2022 Tesla Model 3 problems

UNKNOWN OR OTHER

At approximately 32,916 miles, the powered trunk lift strut on my 2022 Tesla Model 3 separated from its mounting ball stud during normal use. There was no collision or external impact. When the strut separated, it struck the rear glass and caused the glass to break. Tesla inspected and repaired the vehicle. Tesla’s final service invoice states: “Strut failure was responsible for breaking back glass.” I am concerned that failure of the powered trunk strut attachment on a relatively low-mileage vehicle can cause broken glass and may create a safety risk.

NHTSA complaint #11762112 — an unverified report by a vehicle owner.

STRUCTURE:BODY

At approximately 32,916 miles, the powered trunk lift strut on my 2022 Tesla Model 3 separated from its mounting ball stud during normal use. There was no collision or external impact. When the strut separated, it struck the rear glass and caused the glass to break. Tesla inspected and repaired the vehicle. Tesla’s final service invoice states: “Strut failure was responsible for breaking back glass.” I am concerned that failure of the powered trunk strut attachment on a relatively low-mileage vehicle can cause broken glass and may create a safety risk.

NHTSA complaint #11762112 — an unverified report by a vehicle owner.

VISIBILITY/WIPER

At approximately 32,916 miles, the powered trunk lift strut on my 2022 Tesla Model 3 separated from its mounting ball stud during normal use. There was no collision or external impact. When the strut separated, it struck the rear glass and caused the glass to break. Tesla inspected and repaired the vehicle. Tesla’s final service invoice states: “Strut failure was responsible for breaking back glass.” I am concerned that failure of the powered trunk strut attachment on a relatively low-mileage vehicle can cause broken glass and may create a safety risk.

NHTSA complaint #11762112 — an unverified report by a vehicle owner.

ELECTRICAL SYSTEM

My 2022 Tesla Model 3 Long Range has developed a failure of the Autopilot/ADAS computer. The AP computer remains installed in the vehicle and is available for inspection. The vehicle operated normally before software update 2026.26.6. Following the update, Driving Visualization and Autopilot began going offline, along with automatic headlights, automatic turn signals, emergency braking, collision and traffic warnings. The failures have continued despite software/firmware reinstall, DAS reset, camera calibration, and hard reset. Tesla Service inspected the vehicle and confirmed that the AP computer is defective and recommended replacement at approximately $2,600. I paid $120 for Tesla's diagnostic assessment. Service Mode has recorded repeated AP watchdog/kernel-panic events, including APS_w169_TurboA_SCS_LKUP, APS_w134_appMIA, APS_w135_appCritical, and PM_a041_dasMIA. The vehicle has also recorded simultaneous exits of multiple camera streams, sometimes causing camera feeds to go black while driving. Service Mode has shown the AP ECU in Coreboot/INIT, intermittent loss of communication between the AP ECU and infotainment ECU, missing GNSS Ethernet communication, and unavailable AP temperature telemetry. This creates a safety concern because multiple safety-related driver-assistance and camera-dependent systems can unexpectedly become unavailable while driving. The vehicle remains manually drivable, but the driver must unexpectedly operate without previously available functions. The failure can also affect automatic headlights and turn signals, requiring manual operation. I am reporting this as a potential safety defect because multiple ADAS/camera systems fail simultaneously and the AP computer repeatedly crashes/reboots. The failure began after a software update, although Tesla has stated that some alerts predated the update. Due to the GPS board contacting the autopilot first before the infotainment, precise location is off and navigation is unavailable.

NHTSA complaint #11760929 — an unverified report by a vehicle owner.

FORWARD COLLISION AVOIDANCE: ADAPTIVE CRUISE CONTROL

My 2022 Tesla Model 3 Long Range has developed a failure of the Autopilot/ADAS computer. The AP computer remains installed in the vehicle and is available for inspection. The vehicle operated normally before software update 2026.26.6. Following the update, Driving Visualization and Autopilot began going offline, along with automatic headlights, automatic turn signals, emergency braking, collision and traffic warnings. The failures have continued despite software/firmware reinstall, DAS reset, camera calibration, and hard reset. Tesla Service inspected the vehicle and confirmed that the AP computer is defective and recommended replacement at approximately $2,600. I paid $120 for Tesla's diagnostic assessment. Service Mode has recorded repeated AP watchdog/kernel-panic events, including APS_w169_TurboA_SCS_LKUP, APS_w134_appMIA, APS_w135_appCritical, and PM_a041_dasMIA. The vehicle has also recorded simultaneous exits of multiple camera streams, sometimes causing camera feeds to go black while driving. Service Mode has shown the AP ECU in Coreboot/INIT, intermittent loss of communication between the AP ECU and infotainment ECU, missing GNSS Ethernet communication, and unavailable AP temperature telemetry. This creates a safety concern because multiple safety-related driver-assistance and camera-dependent systems can unexpectedly become unavailable while driving. The vehicle remains manually drivable, but the driver must unexpectedly operate without previously available functions. The failure can also affect automatic headlights and turn signals, requiring manual operation. I am reporting this as a potential safety defect because multiple ADAS/camera systems fail simultaneously and the AP computer repeatedly crashes/reboots. The failure began after a software update, although Tesla has stated that some alerts predated the update. Due to the GPS board contacting the autopilot first before the infotainment, precise location is off and navigation is unavailable.

NHTSA complaint #11760929 — an unverified report by a vehicle owner.

FORWARD COLLISION AVOIDANCE: AUTOMATIC EMERGENCY BRAKING

My 2022 Tesla Model 3 Long Range has developed a failure of the Autopilot/ADAS computer. The AP computer remains installed in the vehicle and is available for inspection. The vehicle operated normally before software update 2026.26.6. Following the update, Driving Visualization and Autopilot began going offline, along with automatic headlights, automatic turn signals, emergency braking, collision and traffic warnings. The failures have continued despite software/firmware reinstall, DAS reset, camera calibration, and hard reset. Tesla Service inspected the vehicle and confirmed that the AP computer is defective and recommended replacement at approximately $2,600. I paid $120 for Tesla's diagnostic assessment. Service Mode has recorded repeated AP watchdog/kernel-panic events, including APS_w169_TurboA_SCS_LKUP, APS_w134_appMIA, APS_w135_appCritical, and PM_a041_dasMIA. The vehicle has also recorded simultaneous exits of multiple camera streams, sometimes causing camera feeds to go black while driving. Service Mode has shown the AP ECU in Coreboot/INIT, intermittent loss of communication between the AP ECU and infotainment ECU, missing GNSS Ethernet communication, and unavailable AP temperature telemetry. This creates a safety concern because multiple safety-related driver-assistance and camera-dependent systems can unexpectedly become unavailable while driving. The vehicle remains manually drivable, but the driver must unexpectedly operate without previously available functions. The failure can also affect automatic headlights and turn signals, requiring manual operation. I am reporting this as a potential safety defect because multiple ADAS/camera systems fail simultaneously and the AP computer repeatedly crashes/reboots. The failure began after a software update, although Tesla has stated that some alerts predated the update. Due to the GPS board contacting the autopilot first before the infotainment, precise location is off and navigation is unavailable.

NHTSA complaint #11760929 — an unverified report by a vehicle owner.

FORWARD COLLISION AVOIDANCE: ADAPTIVE CRUISE CONTROL

With its latest upgrade, 2026.20.6.11 with full self-driving V14 Light, Tesla no longer allows users to set a max speed. This is very dangerous, especially in school zones where the vehicle, with Full Self-Driving, consistently misreads the speed limit. There is no way to revert this "upgrade." Many people have posted about this concern, but Tesla is ignoring it.

NHTSA complaint #11760774 — an unverified report by a vehicle owner.

WHEELS

The Tesla service center in San Antonio Texas installed new tires and a new wheel on my vehicle and one of the tires was installed inside out based on the manufacturer’s specifications. I’ve been driving this vehicle for about 4 months /5k miles with the risk of this tire malfunctioning and causing an accident.

NHTSA complaint #11759883 — an unverified report by a vehicle owner.

UNKNOWN OR OTHER

To Whom It May Concern, I am reporting what I believe is a foreseeable child-safety risk involving Tesla’s Toybox feature. Tesla allows parents to PIN-restrict Arcade, Theater, and the web browser, but Toybox remains accessible. Recently, I briefly went inside my home to use the bathroom, and my child slipped outside and climbed into my parked Tesla specifically to use the touchscreen and Toybox. Fortunately, I discovered him quickly. In hot weather, however, a child remaining unnoticed inside a parked vehicle could face serious injury or death, particularly if climate control were disabled, changed, or failed. Tesla already has the software infrastructure to restrict entertainment features. Adding Toybox to Parental Controls appears to be a straightforward safety improvement. I believe this omission creates an unnecessary and foreseeable risk to children and warrants review as a potential vehicle safety concern. Sincerely, [XXX] Tesla Model 3 Owner INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA complaint #11759469 — an unverified report by a vehicle owner.

STEERING

My 2022 Tesla Model 3 has experienced recurring intermittent loss/reduction of power steering assistance. The vehicle displays “Steering assist reduced – Steering may require increased effort.” The problem has occurred multiple times over a period of months and may disappear after the vehicle is power cycled or the alert clears. Tesla previously evaluated the vehicle for this condition. On July 8, 2026, Tesla documented the steering-assist-reduced complaint and recommended replacement of the RWD steering rack/steering gear, with an estimated repair cost of approximately $3,018. On August 20, 2026, the warning occurred again. Tesla Service Mode recorded fault EPAS3S_a005_sent2Mia, described as “Torque Sensor 2 signal not received,” with the potential impact listed as “Steering assist reduced.” The vehicle simultaneously generated UI_a020_SteeringReduced. The warning subsequently cleared again, but this is a recurring intermittent failure involving the vehicle’s electronic power-assisted steering system. I am concerned that the steering assistance could become reduced or unavailable while driving. Tesla has already determined that replacement of the steering rack is required, but the repair is customer-pay. I am reporting this because this appears to be a recurring safety-related steering defect and I am concerned that other vehicles may experience the same failure.

NHTSA complaint #11758289 — an unverified report by a vehicle owner.

SUSPENSION

the suspension lower lateral links bushings are wearing down without much usage. my car had 31k miles and the bushings already need to be replaced. this is very dangerous.

NHTSA complaint #11756922 — an unverified report by a vehicle owner.

STEERING

I am the owner of a 2022 Tesla Model 3. The front control arms on this vehicle are defective as manufactured. From the factory, these components have demonstrated premature failure, abnormal noise, loosening, and/or separation risk that is not consistent with normal wear on a low-mileage vehicle of this age. Symptoms experienced include [describe your exact symptoms clearly and factually — examples: progressive clicking, clunking, popping, or creaking from the front suspension/wheel area; especially noticeable during low-speed turns, reverse, or over bumps; any feeling of looseness, pull, or change in handling; any actual detachment or near-detachment]. These symptoms began at approximately 75000 miles on July 27th 2026. This is not isolated wear. Front control-arm and related suspension-link failures (including lower lateral links that can detach from the subframe) have been the subject of multiple owner complaints, prior Tesla recalls (including NHTSA campaign 21V-835 for improperly torqued lateral-link fasteners on certain Model 3/Y vehicles and the later 23V-235 expansion), technical service bulletins addressing water intrusion and noise in upper control arms, and a current NHTSA preliminary evaluation (opened 2026) into front lower lateral-link detachment on a large population of Model 3 and Model Y vehicles. Owners report that failures can occur with little or no prior dashboard warning, only possible audible cues, and can render the vehicle undrivable or cause sudden changes in alignment and directional control. A sudden separation or failure of a front control arm/lateral link while the vehicle is in motion creates an unreasonable risk of loss of vehicle control, crash, or injury to the driver, passengers, and other road users. Because the condition appears to originate from factory assembly, design, or component durability issues rather than owner abuse or ordinary high-mileage wear, and because similar failures are widely reported across Tesla owners.

NHTSA complaint #11756842 — an unverified report by a vehicle owner.

SUSPENSION

I am the owner of a 2022 Tesla Model 3. The front control arms on this vehicle are defective as manufactured. From the factory, these components have demonstrated premature failure, abnormal noise, loosening, and/or separation risk that is not consistent with normal wear on a low-mileage vehicle of this age. Symptoms experienced include [describe your exact symptoms clearly and factually — examples: progressive clicking, clunking, popping, or creaking from the front suspension/wheel area; especially noticeable during low-speed turns, reverse, or over bumps; any feeling of looseness, pull, or change in handling; any actual detachment or near-detachment]. These symptoms began at approximately 75000 miles on July 27th 2026. This is not isolated wear. Front control-arm and related suspension-link failures (including lower lateral links that can detach from the subframe) have been the subject of multiple owner complaints, prior Tesla recalls (including NHTSA campaign 21V-835 for improperly torqued lateral-link fasteners on certain Model 3/Y vehicles and the later 23V-235 expansion), technical service bulletins addressing water intrusion and noise in upper control arms, and a current NHTSA preliminary evaluation (opened 2026) into front lower lateral-link detachment on a large population of Model 3 and Model Y vehicles. Owners report that failures can occur with little or no prior dashboard warning, only possible audible cues, and can render the vehicle undrivable or cause sudden changes in alignment and directional control. A sudden separation or failure of a front control arm/lateral link while the vehicle is in motion creates an unreasonable risk of loss of vehicle control, crash, or injury to the driver, passengers, and other road users. Because the condition appears to originate from factory assembly, design, or component durability issues rather than owner abuse or ordinary high-mileage wear, and because similar failures are widely reported across Tesla owners.

NHTSA complaint #11756842 — an unverified report by a vehicle owner.

STEERING

My car randomly gave me alerts that my steering alignment fault then came the following two days later Automatic Emergency Braking is unavailable Feature may be restored on next drive 20:55 | DI_a246 Automatic vehicle hold disabled Use brake pedal when stopping 20:55 | DI_a223 Traction control disabled Drive with caution 20:55 | APP_W264 Lane Departure Avoidance features unavailable Features may be restored on next drive 20:55 | DI_a222 Stability control disabled. I take my car to a mechanic and they show me that my lower control arms are damaged. Tesla is more than 2 weeks out for something that has caused my car to act completely unsafe and not normal.

NHTSA complaint #11755384 — an unverified report by a vehicle owner.

UNKNOWN OR OTHER

The horn on the steering wheel rarely works UNLESS it is pressed directly in the middle. I have tried to honk the horn when there is a safety event but it rarely works. This is definitely a safety issue. This has been going on since I bought the car June 2022. Full self drive is also unsafe and it will make sudden turns, accelerate too quickly, or have phantom braking. This can be unsafe for other drivers. I heard that this is improved with newer models, but if it is unsafe for older models like my 2022, it should not be available.

NHTSA complaint #11755527 — an unverified report by a vehicle owner.

EXTERIOR LIGHTING

The contact owns a 2022 Tesla Model 3. The contact stated that the vehicle experienced a loss of camera and safety feature functionality for eight hours daily. The message "Adaptive Headlights Feature Unavailable" was displayed. The manufacturer was notified of the failure, and a complaint was filed. The contact was referred to a service center that was over an hour away. The vehicle was not diagnosed or repaired due to the cost. The failure mileage was approximately 100,000.

NHTSA complaint #11755531 — an unverified report by a vehicle owner.

SUSPENSION

My car randomly gave me alerts that my steering alignment fault then came the following two days later Automatic Emergency Braking is unavailable Feature may be restored on next drive 20:55 | DI_a246 Automatic vehicle hold disabled Use brake pedal when stopping 20:55 | DI_a223 Traction control disabled Drive with caution 20:55 | APP_W264 Lane Departure Avoidance features unavailable Features may be restored on next drive 20:55 | DI_a222 Stability control disabled. I take my car to a mechanic and they show me that my lower control arms are damaged. Tesla is more than 2 weeks out for something that has caused my car to act completely unsafe and not normal.

NHTSA complaint #11755384 — an unverified report by a vehicle owner.

ELECTRICAL SYSTEM

The contact owns a 2022 Tesla Model 3. The contact stated that the vehicle experienced a loss of camera and safety feature functionality for eight hours daily. The message "Adaptive Headlights Feature Unavailable" was displayed. The manufacturer was notified of the failure, and a complaint was filed. The contact was referred to a service center that was over an hour away. The vehicle was not diagnosed or repaired due to the cost. The failure mileage was approximately 100,000.

NHTSA complaint #11755531 — an unverified report by a vehicle owner.

FORWARD COLLISION AVOIDANCE: ADAPTIVE CRUISE CONTROL

The horn on the steering wheel rarely works UNLESS it is pressed directly in the middle. I have tried to honk the horn when there is a safety event but it rarely works. This is definitely a safety issue. This has been going on since I bought the car June 2022. Full self drive is also unsafe and it will make sudden turns, accelerate too quickly, or have phantom braking. This can be unsafe for other drivers. I heard that this is improved with newer models, but if it is unsafe for older models like my 2022, it should not be available.

NHTSA complaint #11755527 — an unverified report by a vehicle owner.

FORWARD COLLISION AVOIDANCE: AUTOMATIC EMERGENCY BRAKING

My car randomly gave me alerts that my steering alignment fault then came the following two days later Automatic Emergency Braking is unavailable Feature may be restored on next drive 20:55 | DI_a246 Automatic vehicle hold disabled Use brake pedal when stopping 20:55 | DI_a223 Traction control disabled Drive with caution 20:55 | APP_W264 Lane Departure Avoidance features unavailable Features may be restored on next drive 20:55 | DI_a222 Stability control disabled. I take my car to a mechanic and they show me that my lower control arms are damaged. Tesla is more than 2 weeks out for something that has caused my car to act completely unsafe and not normal.

NHTSA complaint #11755384 — an unverified report by a vehicle owner.

SEATS

I own a 2022 Tesla Model 3 that is just past the 5-year/60,000-mile warranty. I bought it used from Tesla inventory and picked up my vehicle on June 1st, 2026 with ~32,000 miles on the odometer. The front passenger safety restraint system alert (RCM2_a636) first appeared on June 5, 2026. On June 15 at 64,008 miles, Tesla Service confirmed the airbag alert and front passenger OCS issue. They found the occupant classification system module damaged and exposed, replaced it, and noted the passenger-side module shorting was also causing a driver-side error. Both cleared after the repair and test drive. Cost: $363.23. The same alert came back. On July 30 at 66,475 miles they found an open in the passenger seat cushion self-capacitance trace wire and the driver occupancy sensor voltage out of range. They replaced the front passenger seat cushion trim and the driver seat occupancy sensor. Alerts cleared and the self-driving button now worked from park again which never did prior showing the issue was never fixed the first time. Cost: $930.36. No crash or injury, but this is a real safety risk. The restraint system may not work as designed and airbags could fail to deploy properly. This exact RCM2_a636/OCS fault keeps happening to other Model 3 owners both before and after warranty on forums, and Tesla has service bulletins on the same parts, yet people still end up paying for the repairs who are out of warranty and also have their safety and life at risk. Please investigate this as this is a severe safety defect.

NHTSA complaint #11754191 — an unverified report by a vehicle owner.

AIR BAGS

I own a 2022 Tesla Model 3 that is just past the 5-year/60,000-mile warranty. I bought it used from Tesla inventory and picked up my vehicle on June 1st, 2026 with ~32,000 miles on the odometer. The front passenger safety restraint system alert (RCM2_a636) first appeared on June 5, 2026. On June 15 at 64,008 miles, Tesla Service confirmed the airbag alert and front passenger OCS issue. They found the occupant classification system module damaged and exposed, replaced it, and noted the passenger-side module shorting was also causing a driver-side error. Both cleared after the repair and test drive. Cost: $363.23. The same alert came back. On July 30 at 66,475 miles they found an open in the passenger seat cushion self-capacitance trace wire and the driver occupancy sensor voltage out of range. They replaced the front passenger seat cushion trim and the driver seat occupancy sensor. Alerts cleared and the self-driving button now worked from park again which never did prior showing the issue was never fixed the first time. Cost: $930.36. No crash or injury, but this is a real safety risk. The restraint system may not work as designed and airbags could fail to deploy properly. This exact RCM2_a636/OCS fault keeps happening to other Model 3 owners both before and after warranty on forums, and Tesla has service bulletins on the same parts, yet people still end up paying for the repairs who are out of warranty and also have their safety and life at risk. Please investigate this as this is a severe safety defect.

NHTSA complaint #11754191 — an unverified report by a vehicle owner.

ELECTRICAL SYSTEM

I own a 2022 Tesla Model 3 that is just past the 5-year/60,000-mile warranty. I bought it used from Tesla inventory and picked up my vehicle on June 1st, 2026 with ~32,000 miles on the odometer. The front passenger safety restraint system alert (RCM2_a636) first appeared on June 5, 2026. On June 15 at 64,008 miles, Tesla Service confirmed the airbag alert and front passenger OCS issue. They found the occupant classification system module damaged and exposed, replaced it, and noted the passenger-side module shorting was also causing a driver-side error. Both cleared after the repair and test drive. Cost: $363.23. The same alert came back. On July 30 at 66,475 miles they found an open in the passenger seat cushion self-capacitance trace wire and the driver occupancy sensor voltage out of range. They replaced the front passenger seat cushion trim and the driver seat occupancy sensor. Alerts cleared and the self-driving button now worked from park again which never did prior showing the issue was never fixed the first time. Cost: $930.36. No crash or injury, but this is a real safety risk. The restraint system may not work as designed and airbags could fail to deploy properly. This exact RCM2_a636/OCS fault keeps happening to other Model 3 owners both before and after warranty on forums, and Tesla has service bulletins on the same parts, yet people still end up paying for the repairs who are out of warranty and also have their safety and life at risk. Please investigate this as this is a severe safety defect.

NHTSA complaint #11754191 — an unverified report by a vehicle owner.

VEHICLE SPEED CONTROL

Tesla software update 2026.20.6.11 v14 Lite NA-2025.44 removed manual speed control for Full Self-Driving. The driver can no longer set a maximum speed. The vehicle chooses its own speed and it is frequently wrong and dangerous. Curves are the worst failure. The car enters curves too fast. It accelerates through curves. It does not slow to a safe speed before the curve begins. The driver has no way to cap the speed. The scroll wheel is dead. There is no override. Posted speed limits are ignored. The vehicle uses bad map data instead of reading visible signs. It will do 65 in a 55. It will not slow down when the sign says 55. The driver cannot force it to obey the posted limit. Speed control is gone. The driver is a passenger watching the car make bad decisions. This is not safe. This is not driver assistance. This is loss of control. NHTSA must require Tesla to return manual speed control immediately. A human driver must be able to cap the speed at all times. The current software removes that ability and creates a clear safety hazard.

NHTSA complaint #11754093 — an unverified report by a vehicle owner.