Tesla Model 3 Fuel System problems by year

Officer [[redacted]], badge # [redacted], 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)

energy averaging approximately 49.93 kWh -- approximately 66.6% of the rated 75 kWh pack. Tesla/BMS diagnostics report approximately 79-80% pack retention, implying approximately 58-59 kWh available -- approximately 8-9 kWh more than the vehicle's own consumption display reflects. No BMS fault code, low-power alert, or driver warning has been generated despite this persistent discrepancy. On April 22, 2026, after a drive, the vehicle was parked showing approximately 3% SOC and 7 miles remaining. Approximately five hours later, while parked and not being driven, the vehicle displayed 0% SOC and 0 miles. No fault or warning was triggered. Supporting photographs document the same low-SOC discharge cycle: vehicle at 27%/65 miles on April 20 and at 0%/0 miles on April 22. A driver relying on 3%/7 miles as a margin to reach a charging location could become unexpectedly stranded. If a similar BMS recalculation occurred while driving at low SOC, the result could be sudden unexpected loss of motive power -- a potential roadway safety hazard before the driver receives adequate warning. On May 14, 2026, Tesla Service performed a battery health review (Invoice 3000S0016915237) documenting 79% pack retention, no faults found, no further action. Test name, methodology, and whether the review evaluated BMS calibration accuracy or low-SOC energy availability were not disclosed.

CP_a077); HV-enable blocked cascade. • Feb 24, 2026 - Service app: estimate approval prompt; supervisor instruction to 'safely disregard' active HV alerts captured via screenshot. • Feb 27, 2026 - Persistent handshake stall (CP_a066, State B1) despite 'successful' software job and new firmware update to patch the 2026.2 tree branch software. Vehicle remains grounded. Safety Concern Vehicle telemetry states HV contactors are blocked to protect the vehicle; service staff advised to disregard active alerts. Inconsistent guidance risks unsafe operation. I grounded the vehicle pending engineering review. Troubleshooting and A/B Tests My home EVSEs successfully charge a different Tesla (Model Y). The subject VIN charges at DC fast charging (Supercharger) and once on a third-party EVSE, but fails on my two home EVSEs thereafter. This localizes the issue to vehicle-side AC charge path/charge-port logic rather than the EVSE. Request OEM to provide CP waveform under load + Toolbox logs. Please log this safety-related defect; aggregate with similar complaints, and, if appropriate, open an investigation into identity/integrity faults causing HV-enable lockouts and conflicting service guidance

miles that only dropped from 272->260 miles (4.4% loss). The Long Range with 7x FEWER miles has 3x MORE degradation, indicating a battery pack defect. Service Refusal: Tesla Service ran "range analysis" but refuses to test battery capacity or check for dead cells. Only provided scripted responses about EPA vs real-world driving, which doesn't explain why my high-mileage vehicle has healthier batteries. Safety Concern: Rapid cell degradation may indicate failing cells, thermal management defect, or fire risk. Unpredictable range loss creates stranding risk. Request: Investigate 2023 Model 3 LR battery packs for systemic defects. Require Tesla to perform cell-level diagnostics and replace defective packs. Documentation available upon request.

foot to confirm that it was on the brake pedal and it definitely was. I continued to repeatedly push the brake pedal down to no avail. I was steering and tried to navigate my way through 4 lanes of moving traffic because they had a green light. I hit the front end of a car, which didn't slow my car at all. I went on to hit another car's front end, which didn't slow my car at all either. My car then charged out of control to hit the curb on the opposite side of the street facing traffic. Hitting the curb stopped my car finally. I noticed that the airbags on the right side of my car were deployed. Components that failed/malfunctioned: brakes, fuel/propulsion system, speed control, automatic emergency braking, collision warning/avoidance, traffic signal detection Tesla Insurance has deemed the car a total loss. I also reported the malfunction to their Vehicle Support but haven't gotten the report or the data report from the car that I requested yet. I was told that the report would be complete by 8/7/25. The car was placed on a hold for the investigation, so it should be available for inspection. I do have the dashcam videos and photos of my car, if needed. This incident was terrifying because I had zero control of my vehicle due to the sudden unintended acceleration (SUA). I see on the internet that SUA is a problem with Tesla that has been reported repeatedly. It is a miracle that no one was hurt or killed. Tesla needs to address this immediately!

resistance (380kΩ, far below Tesla's 1,000kΩ safety threshold), yet they took no further action. On July 12, the car again went into limp mode. Tesla's repeated failure to follow safety protocols, diagnose accurately, and honor warranty obligations has left me with a vehicle in an unsafe state and no corporate accountability. I've contacted their Resolutions team three times (7/2, 7/7, 7/10) with zero response.

las cargas y descargas de las baterías, estas empiezan a hincharse, deformarse hasta que llega a un punto donde las celdas que componen la batería entran en cortocircuito produciendo los incendios ya mencionados. Existe un sistema ya patentado para controlar la deformación de las celdas que componen una batería, una vez que el sistema detecta el hinchado o deformación en las celdas que componen una batería, este puede detener la carga, carga por regeneración y impedir el siguiente arranque del vehículo poniéndolo en modo seguro. Adjunto presentación del sistema mencionado en el siguiente enlace: [[redacted]] Saludos. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Additionally, without PTC heater car cannot defog windshield, resulting in potentially poor visibility. 3. Dealer replaced the defective part (PTC heater) and had to replace 12V battery as well. Was not covered under warranty and I had to pay the cost out of pocket. 4. Inspected by manufacturer and replaced. 5. Got warning signs about reduced power available, and secondary electrical features were limited.