2015 Tesla Model X Recalls

The Office of Defects Investigation (ODI) received a petition requesting that ODI reevaluate its decision to deny DP20-001 on the basis that intermittent high electrical current demands on the vehicles' 12VDC systems may have caused some or all of the incidents examined by ODI in DP20-001. The petitioner bases this information on a review of open-source research and the DP20-001 denial. The petition and related materials can be reviewed at NHTSA.gov under the following ODI number: 11528471.

On March 21, 2023, the Office of Defects Investigation (ODI) received a petition requesting a “recall of all Tesla cars” produced from 2013 to the date on which the petition was filed due to what Petitioner considers to be the increased likelihood of pedal misapplication. Attached to the Petition is a paper authored by Petitioner. According to Petitioner, the differences in the operator controls between the subject Tesla vehicles and internal combustion engine powered vehicles promote driver pedal misapplication, leading to sudden unintended acceleration (SUA) incidents. To fix this alleged defect, Petitioner argues that the subject vehicles should be equipped with measures that require: (i) occasional removal of the driver’s foot from the pedals; and (ii) application of the brake pedal before fully stopping the vehicle. ODI evaluated the allegations by, among other things, reviewing the Petition and supporting technical paper, and analyzing Tesla’s response to ODI’s Information Request. ODI is denying this Petition. ODI has not found evidence that warrants the opening of a safety defect investigation into the Tesla vehicles as described in the Petition. The use of regenerative braking controlled by the accelerator pedal, or one-pedal driving, is common across most light vehicle manufacturers of electric vehicles and Tesla vehicles are not unique in this respect. Further, ODI identified only a handful of collisions potentially within the scope of the alleged defect; and corresponding vehicle data demonstrated that the subject vehicles responded appropriately to control inputs by their drivers. Moreover, ODI is unaware of any evidence to suggest that Petitioner’s proposed interlock would have prevented alleged SUA events as apparently described in the Petition and supporting materials. Accordingly, the Agency is denying the petition. As with all potential motor vehicle safety risks, NHTSA will continue to review any new information or incidents as they are submitted to the Agency.

On August 13, 2021, NHTSA?s Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE21-020) to assess the performance of Tesla?s Autopilot system (a system characterized by Tesla as an SAE Level 2 driving automation system designed to support and assist the driver in performing the driving task) available in Tesla vehicles. The investigation opening was motivated by an accumulation of crashes in which Tesla vehicles, operating with Autopilot engaged, struck stationary in-road or roadside first responder vehicles tending to pre-existing collision scenes. Upon opening the investigation, NHTSA indicated that the PE would also evaluate additional similar circumstance crashes of Tesla vehicles operating with Autopilot engaged, as well as assess the technologies and methods used to monitor, assist, and enforce the driver?s engagement with the dynamic driving task during Autopilot operation.PE21-020 is upgraded to an Engineering Analysis (EA) to extend the existing crash analysis, evaluate additional data sets, perform vehicle evaluations, and to explore the degree to which Autopilot and associated Tesla systems may exacerbate human factors or behavioral safety risks by undermining the effectiveness of the driver?s supervision. In doing so, NHTSA plans to continue its assessment of vehicle control authority, driver engagement technologies, and related human factors considerations.The attached Detailed Summary further describes NHTSA?s review to date and the basis for upgrade to an EA.