2020 Tesla Model 3

VEHICLE INFORMATION Make/Model/Year: Tesla Model 3 (2020) Component: Steering / Autonomous Control (ADAS) INCIDENT SUMMARY While driving on Autopilot/FSD southbound from [XXX], the vehicle experienced a sudden, uncommanded lateral steering excursion (phantom steering actuation) pulling abruptly toward the roadside shoulder. The driver had to immediately apply manual counter-steering torque to override the system and prevent a major collision. This unprompted steering correction caused the passenger side mirror structure to strike a roadside utility pole. KEY SAFETY FACTORS Sudden loss of directional control caused by computer-generated steering inputs rather than driver command or road obstruction. Quick driver intervention prevented a severe collision, but resulted in structural impact to the entire passenger mirror assembly. An official service ticket has been filed with the manufacturer requesting an immediate engineering telematics log pull (Steering Angle Sensor inputs vs. manual override torque, FSD state logs, and camera arrays) for the specific timestamp. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The steering assist reduced alert popped up on the tesla screen. While attempting to turn into a parking garage, a "steering assist reduced" alert suddenly appeared on the tesla screen, and the steering wheel locked up/became extremely heavy and unable to steer left or right. Because the steering assist failed in active traffic at the entrance, the vehicle was temporarily stranded, exposing to oncoming traffic and created an immediate risk. Failed component: electronic power-assisted steering (EPAs) rack and steering gear assembly. The failed component was replaced by Tesla and is not available for personal inspection. Safety risk: The sudden loss of steering ability in active traffic prevented normal maneuvering, forcing the vehicle into a hazardous position where passing vehicles could have collided with it. The issue was confirmed by Tesla Service, who performed a full steering rack replacement. The vehicle was inspected and repaired directly by the manufacturer (Tesla Service Center). There were no warning lights or symptoms prior to the incident; the failure and "steering assist reduced" error appeared abruptly during the turn.

Lower Lateral Link Fronts and front lower compliance link assembly for both right and left. There have apparently been on going issues for the Tesla Model 3 suspension links. I first started hearing noises from the suspension last month, I was booked for a weekend service and then rescheduled for today. I stopped by for a formal comprehensive inspection and was informed that there is tearing in the suspension. I already had this vehicle brought in for warranty earlier this year, how was this not brought up to me during that time frame? Did the suspension suddenly start tearing after 6 months?

I own a 2020 Tesla Model 3. Over approximately the past 2–3 weeks, the vehicle has developed a noticeable rattle/creaking noise coming from the left-front suspension area. The noise was not previously present and appears to be getting my attention as a potential suspension-related safety issue. I am concerned because my vehicle falls within the model-year range of Tesla Model 3 vehicles associated with reported front suspension/lateral-link issues. I understand NHTSA is investigating reports involving front suspension component failures that could potentially affect vehicle control. I contacted Tesla through the Tesla app and requested that the vehicle be inspected because of the suspension noise and my safety concern. Tesla provided an estimate requiring approximately 240 for diagnosis/inspection before determining the cause. At this time, I have not experienced a suspension separation, crash, injury, or loss of vehicle control. However, because the vehicle is producing a new and persistent noise from the left-front suspension area, I am concerned that this could be an early indication of a suspension component problem. I am submitting this complaint so NHTSA has a record of the symptoms on my vehicle and can determine whether they may be related to other reported front suspension failures. I am also requesting that this complaint be considered in connection with any ongoing investigation involving front suspension/lateral-link failures in 2020 Tesla Model 3 vehicles. I will retain Tesla service records and any inspection findings and can provide additional information if requested.

The contact owned a 2020 Tesla Model 3. The contact stated that while driving 50 MPH in traffic on a sunny day, the vehicle drove over a pothole, and the traction control and ABS warning lights illuminated. The brake pedal was checked; however, fifteen minutes later the vehicle crashed into a 26-foot box truck. The contact stated that the box truck left the scene of the crash. The tire skid marks were 100 feet long. The air bags failed to deploy. The contact stated there was an electrical failure which caused the brakes to become inoperable. Additionally, the alerts were late. The contact stated that the battery might need to be replaced. The driver and his daughter, who was seated inside the vehicle, sustained back pain, whiplash, and knee injuries. The driver was transported by ambulance. Medical attention was provided. The contact stated that surgery might be needed in the future. The daughter was taken to the hospital, and medical attention was provided. A Police report was filed. The vehicle was towed to an auto body shop. The EDR was requested on the manufacturer website. The failure mileage was approximately 119,730.

The contact owns a 2020 Tesla Model 3. The contact stated that while driving at an undisclosed speed, the safety features independently deactivated. The contact purchased and replaced the battery. The vehicle was taken to the dealer, where it was diagnosed with ECU failure. The contact was informed that the ECU needed to be replaced. The vehicle was not repaired. The contact stated that an unknown software update was completed in June 2026. In addition, the contact stated that the unknown software update caused the ECU to fail. The manufacturer was made aware of the failure, and a case was filed. The contact was informed that the failure was a known failure with similar vehicles. The failure mileage was approximately 80,000.

The front passenger door intermittently becomes “unclosed.” When this occurs, the vehicle displays “door open” and the passenger door window rolls down and up repeatedly. The window cycling continues until the door is slammed firmly shut. Once the door is securely shut, the window cycling stops and the door-open warning clears. When it occurs: The issue began in the second week of August while a passenger was in the front seat. It continued while the passenger remained seated. The issue occurs intermittently while the vehicle is moving, including when the vehicle goes around a curve.

I was told my car is unsafe to drive after taking it to the mechanic for a routine tire balance and rotation. I currently need both rear control arms replaced. I had them replaced in the past. In addition, I have had the front control arms replaced more than once, the lower lateral links replaced, numerous hubs repaired, forelinks and knuckles all replaced not too long ago, so this news comes as a shock. The first control arm failure occurred when the car was only a year and a half old with very little milage. I have all of the service records in my tesla app vehicle repair history. They are in a pdf format and I would be happy to send them in, if helpful.

I was operating my Tesla with Full Self-Driving (FSD) engaged when the incident occurred. I was turning right onto [XXX] from [XXX] and was positioned in the left right-turn lane approaching a railroad crossing. The railroad crossing gates were already fully lowered, indicating an approaching train. Despite the lowered crossing gates, the vehicle accelerated forward into the crossing rather than stopping. The vehicle drove through the lowered crossing gate, which struck and shattered the windshield. Seconds later, the train passed through the intersection. I did not command the vehicle to proceed through the lowered gates. The incident resulted in significant damage to the windshield and raised serious safety concerns because the vehicle entered an active railroad crossing immediately before the train arrived. The vehicle was towed to a Tesla Service Center due to the damage. Fortunately, no collision with the train occurred and there were no injuries, but the incident had the potential to result in catastrophic injury or death. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

All Teslas vehicles running HW3 / AI3 Autopilot self driving computers have been known for years to have a defective design problem with the cooling system without its own dedicated cooling and which puts the self driving computer last in the cooling looping at the top of the cooling stack. When the computer fails and they will Tesla requires the owner to replace the computer. This does not result in a redesigned improvement to the computer or cooling system that reduces the thermal stress being applied to the new computer. Tesla is now pushing a new version of the self driving FSD software with the “v14 Lite” release over the last two weeks. This software release uses large complex software models which Tesla design to use every part of the HW4 / AI3 compute power which stressed the computer by pushing it to it compute limiting. All this compute is causing the computer to overheat and fail. Tesla then require owners who are all out of warranty now to pay thousands to replace the computer. This replacemen uses the same flawed cooling system and the same computer incapable of dealing passive compute requests on it by the latest v14 Lite software to eventually cause the computer to just require the replacement computer to eventually need yet another replacement of the same flawed design at owners cost. There is also supposed to systems which monitor the thermal stress on the computer and shut it off abruptly until it cools down which is not ideal at freeway speeds which is not happening. Recall to address and resolve the issue with improved cooling, more powerful computer that doesn’t reach maximum capacity and it’s each use, and less taxing software needs to be issue. This is a major safety design problem which Tesla has not addressed. There only solution is to just replace design constrained components with the exact same parts at owners cost. These multiple design issues can and often result is sudden shutdown of the computer, or worse case sudden complete failure.

I own a Tesla Model 3 and have been experiencing concerning front suspension and steering issues that appear to be worsening over time. While driving and especially during low speed turns, parking and maneuvering, the front suspension produces loud screeching, squeaking, and rubbing noises. The steering has also become noticeably stiffer that normal at times, and the noises can be felt through the steering wheel. The sounds are coming from the front suspension area and occur repeatedly during normal driving. The issues raises significant safety concerns because I am worried there may be a defect affecting the front suspension of steering components. Unexpected steering resistance combined with loud suspension noises creates concern that a suspension component could fail while the vehicle is in motion, potentially resulting in loss of steering control or a crash. There were no warning lights or messages displayed before or during these symptoms. The vehicle has not been involved in any collision that would explain these symptoms. The problem has continued during normal operation and appears to be getting progressively worse. The vehicle is available for inspection upon request. I am submitting this complaint because I understand NHTSA is investigating front suspension issues involving 2018-2020 Tesla Model 3 vehicles, and my vehicle is experiencing similar symptoms. I believe this issue should be investigated to determine whether it is related to the front suspension components under investigation.

The front upper control arms. Causing poor steering and unbearable loud creaks when turning wheel. Mobile tesla tech confirmed upper control arm

Component that failed was the lower lateral link. There was no loss of control but there was a sound going over any uneven surface. Upon bringing the vehicle to the Tesla dealership they recommended a replacement of the upper and lower control arm on both the driver and passenger side. This greatly increased the cost of the repair to a total of $2356.84

Suspension is grinding. I had it replaced once at Tesla and it began grinding again in less than 18 months. I took it to Tesla and was informed the lower control arm failed and the price had more than doubled from the prior replacement. No warning lights have come on regarding this issue. The original replacement was 3/7/2024. I noticed the grinding between 12-18 months later. Also, the rear brake light gets condensation in it somehow. I had noticed this about 1 year ago.

In Jan, 2026, the front suspension in the 2020 Model 3 started making a cracking, catching, grinding and/or popping noise as I turned the steering column while parked or driving slowly. When investigating, it sounded like it was coming from bearings in the front suspension. It continued to get worse, making the catching / grinding / popping noise when driving on the highway, turning or not turning, to the point that it felt like the suspension would completely tear apart, and I took the vehicle in for service in early March. Telsa service ended up replacing the left and right upper control arm assembly, the front left and right lower compliance link and the lower lateral links. Online research on various tesla forums showed this to be a known problem with vehicle owners. Unsure if continuing with the issue prior to service would have caused a safety concren, but it was beyond the point of sounding safe to operate to me.

I was making a right turn from the parking lot onto the street, a maneuver I have made hundreds of times previously without any issue. My foot was on the accelerator pedal as normal for this turn. The vehicle accelerated far faster than intended for this maneuver, with tires screeching, and continued across the width of the street. The vehicle's front left wheel struck the curb on the opposite side of the street from the parking lot exit. The wheel sustained significant damage, and the wheel rim was torn. When I regained my bearings, I lifted my foot off the accelerator and the vehicle slowed down. At the time, I believed a serious crash was imminent. I was able to drive the vehicle home, which was about 1 1/2 miles away, but it is not safe to drive so I won't drive it until it is repaired. I am aware that Tesla and NHTSA have attributed many prior sudden acceleration incidents to drivers unintentionally pressing the accelerator when intending to press the brake. Due to the vehicle's regenerative braking, I rarely use the brake pedal during normal driving, which makes this explanation virtually impossible in my case. I am also aware that NHTSA reopened an investigation in 2023 after learning about a potential inverter-related design flaw that could cause sudden unintended acceleration in Tesla vehicles, and that this investigation remains open as of this writing.

On XXX, at approximately 2:47:42 PM, I was driving a 2020 Tesla Model 3 Long Range AWD VIN [XXX] on a two-lane road in the Adirondacks with Full Self-Driving (Supervised) active. The vehicle was traveling approximately 50–52 mph. An oncoming SUV moved toward or across the double-yellow centerline while passing a bicyclist. FSD reacted with a sudden and aggressive steering maneuver to the right. The vehicle crossed the white edge line and entered the paved shoulder. Because it appeared that the vehicle might leave the roadway, I immediately took control and steered it back toward the travel lane. The vehicle then oscillated sharply in both directions before stabilizing. External telemetry shows lateral acceleration reaching approximately 0.88 g in one direction and 0.84 g in the opposite direction, with a 1.72 g peak-to-peak lateral swing. Vehicle speed fell from approximately 50 mph to approximately 28 mph during the recovery. No collision or injury occurred. The rapid deceleration and stabilization appeared consistent with possible electronic stability-control intervention, but I cannot confirm that from the available external telemetry. I have preserved the front dashcam video and telemetry file. I request that Tesla preserve and review the internal vehicle logs, including FSD commanded steering, planned path, driver steering torque, road-edge perception, oncoming-vehicle perception, stability-control activation, individual-wheel braking, and motor-torque reduction. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Car was sitting at a red light while in Full Self Driving (supervised). The screen showed at least four red lights. Suddenly the car started to move forward while the lights were still red. I was able to stop it from going further. This has happened before and I reported it then. If I had not had my foot near the brake pedal the car might have just run through the light.

On July 11 at approximately 6:47 a.m., I was operating my Tesla Model 3 on Interstate 65 in Hart County, Kentucky, with Full Self-Driving (FSD) engaged during normal highway travel. Approximately one hour earlier, I had departed a highway rest area after sleeping from the previous day’s travel. Rain developed during the trip, but I observed adequate visibility, apparent roadway traction, and I was not impaired. I was traveling in the far-right lane of a three-lane interstate. The posted speed limit was approximately 70 mph; however, FSD limited the vehicle to approximately 65 mph and displayed warnings indicating that the higher speed was unavailable. While FSD remained engaged, the system initiated a lane change from the far-right lane into the center lane. After entering the center lane, the vehicle began displaying repeated warning messages and FSD disengaged multiple times. I attempted to locate settings related to the warnings on the touchscreen but could not identify an available adjustment. During the third disengagement, I perceived that the vehicle continued braking without releasing while steering resistance increased significantly. The steering wheel then rotated abruptly, and I was unable to regain normal directional control before the vehicle departed its intended travel path and struck a concrete median. The collision caused personal injuries and substantial vehicle damage. I have not been able to reproduce the condition. The incident was investigated by the Kentucky State Police. Based on the sequence of repeated FSD warnings, disengagements, continued braking, and abrupt steering behavior, I believe this event warrants investigation. I request that NHTSA review the vehicle’s Full Self-Driving logs, telemetry, Event Data Recorder (EDR) data, steering and braking commands, diagnostic records, and software history to determine whether a vehicle or software malfunction contributed to the collision. Almost like someone had control, into the wall -KM

Suspension defects, control arm noise, vibration, .