2021 Tesla Model 3

2021 Tesla Model 3 with approximately 110,000 miles. Loud creaking/squeaking noise from the front suspension (primarily passenger side) when driving at low speeds over bumps and during slow turns. The noise matches the known front upper control arm ball joint water intrusion issue documented in Tesla service bulletin SB-20-31-006 and widely reported by other Model 3 owners. No warning lights, messages, or other symptoms. The component is available for inspection. I have scheduled a service appointment with Tesla but the vehicle has not yet been inspected or repaired by the manufacturer or any independent shop. While currently only a noise (NVH) issue, progressive wear of this ball joint can lead to play in the suspension, uneven tire wear, degraded steering feel, and potential loss of control if the joint fails.

During a Tesla over-the-air software update, while the vehicle was charging at a Tesla V4 Supercharger, the Hardware 3 Autopilot/car computer failed and entered a permanent boot loop. All cameras became inoperative, including the federally required rearview backup camera, and the vehicle lost Autopilot and automatic emergency braking. Tesla has diagnosed the failure as a car-computer failure, and the failed computer is available for inspection. The vehicle was not in a collision and had no prior damage; the failure occurred during a Tesla-initiated update. A non-functioning rearview camera eliminates the driver's rear view and increases the risk of a backover collision, and the loss of automatic emergency braking removes forward crash protection. This matches numerous existing complaints in this database describing the same Hardware 3 computer failure and camera loss after a software update, one of which reports a resulting collision. Tesla has declined to repair it at no charge despite the failure being caused by its own update, approximately 3,000 miles out of warranty. I am requesting NHTSA open a defect investigation into Hardware 3 Autopilot-computer failures that disable the rearview camera and automatic emergency braking.

Multiple watchdog daemon failures triggering every ADAS system to become unavailable at random. in one instance I had FSD enabled, mid turning a corner to freeway onramp FSD disengaged, provided no warning or alert, and almost caused me to run into another car (thankfully I have a habit of holding onto the steering wheel). I have reported the problem to tesla service which they acknowledge the multiple alerts/warnings on my car however it wont be seen by them for 15 days from 10/18/2026 The vehicle is available for inspection The warnings only appeared after failure occurs. sometimes its right away when car is put in drive, other times it happens without warning mid drive. I have not had back and forth correspondance with Telsa - I have an pending request for service visit, however due to backlog they wont see the vehicle for 15 days minimum.

High Voltage battery BMS error.

The owner reported a grinding noise coming from the front of the vehicle. The vehicle was taken to the Tesla Service Center in [XXX], where it was diagnosed on XXX, at 47,821 miles. Diagnosis found the front suspension required replacement of the front lower lateral links (left and right), the front lower compliance links (pair), and both front upper control arms. The repair was performed onXXX. The owner paid $2,035.20 because Tesla said the basic warranty had expired by time on XXX, although the vehicle was under the 50,000-mile limit. There was no crash, no fire, and no injury. The concern is premature failure/wear of the complete front suspension link set at under 50,000 miles. These suspension links are safety-critical components affecting steering and vehicle control, and failure or detachment could affect handling. The problem was confirmed and repaired by the Tesla service center. The symptom prior to repair was the grinding noise from the front; no warning lamps are known. Whether the replaced components are available for inspection is UNKNOWN. The failed components are the same front suspension lateral links addressed by NHTSA recall 21V835 (this vehicle was checked and is NOT in that recall population) and the front lower lateral link detachment under NHTSA investigation PE26006. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The power liftgate strut failed in normal use and bent the trunk liftgate, which now strikes the rear glass every time the trunk opens or closes. The vehicle has not been in a crash and the trunk was not obstructed or misused. The driver-side power strut stopped operating and the trunk would not open or close properly. On 10/8/2026 Tesla Service (Buffalo Grove, IL) inspected the vehicle. The service record states the liftgate power strut was stuck in the closed position because the liftgate is bent to the right, hitting the glass on opening and closing. Tesla installed a new power strut, then removed it. A service message stated the hinge was replaced and the liftgate remains far out of alignment; the service record does not list a hinge replacement. The visit was marked resolved. The power trunk no longer functions. The bent liftgate contacts the rear glass on every cycle, so the glass can break on anyone standing at the rear of the vehicle while the trunk is opened or closed. Tesla referred the vehicle to a collision center, classified the repair as body damage, and stated its Extended Service Agreement does not cover it. No repair date or loaner was provided, and Tesla gave no guidance on whether the trunk is safe to use in the meantime. Other owners of 2021-2023 Model 3s with the factory power trunk have reported the power strut bending the hinge and liftgate in normal use. I am reporting this as a potential defect in the power liftgate strut and hinge design.

Urgent Safety Concern — Uncommanded Braking During Manual Driving. On October 2, 2026, while driving my 2021 Tesla Model 3 Standard Range manually at approximately 45 mph and slowing to make a turn at an intersection, my vehicle unexpectedly applied very strong braking for approximately 1–2 seconds before releasing. Neither Autopilot, FSD, nor Traffic-Aware Cruise Control was engaged. I am concerned about a possible unintended Automatic Emergency Braking activation or braking-system malfunction. This creates a serious safety concern for my family, including our newborn child. I request that this be urgently reviewed and determine what triggered the braking, including whether AEB, ABS, or another braking-control system intervened in suck similar cases, so many were reported online. Please also provide the diagnostic findings and a written assessment of whether the vehicle is safe to operate.

On [XXX], the Walmart Auto Care Center on Thomasville Rd in Tallahassee, FL installed four Goodyear Reliant All-Season tires, size 235/45R18 94V (standard load), on my 2021 Tesla Model 3 Standard Range Plus (approximately 75,000 miles). The vehicle's door placard specifies 235/45R18 at 42 PSI cold, and the original-equipment specification for this vehicle is 235/45R18 98 XL (extra load). The installed tires carry a lower load index (94 = 1,477 lbs per tire) than the vehicle requires (98 = 1,653 lbs per tire). The tires were delivered underinflated at approximately 35-37 PSI instead of the placard-required 42 PSI cold. After I inflated them to 42 PSI, the right-rear tire initially would not hold pressure and dropped to approximately 31 PSI, indicating a bead-seating or valve defect from installation; it later accepted 42 PSI but requires monitoring. My normal commute involves sustained highway driving at 70+ mph. Operating at highway speeds on tires rated below the vehicle manufacturer's specified load index, combined with underinflation and a suspected bead/valve installation defect causing pressure loss, creates a risk of heat buildup, tread separation, or sudden blowout and loss of vehicle control. Walmart did not correct the installation: staff attempted to install only three of the four correct replacement tires and later told me to purchase an additional tire at my own expense. I declined both. No crash, fire, injury, or police report resulted. The tires remain on the vehicle pending resolution. This complaint documents the safety hazard created by the incorrect tire fitment and defective installation. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

I have a model 3 2021 Tesla. I noticed that several times it gives me the alert for steering wheel malfunction when it rains. In these instances the car will completely froze in the middle of the highway. I noticed Tesla had a recall for the 2023 Tesla’s for the same issue but failed to inspect the 2021 that also has similar issues. I think this is a huge safety issue that’s a manufactured issue that could have cost me my life

I am reporting a repeatable safety problem with FSD Lite's end-to-end parking behavior. On July 22, 2026, FSD Lite reversed the vehicle into a solid concrete garage wall while backing into a parking space. The vehicle did not stop before hitting the wall and sustained a scrape. On September 20, 21, and 22, 2026, FSD Lite selected parking spaces and began reversing toward parked cars. I had to intervene each time to prevent a collision. When I select the parking space myself, the maneuver works correctly. A previous software update briefly fixed the problem, but it returned after the vehicle updated to FSD Lite v14.1 Lite, software build 2026.26.6.5. This is a repeatable reverse-parking safety defect that can cause property damage and could injure someone. No one was injured, and no other property was damaged. The vehicle and its logs are available for inspection. Please review the FSD parking-space selection, reverse path planning, obstacle detection, and braking behavior for these events.

The front suspension became loose and produced a clunk while driving. The vehicle was taken in the same day. Two independent shops examined it and neither could perform the repair. One reported that a nut for the lower suspension link fasteners was still loose inside the vehicle structure and could be heard moving, and that the cause was unknown. The vehicle was then taken to a manufacturer service center. Its printed factory invoice diagnosed that the captive nuts for the lower subframe links had failed. The front subframe, both front lower lateral links, the front lower compliance link assemblies and the front aero shield were replaced, followed by a four-wheel alignment and a post-repair test drive. There was no collision, no impact damage and no tampering. The failure occurred at approximately 41,766 miles. SAFETY RISK: the lower lateral and compliance links locate the front wheels. Fasteners securing them backing out or failing can allow a link to separate from the subframe, shifting alignment and affecting steering control. This vehicle is driven regularly at highway speed, often with driver assistance engaged, and by more than one driver in the household. A separation at speed could have caused a loss of control. WARNING SYMPTOMS: an audible clunk from the front suspension and a loose-feeling front end, first noticed shortly before the vehicle was taken in. No warning lamp or message appeared. CONFIRMATION: the failure was diagnosed and repaired by the manufacturer's own service center, and the diagnosis appears as printed text on the factory repair invoice, which is available. The replaced parts may no longer be available for inspection. This vehicle has no open or completed suspension recall. Existing recall campaigns covering front suspension lateral link fasteners on this model did not include it. The repair was paid out of pocket.

After a Tesla-delivered over-the-air software update, my 2021 Tesla Model 3 equipped with Hardware 3 experienced loss of the rear-view camera along with other camera and Autopilot-related functions. The exact date the condition first appeared is unknown, but it occurred after the software update. Camera calibration later became stuck and resets/recalibration did not restore functionality. Tesla Service inspected and reproduced the problem. Tesla documented camera alerts, inability to activate Autopilot, alerts for both pillar cameras and the front-main camera, proper voltage to the cameras, no short to body, and no change after testing a known-good camera. Tesla concluded that the affected cameras share a deserializer path internal to the HW3 car computer and diagnosed an internal car-computer failure requiring complete computer replacement and camera calibration. The safety concern is loss of the rear-view camera and multiple camera-based driver-assistance functions, reducing rear visibility and eliminating features that rely on those cameras. Tesla did not identify the root cause of the internal HW3 failure or establish that the preceding software event could be excluded as a cause, trigger, or contributing factor. Tesla has separately acknowledged in NHTSA Recall 26V283 that software on certain HW3-equipped Model 3 vehicles can prevent camera streams from reaching the MCU and result in loss of the rear-view camera image. I am not claiming that recall necessarily applies to this specific failure; I am reporting the similar sequence so NHTSA can determine whether there may be a broader defect pattern. The vehicle remains unrepaired and is available for inspection upon request.

Interior camera circuit failed in the main computer as diagnosed by Tesla, it disables most safety features of the car, no collision warning or avoidance, no automatic emergency breaking, no lane departure warning or correction, no reverse cam, no cruise control or self driving, and probably more. Only Tesla can replace it because it's vin matched to the car, for $2400. This part should be more durable

As we were normally driving, the car lost power immediately with no warning sign. After the power is lost, brake does not function, electrical door button doesn't function, hazard light doesn't function. Car was able to scroll to a complete stop to the side of the road. The steering wheel is locked. Again, BRAKE DID NOT FUNCTION after the power is lost. No button works, no screen turns on, car is not able to turn to neutral. There was no collision prior and no warning prior. Tried to file a police report. But Officer [XXX], badge # XXX, refused due to there was no collision and no accident. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The contact owns a 2021 Tesla Model 3. The contact stated that the trunk strut failed, and the lift fractured, causing the rear glass to crack. There was a long crack from the edge to the top of the glass. The contact's husband cut the strut because the vehicle could not be driven with the truck ajar. A service appointment was scheduled on the App by text with the local dealer. A message was sent to the Tesla manufacturer. The failure mileage was approximately 82,000.

Tesla replaced the windshield on my 2021 Model 3 at the Tesla Service Center in Schaumburg, IL. Days after the installation, following a light rain, a film appeared on the exterior surface of the glass. In the presence of moisture the film hazes over and substantially obscures forward visibility from the driver's seat. The first occurrence was on 8/22/2026 while leaving a venue in heavy pedestrian traffic. Forward visibility was significantly degraded. During that drive the vehicle's driver-assist system issued a take-control prompt and returned control to the driver. The system did not display a reason for the prompt, so I cannot attribute it; I am reporting that it occurred while visibility through the windshield was degraded. The condition is not removable by normal means. Windshield wipers and washer fluid do not clear it. The defroster/defogger does not clear it, which rules out interior condensation. It required manual scrubbing to reduce, and it has recurred repeatedly since. It presents only in high humidity or after precipitation; in dry conditions the glass appears normal. The condition did not exist prior to the windshield replacement. I have photographs taken from the driver's seat showing the obscured view. I reported this to Tesla on 8/22/2026 through two in-app channels; both were closed without a response. I escalated by email on 8/24/2026. The service manager responded and scheduled an inspection. As of this filing the substance has not been identified, no cause has been determined, and no correction has been made. The condition remains active. I am filing because a windshield that intermittently obscures forward vision under ordinary weather conditions is a driving hazard, and because the vehicle has been operated in that condition while awaiting resolution. No crash, injury, or fire has occurred.

My 2021 Tesla Model 3 with approximately 70,000 miles developed front suspension problems. It began with squeaking, creaking and groaning, similar to a rusty playground swing, especially while turning or when the suspension moved. The noise was worse in hot weather and progressively became extremely loud and constant during normal driving. I also began hearing intermittent knocking/"bonking" or clunking. I could even hear the suspension when the vehicle compressed as I sat in the driver's seat. There were no warning lights or messages. Tesla inspected the vehicle and diagnosed both front lower lateral links and both front lower compliance links as needing replacement, along with an alignment. Tesla estimated approximately $1,960. CPR EV Repair replaced the diagnosed lower suspension components. After removal, the bushings showed significant visible deterioration, including cracked, torn and separated rubber around the inner sleeves. CPR EV also advised that the front upper control arms were worn and would need replacement. I was concerned for my safety because failure or separation of a deteriorated front suspension component while driving could affect steering or vehicle stability and potentially cause loss of control. Although I did not experience a complete separation or crash, the rapidly worsening and eventually constant symptoms made me concerned about continuing to drive. I have Tesla's estimate, CPR EV documentation and photographs of the deteriorated components after removal.

my 2021 tesla model 3 required replacement of both front upper control arms due to premature wear. the vehicle developed suspension noise, and an inspection determined both upper control arm assemblies with ball joints needed replacement. the repair cost was $1,845, including a wheel alignment. i am aware of numerous similar owner reports involving premature front suspension component failures in tesla model 3 vehicles and am submitting this complaint because i believe this may represent a broader safety-related issue.

I was driving down Interstate 635 Lane Departure Assist on my 2021 Model 3 pulls me into the lane it senses im departing into when system is set to "assist" (if vehicle sense im straying into the left lane as an example, it will pull me further towards the left lane markings and requires an abnormal amount of effort into recentering the vehicle within the lane I am in). Vehicle has since been driven in "warning" setting since this event with no further issues.

The adaptive cruise control on Tesla vehicles is dangerous. The model in question is a 2021 Model 3 but its an issue with many model years. The cruise control tends to get confused and applies the brakes during normal driving leading to very unsafe conditions for the Tesla and anybody behind it. The issue can happen in any environment and from 1-2 times per drive. There are no warnings or indications that the car is about to apply the brakes. The car has not been inspected by a service center but is in good working condition.