2021 Tesla Model 3

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.

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.

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.

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.

Passenger side view mirror intermittently gets stuck in the "reverse" position while in drive gear. I have the side view mirrors settings to where they are in a certain position when in reverse gear, and then a different position when in drive gear. I will reverse out of a parking spot and then proceed on my drive. Every now and then, the passenger side mirror will still be in the "reverse" position while driving and I only notice it when making a lane change and looking at the mirror and its pointed down at the ground in its reverse position. This has distracted me a few times as I expect the mirror to be in the normal drive position and I'm unable to see any cars in my blind spot. The issue has never occured on the driver side mirror, and has happened for the past few months. I have to correct this each time it does this by going into the mirror settings and hitting the reset position button.

I am reporting a safety concern regarding the glovebox fascia on my Tesla Model 3. The material on the glovebox trim is peeling and separating, which appears to be caused by prolonged exposure to heat inside the vehicle. The peeling fascia creates concerns about the durability and integrity of the interior component, as the material may continue to deteriorate over time. Loose or damaged trim could potentially interfere with the proper use of the glovebox, create sharp edges, or become a distraction while driving. I am requesting that Tesla inspect the affected area and determine the appropriate repair or replacement to ensure the vehicle remains safe and maintains proper interior component quality.

Front Seatbelt On March 13, 2026, at approximately 7:51 PM EST (23:51 UTC), the driver of a 2021 Tesla Model 3 was killed in a head-on collision on SR 741 in Warren County, Ohio. Two people died in this crash — the Tesla driver and the driver of the oncoming vehicle. Tesla's own telematics data (provided to the family post-crash) reveals that the driver's seatbelt unlatched at Row 5115 / 23:51:03.269 UTC — exactly 14.15 seconds before the collision. The driver was actively driving at the time, as confirmed by 66 separate steering torque readings between the seatbelt unlatch and the crash, ranging from −1.59 Nm to +2.15 Nm in constantly alternating directions — the signature of active lane-holding. The seatbelt released on its own while the driver was actively steering based on tesla data at approximately 66 mph. No rational driver unbuckles their seatbelt while driving 66 mph on a busy two-lane road. The telematics data proves continuous active driving before, during, and after the seatbelt event. The seatbelt failure is a separate and independent defect from the Emergency Lane Keeping (ELK) system failure that caused the collision (which is the subject of a separate NHTSA complaint). Even if the collision was unavoidable, a functioning seatbelt may have saved the driver's life. The seatbelt failure independently contributed to the fatality. The following data is from Tesla's own telematics file provided to the family: Timestamp (UTC)RowEvent 23:51:03.269 5115 Driver seatbelt status changes from LATCHED to UNLATCHED 23:51:03.269 – 23:51:17.420(row 5115–5311)66 steering torque readings confirm active driving (−1.59 to +2.15 Nm) 23:51:17.4205311ELK system activates (separate defect) ~23:51:19.0—Head-on collision — driver unrestrained — two fatalities Pattern of identical complaints from other 2021 Model 3 owners (ODI 11713076, 11738583, 11684327)

Component: Lane Support System — Emergency Lane Keeping (ELK) Part of standard Autopilot safety suite (not FSD) activated without valid lane detection data and pushed the vehicle into the oncoming lane of traffic on Ohio State Route [XXX]. The system then aborted mid-intervention (LSS_STATE_ABORT), leaving the driver in the oncoming lane. The resulting head-on collision killed both drivers — the [XXX] Tesla driver and the driver of the oncoming vehicle. Two people died because of this ELK malfunction. Tesla's own telematics data confirms the following sequence: 5At 23:51:17.420 UTC, the Lane Support System activated Emergency Lane Keeping (LSS_STATE_ELK). 6At 23:51:17.652 UTC (232 milliseconds after activation), the system logged ALC_UNAVAILABLE_NO_LANES — confirming it had no valid lane detection data during the intervention. 7At 23:51:17.755 UTC (335 milliseconds after activation), the system logged LSS_STATE_ABORT — the system cancelled itself mid-intervention. 8During the 335-millisecond intervention, the vehicle's steering angle reached -16.79 degrees leftward and lateral acceleration measured +1.200 m/s² leftward — both confirming the vehicle was pushed into the oncoming lane. 9The driver responded with the largest steering torque (-5.08 Nm rightward) and largest rightward steering angle (+19.50 degrees) recorded in the entire telematics file — confirming he was actively attempting to recover. 10 The head-on collision killed both him and the driver of the oncoming vehicle. We requested additional telematics data from Tesla through the Tesla app. A forensic expert has examined the vehicle's ECU motherboard— missing critical fields including continuous yaw rate, high-resolution steering data, ELK steering commands, and lane detection confidence scores. A subsequent request for additional data produced an error message and Tesla has not provided further data. This crash is the exact behavior under PE25012. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The high voltage battery on my 2021 Tesla Model 3 Standard Range suddenly failed without any prior warning or gradual degradation. The vehicle was consistently achieving approximately 180 miles of range per full charge. Overnight, the battery charge was restricted to approximately 30% capacity, reducing usable range to roughly 30 miles. No warning signs or symptoms appeared prior to this failure. The failure was sudden and immediate. The vehicle displayed the alert "Maximum Battery Charge Level Reduced / OK to Drive, Schedule Service." The battery has been confirmed by a Tesla Service Center as having an internal fault. The only remedy offered by Tesla is full battery replacement at a cost of approximately $9,000 to $14,000 depending on the option selected. This failure poses a safety risk as the severely limited range can result in the vehicle becoming stranded unexpectedly, particularly during highway driving or in areas without nearby charging infrastructure. The failure occurred approximately 6 months after the battery warranty expired with no prior indication of degradation, suggesting a potential defect in the battery unit. The vehicle has been inspected by a Tesla Service Center and the fault has been confirmed. The component is available for inspection upon request.

My steering suddenly got extremely stiff on the highway while driving. There was a warning that assist will be reduced but no assist was present. I had to use all my strength to turn the steering and pulled into a parking lot with great difficulty. Then I reset the main computer and the power steering was functional again. I was lucky since the traffic was moving slower than usual but it could have been very dangerous and was a major safety concern.

On July 1, 2026, the vehicle was serviced by the manufacturer for GPS and camera malfunctions, and the vehicle computer was replaced. On the morning of July 2, 2026, during the first use of Autopilot after that repair, the vehicle experienced repeated serious driver-assistance malfunctions over a short period while traveling on a highway. While Autopilot was engaged, the vehicle repeatedly moved/steered toward the center of the road and near the path of a truck in an adjacent lane. The truck nearly struck the vehicle. The driver had to manually intervene to maintain control and avoid a potential collision. Video of the incident is available upon request and shows the truck and manual intervention. The vehicle was returned to the manufacturer service center the same day. The service center reviewed logs, performed an inspection/test drive, and stated that no hardware faults or issues were found and that the test drive was normal. However, the incidents were intermittent, occurred during highway Autopilot use, occurred the morning after a computer replacement related to GPS/camera systems, and were captured on video.

The contact owns a 2021 Tesla Model 3. The contact stated that while the vehicle was set to Self-Driving Mode, the vehicle suddenly stopped abruptly without the brake pedal depressed. The contact depressed the accelerator pedal immediately to continue driving. The vehicle was taken to the dealer three times. The dealer reset the mirrors and sensors; however, the failure persisted. The vehicle had not been repaired. The dealer suggested that the contact purchase another vehicle. The manufacturer was not made aware of the failure. The failure mileage was unknown.

I was driving my car on full self driving. I press the brake to stop full self driving the car immediately accelerated and caused a crash.

This is my fourth high voltage battery failure on this vehicle. Battery replacements occurred at approximately 13,000 miles, 60,000 miles, 96,000 miles, and now at 121,000 miles. The first failure occurred at 13,000 miles on a nearly new vehicle. During the second replacement a Tesla service technician verbally stated that 'the refurb process has vastly improved since your last battery' before retracting the statement when questioned, strongly suggesting refurbished units were installed in a vehicle under original warranty. Tesla has declined to cover the most recent failure citing warranty expiration, despite this being a documented recurring defect that originated well within the warranty period. The vehicle is currently inoperable due to high voltage battery failure. I was around 40 days outside of warranty with this last failure.

The outside part of the glove box is coming off. It could prevent air bags from working properly. It seems like the O ring glue holding it together has failed. It is available for inspection upon request. The issue is well known and is documented online. The issue has in the past been inspected by the manufacturer and requests an approximate $400 from the customer to fix the issue.

The forward-facing camera and Autopilot computer system on my 2021 Tesla Model 3 has failed. The dashboard first showed intermittent warnings that "Automatic Emergency Braking is currently unavailable" and "Adaptive headlight features are unavailable." Over several weeks the problem worsened from intermittent to constant, and the vehicle progressively lost its forward road visualization and all active safety features. Using the vehicle's Service Mode diagnostics, the Autopilot computer's Primary (A) processing node reports a "CRITICAL" status. The fault log records repeated alerts including dasMIA (driver-assistance system not responding), aebFault (automatic emergency braking fault), and fisheyeCamInitFault and fisheyeCameraStreamExit (forward camera initialization and stream failures). The cameras themselves are physically clean and unobstructed. Safety risk: the failure disables Automatic Emergency Braking and forward collision avoidance, lane-keeping/driver assistance, and the adaptive auto high-beam headlights. AEB is a critical crash-avoidance system; losing it leaves the vehicle unable to brake automatically for an imminent collision, and the loss of adaptive headlights reduces nighttime visibility. A Tesla service center inspected the vehicle, confirmed the diagnosis, and determined the Autopilot computer — a sealed, solid-state control unit — had failed and required full replacement at approximately $3,400. The vehicle is well under 50,000 miles. This failure appears consistent with the same car-computer power-component shorting failure for which Tesla issued a recall on its newer model-year vehicles. The vehicle and the failed component are available for inspection on request. The vehicle has not been inspected by police or insurance.

BMS_a079 error. Battery is no longer able to charge. High voltage battery will need to be replaced. Basically rendering the vehicle useless unless the battery is replaced.

The driver-side seat belt buckle/receptacle failed during normal use. There was no collision, impact, or misuse involved. While using the seat belt as intended, the buckle assembly separated/broke unexpectedly, causing the seat belt to no longer function properly. This appears to be a failure of a critical safety component rather than normal wear and tear. The vehicle should not be considered safe to operate until the restraint system is properly inspected and repaired. The failure occurred without warning and under ordinary driving conditions.

Component/System Failure: Total failure of the Autopilot ECU (DAS Computer) and the Front-End Module (FEM) wiring harness. Incident Description: My 2021 Tesla Model 3 (37,000 miles) experienced a catastrophic and "silent" failure of the entire vehicle vision suite and all active safety systems. A Tesla Service technician (Warrington, PA) inspected the vehicle and confirmed the root cause was a factory-defective (crimped) internal coaxial cable in the wiring harness. This manufacturing defect caused an electrical short that destroyed the primary safety-critical computer. Safety Risk: This failure resulted in a direct violation of FMVSS 111 (Rear Visibility), as the backup camera was rendered completely inoperable. Furthermore, all collision-avoidance features—including Automatic Emergency Braking (AEB), Forward Collision Warning, and Blind Spot Monitoring—were disabled. Critical Safety Concern (Silent Failure): The vehicle provided zero driver-facing alerts, dashboard warnings, or lamps to indicate that these safety systems were offline. I unknowingly operated a vehicle that was non-compliant with federal safety standards and lacked all primary crash-avoidance technology. The failure codes (APP_w045 and VCFRONT_a158) were only discoverable by manually entering the vehicle's "Service Mode." Manufacturer Status: Tesla Service has confirmed the hardware failure and the wiring defect but is currently refusing to cover the $2,800 repair cost, despite the failure involving systems currently under federal recall (SB-26-00-016). I am reporting this because a factory wiring defect causing a total, silent failure of federally manda