2018 Tesla Model 3

While driving, the vehicle suddenly accelerated on its own and began operating without my control. Despite my attempts to steer away from surrounding traffic, the vehicle continued to self‑propel, crossed the median, and entered oncoming lanes, resulting in a head‑on collision with another car.

This is to serve as a registered complaint in conjunction with the premature component failure and degradation of front lower lateral links and suspension parts under NHTSA investigation PE26006. In August 2026 while operating my 2018 Tesla Model 3 while driving at all speeds experienced a failure of the front suspension system. There was an intense creaking/groaning/clunking noises from the front wheels and/or front suspension that we felt extremely uncomfortable operating the vehicle fearing for the safety of the passengers. Upon taking the vehicle to the Tesla Service Center, technicians diagnosed the vehicle with severely degraded and failing front lower arms, compliance links, and control arm bushings. My vehicle only had a little over 29,000 total miles on the odometer. This premature degradation represents a critical component failure rather than standard wear and tear. A failure or detachment of the lower lateral link at highway speeds presents an immediate safety risk due to potential loss of directional steering control. This failure is directly identical to the conditions outlined in the NHTSA Office of Defects Investigation Preliminary Evaluation PE26006, opened on July 29, 2026, targeting front lower lateral link failures on 2018–2020 Model 3’s. The issue has since been repaired by Tesla Service on October 6, 2026. I am filing this complaint to formally document this premature safety component failure for the ongoing PE26006 federal investigation. We stopped driving the vehicle and used our other cars, waiting for appointments at Tesla, as well as waiting for the parts to arrive, which took quite a while. Thankfully, we had a couple other cars that we were able to use while we were waiting for the repair to be performed.

Component Affected: SUSPENSION: FRONT: LOWER ARM: LATERAL LINK / COMPLIANCE LINK Description of Defect and Incident: I am reporting an issue regarding my Tesla Model 3's front lower suspension components, specifically the front lower lateral link and the compliance link. The vehicle experienced an out-of-warranty failure requiring immediate replacement of both lower arms to restore structural integrity and driving safety. Due to the failure, I was forced to pay entirely out of pocket for the replacement parts and labor. This specific failure mirrors the exact conditions currently being monitored under the active NHTSA preliminary evaluation into Tesla Model 3 and Model Y front lower lateral link detachment. Despite the severe safety risk associated with sudden structural failure or detachment of these critical suspension components while driving, my vehicle’s specific VIN is not currently covered under Tesla's existing, highly limited recall campaigns (such as Recalls 21V-835 or 23V-235). I am submitting this complaint to request that NHTSA expand the scope of its current suspension investigation to ensure owners who have already paid out of pocket for these premature structural failures are officially included in a mandatory manufacturer recall and eligible for retroactive reimbursement.

There was a clicking noise that was heard as my wife (along with our [XXX] son) was driving on the freeway. She reached her destination and once she parked and tried to move out of the parking lot, she could not turn the wheel. The suspension control arm (specifically, the inner mounting eyelet and bushing of a front lower link) has detached and dropped down beneath the underbody shield. After taking it to Tesla Collision, it is reported that the front lateral link completely disconnected from the subframe while driving. Tesla has acknowledged this as there is an active bulletin (Service Bulletin SV-23-31-001) for torque check on this component. This issue is also identical to the HTSA Recall 23V-235, however, our VIN is not included in the batch. Tesla is quoting around $7k for repairs. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The contact owns a 2018 Tesla Model 3. The contact stated that while driving 35 MPH, several unknown warning lights illuminated and the engine seized. The contact stated that the failure had occurred in heavy traffic. The Police arrived and assisted with traffic control. The contact stated that while attempting to start the vehicle, the vehicle failed to start. The contact stated that after several attempts to start the vehicle, the vehicle started. The vehicle was driven to the shoulder of the roadway and was left at the location overnight. The contact stated that the following day, while attempting to start the vehicle, the vehicle started and was driven to the residence. The dealer was contacted by phone and made aware of the failure. The vehicle was towed to the dealer, where the contact was informed that the failure was because of a software glitch. The vehicle was repaired. In addition, the Mobile App produced a fault code indicating the vehicle was parked and unable to start. The manufacturer was contacted by phone and made aware of the failure. The failure mileage was approximately 62,000.

My suspension is the issue that was under recall 23V-235. Suspension could completely fail at any time. Currently I hear creaking when turning. Tesla has confirmed the problem but said my car is out of recall which is very narrow and should include my car

The passenger seat back Occupant Classification System (OCS) sensor (Part #1920673-01-A) failed 3 times in under 22 months (Dec 2024, Dec 2025, Sep 2026), disabling the front passenger safety restraint system and airbag deployment logic

While operating 2018 Tesla Model 3(Odometer: ~174,489 miles)the vehicle experienced a catastrophic mechanical failure when the front suspension lateral link detached/separated from the subframe. The collapse of the right upper/lower suspension immediately rendered the vehicle non-drivable and non-rolling, Tesla quoted $4803 in customer-pay repairs, specifying complete replacement of the front subframe structure, front compliance links and front lateral links. Prior Service & Warning Symptoms Presented to Tesla:On XXX (Invoice #XXX; Odometer: 89,939 miles), I brought this exact vehicle to the Tesla Service Center in [XXX], specifically complaining of a front-end steering issue (Clicking noise when steering wheel turns right)Tesla technicians noted could not duplicate and performed no diagnostic torque checks or structural inspections of the lateral link fasteners Correlation to Known Safety Defect / Recall 23V-235 (SB-23-31-001) Safety Recall 23V-235 (Tesla Bulletin SB-23-31-001)Tesla acknowledges that front suspension lateral link fasteners on 2018–2019 Model 3s can loosen and back out over time, leading to lateral link separation from the subframe while driving. Crucially, Tesla’s defect report explicitly highlights that "abnormal noise from the front suspension when steering" is the primary early warning indicator of loosening fasteners before total separation occurs Defect Summary & Remedy Denial:We previously brought the vehicle to Tesla Service reporting the exact warning symptom front-end steering noise associated with loosening lateral link fasteners The issue was left uncorrected, directly resulting in eventual fastener detachment lateral link separation and severe consequential damage to the front subframe structure Tesla Service management refused recall remedy or goodwill coverage on the grounds that this specific VIN was excluded from the narrow VIN list for Recall 23V-235 despite the vehicle exhibiting the identical defect INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Possible ineffective recall remedy – NHTSA Recall 21V-00D / Tesla SB-21-17-008. My Model 3 received the trunk harness recall remedy in 2023. Tesla inspected the original harness, determined it was within specification, left it installed, and added the guide protector. Tesla’s recall documentation states the guide is intended to prevent further wear caused by trunk movement; if wear is beyond specification, the harness is replaced. In 2026, my rearview camera began intermittently failing. I found that I can reproduce the failure by operating the trunk and provided Tesla video evidence. Tesla has now diagnosed an internal fault in the same original trunk harness and says the harness requires replacement. This appears consistent with the safety condition addressed by 21V-00D: repeated trunk movement can damage the harness/coaxial cable and cause loss of the rearview camera. I repeatedly asked Tesla what diagnostic evidence shows this is a different failure mechanism. Tesla has not identified one. Instead, Tesla has repeatedly stated that it considers this separate because approximately 3 years have passed since the recall remedy. I asked whether this three-year distinction comes from a NHTSA requirement or written Tesla policy; Tesla could not identify one. My concern is that vehicles considered successfully remedied by retaining the original harness and installing the guide may remain susceptible to the recalled failure after additional trunk-use cycles. Original harness retained → recall guide installed → continued trunk use → internal harness fault → rearview-camera failure. I am reporting this so NHTSA can evaluate whether this represents a potential durability/effectiveness issue with the 21V-00D guide-protector remedy and whether similar post-remedy failures are occurring in other affected vehicles. Tesla correspondence and service documentation are attached.

- When I start my car, I see the following error message appear: Front Left Safety Restraint System Fault. Also, the air bag disabled alert is displayed. Since the air bag is disabled, it puts me at grave risk if I were to get into an accident. - Many other Tesla owners have reported the same exact issue (RCM_a021 Front Left Safety Restraint System Fault). - Today, I took the car into the Tesla Service Center, they had to replace the entire harness. - No other symptoms were apparent...just all of a sudden the alert appeared.

Clunking noise when in reverse and turning.

AMENDMENT / SUPPLEMENT TO VOQ #11763975 regarding PE26006. Following my initial report of a catastrophic lower lateral link detachment, Tesla Service Center Santa Rosa has provided a highly sanitized and misleading repair report. The official invoice completely omits the physical structural detachment and missing subframe nut, recharacterizing a severe mechanical failure as a simple 'steering alignment adjustment.' Furthermore, the technician took misleading photographs (omitting the damaged side of the vehicle or using obscuring angles). I possess dated photographic evidence of the complete link separation prior to tow-in on a flatbed, which directly contradicts Tesla's service records. This is submitted to alert investigators that field incidents for PE26006 are actively being mislabeled and obscured in Tesla's internal repair databases.

On August 6, 2026, my spouse was driving our 2018 Model 3 at low speed while making a U-turn out of The Village at Pacific Highlands Ranch when she heard a clunk from the front of the car and the car felt as though it had dropped down. Steering was not affected. The car began to slow, and she drove it at low speed into a nearby parking lot, where it stopped and would not move forward even with the accelerator pressed. It had to be towed. She did not strike a curb, pothole, debris, or any other object, and there was no impact of any kind. Inspection at the scene showed that the driver's side front lower lateral link had separated at its inboard, subframe end. The link was hanging down and resting on the pavement, still attached at the wheel end. A close-up photo shows the bushing inner core with two bolt ears and empty bolt holes: no fastener present and no broken fastener remnant. The link is not bent, gouged, or scraped. The left front wheel was pushed rearward in the wheel arch and was pressed against the rear edge of the fender, which damaged the fender and a brake line. The tire and wheel have no curb rash or impact marks. The vehicle was not included in recall 23V-235, and Tesla's VIN recall lookup shows all recalls issued for it as completed. Mileage at the time was approximately 108,043 miles. The vehicle was declared a total loss and has since gone to salvage. This failure appears to match Preliminary Evaluation PE26006.

Vehicle Information: Year/Make/Model: 2018 Tesla Model 3 Mileage at Incident: 45,000 miles Description of Safety Defect: A sudden and persistent "Safety Restraint System Fault" / "Front Passenger Safety Restraint System Fault" warning illuminated on the vehicle's primary touchscreen interface, indicating a complete compromise of the supplemental restraint and airbag system. Upon inspection by Tesla Service, the root cause was identified as physically broken/severed internal copper wiring within the first-row passenger seat harness assemblies. This breakage occurred purely due to the mechanical wear-and-tear of normal fore-and-aft seat tracking (including the standard vehicle "Easy Entry" setting). Because the electrical line cleanly severed, communication to the Occupant Classification System (OCS) sensor was totally cut off, preventing the vehicle from accurately detecting passenger occupancy or correctly configuring front passenger airbag deployment logic in a collision. Tesla has addressed this known design vulnerability internally via Service Bulletin SB-23-20-002, replacing the weak early-production parts with ruggedized components. However, because the vehicle was past its calendar warranty period despite having only 45,000 miles, I was forced to pay $1,322.00 out of pocket to restore critical safety systems. Because a severed seat harness disables essential airbag safety constraints through normal everyday use, this represents a systemic manufacturing defect that should be escalated from a Technical Service Bulletin to a mandatory Safety Recall to protect all owners. Specific Component Part Numbers Replaced: First Row Seat Harness Assemblies: P/N 1489060-02-G & 1489060-03-G Passenger Airbag Assembly Module: P/N 1077323-00-G Seat Position / Occupancy Sensor Module: P/N 1099592-00-F

The contact owns a 2018 Tesla Model 3. The contact stated that while reversing approximately 5 MPH, there was a loud screeching sound coming from the vehicle without warning. Upon inspecting the vehicle, the contact became aware that a bolt had detached from the subframe. The vehicle was towed to the residence. The dealer was contacted. The manufacturer was made aware of the failure by telephone. The approximate failure mileage was 82,678.

Vehicle: 2018 Tesla Model 3 Safety Issue: The rearview camera display has failed and shows a black screen when the vehicle is shifted into reverse. This reduces rearward visibility and creates a safety concern while backing up. Recall History: My vehicle was previously repaired under the Tesla Model 3 trunk lid harness recall on March 31, 2023. The recall addressed wear and damage to the trunk harness wiring that could result in loss of the rearview camera display. Tesla installed recall retrofit components during that repair. The current failure presents the same symptom that the recall was intended to correct: loss of the backup camera image. Current Problem: In September 2026, the rearview camera again began displaying a black screen. Tesla Service has diagnosed the vehicle and quoted approximately $439 for repair. Tesla advised that the recall was completed in 2023 and that the repair warranty has expired, therefore the current repair is not covered. Reason for Complaint: I believe this may be a recurrence of the same safety-related defect addressed by the original recall. Although the recall repair was completed, the same safety condition has reoccurred. I am requesting that NHTSA review whether the recall remedy adequately resolved the defect and whether owners should be responsible for subsequent repairs involving the same failure mode.

The contact owns a 2018 Tesla Model 3. The contact stated that while driving 4 MPH, the front sway bar detached from the vehicle, and the contact lost steering control. The vehicle was towed, and a service center was contacted but informed the contact that the repair was not covered because the VIN was not included in a recall associated with the failure. The failure mileage was approximately 81,000.

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.

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.

Tesla Full Self Driving (FSD) failed us, resulting in a side swipe with a tractor trailer and the likely total loss of our Model 3. We were under FSD for much of our trip from [XXX] to [XXX]. We were in [XXX], traveling north on [XXX] in the right lane with a tractor trailer in the center lane. The car made a sudden, violent turn to the right. The startled driver grabbed the wheel to bring the car back to the lane center, which resulted in a major grinding noise. The driver then brought the car to a safe stop on the shoulder. It became clear the left side of our vehicle had contacted the trucks right front wheel. The truck left the scene. I believe the truck either came close to its lane right line or actually was changing lanes. The car took evasive action. However, the car failed to communicate the situation to the driver, which is the reason for filing this report. It is possible that had FSD activated the horn, both driers would have acted more appropriately and the loss of our car might have been avoided. Other possibilities are for FSD to have some method to communicate what was happening or had refused to permit the driver to bring the car into contact with the truck. It may be beneficial for NHTSA to request a copy of the car’s data before it is deleted after the car is declared a total loss; especially since there isn’t any Dash Cam video of the incident. The dash cam’s most recent video was several weeks previous and includes GB of video taken in our garage. But nothing from the trip. I believe Tesla will record this as driver fault rather than FSD’s fault. Technically, at the time of contact, the driver was in control because, from the drivers point of view, FSD acted randomly. The real cause, in my opinion, was a failure of communication and poor handoff of control. There is a Pennsylvanian State Police report and we have filed with our insurance company, but I don’t expect either to investigate FSDing’s role in this incident. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)