS

My Tesla Model 3 has a persistent RCM_a056 alert indicating a problem with the front passenger occupancy detection system. The unresolved fault affects the operation of the front passenger airbag system. I paid Tesla approximately $1,000 for a repair intended to resolve this problem. Tesla replaced multiple components associated with the passenger seat/occupancy detection system, including the sensor, wiring, and other safety-system components. The repair did not resolve the problem. The RCM_a056 alert remained unchanged after the repair. I returned the vehicle to Tesla for further diagnosis. Tesla tested the individual components and documented that they found “no issues present,” but the RCM_a056 alert remained. Tesla then recommended replacing the entire passenger seat assembly at a cost of approximately $3,000. When I asked what diagnostic evidence indicated that the seat assembly was defective, I was told that they had no specific evidence that replacing the seat would resolve the problem. They were unable to identify a failed component and indicated that replacing the entire seat was the only remaining repair they could suggest. I am concerned that this represents an unresolved safety-system defect. I have already paid approximately $1,000 for a repair that did not resolve the fault, and Tesla is now recommending another $3,000 repair without identifying the cause of the failure. The vehicle remains unavailable for normal use because of the unresolved passenger restraint/airbag-system fault. I am requesting that NHTSA document and investigate this potential safety defect, particularly if other Tesla Model 3 vehicles are experiencing the same persistent occupancy-detection failure.

NHTSA complaint #11758370 — an unverified report by a vehicle owner.

SUSPENSION

On July 10, 2026, while driving, I started to hear a rattling metal noise coming from under the right front side of the car. When making turns, the noise gets louder, less when driving straight. When I got home, I looked under the car and found a large metal piece hanging down adjacent to the right front tire. When the Tow Truck came to pick up the car, the right front tire started to get loose aiming to the right. Took the car to a Tesla Service Center and a new Correction Links - Lateral - Lower Front - Pair (Remove & Replace) Remove and Replace.

NHTSA complaint #11758101 — an unverified report by a vehicle owner.