2017 TESLA MODEL X Complaints

The main vertical display which shows rear view camera when car is in reverse is extremely slow. My rear view camera at times doesn’t show up until 15-20 seconds of putting the car in reverse and sometimes, the camera doesn’t even come up. This happens frequently on a weekly basis. I think the unit needs to be replaced for the camera and the entire car to be responsive. Now to answer your questions: 1. Yes it is available for inspection upon request 2. By the rear view camera not turning on the second the car is in reverse. This puts everyone’s safety at risk. 3. I have not gone anywhere to show it. It’s just a very slow computer, everything on it works very slow, needs replacement. 4. No it has not been. 5. No.

Both Garnish - Fender - Front - LH Right side and Left side come loose when driving in rain. The force of wheels pushing rain water on the fender garnish causes both the left and right fender garnish 4 push clips to come loose. When this fender garnish breaks and flies off it could hit a pedestrian, another car on the road or the car it is installed on causing an accident

My 2017 Tesla Model X (VIN: [XXX] ) is experiencing stiff and binding steering caused by corrosion at the lower steering column I-shaft universal joint. The steering intermittently binds and resists normal turning force, which has caused Tesla’s Full Self-Driving (FSD) system to disengage due to abnormal steering resistance — a direct safety concern. Tesla’s own Service Bulletin SB-20-32-004 documents this exact condition — I-shaft U-joint corrosion causing stiff steering — on Model S and Model X vehicles. The bulletin covers 2015–2020 model years. However, Tesla service center stated that my VIN is not classified under this bulletin and that the $500 repair is an out-of-pocket expense not covered under warranty or goodwill. The issue has not yet been repaired. I am currently operating a vehicle with a known steering defect that Tesla has documented in its own service bulletin but has declined to cover for my specific VIN, despite my vehicle exhibiting the identical failure. I am requesting NHTSA investigate whether the VIN classification for SB-20-32-004 is appropriately capturing all affected vehicles, and whether this issue warrants escalation to a formal safety recall — particularly given the impact on automated driving system performance. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The contact owns a 2017 Tesla Model X. The contact stated that while driving at an undisclosed speed, the steering wheel seized. There was no warning light illuminated. The contact stated that the steering wheel became difficult to control and was pulling to one side, almost causing a crash with another vehicle. The vehicle was taken to the dealer, but it was not diagnosed or repaired. The dealer test drove the vehicle and the failure reoccurred, and the dealer deemed the vehicle unsafe to drive. The contact stated that the failure reoccurred shortly after the stabilizer arm and toe link were repaired. The contact also stated that a mobile message indicated that the I-shaft had failed. The manufacturer was made aware of the failure. The failure mileage was approximately 55,340.

Repeat catastrophic steering failure on 2017 Model X (VIN [XXX] ). Steering wheel spins freely with zero connection to the wheels (complete mechanical disconnect). This is the third steering-system repair in under 12 months. • April 8, 2025: Lower intermediate shaft replaced (still inside 12-month parts warranty). Invoice does NOT list ‘shielded’ or part 1027851-00-A. • Current failure now requires full steering rack (1070801-00-F) + module + severed cable. Current estimate DOES list shielded I-shaft (1027851-00-A). Tesla claims the April repair used the ‘most updated’ part and that TSB SB-20-32-004 did not apply to my VIN. This contradicts the invoices and the TSB itself (which covers 2015–2020 Model X). Tesla previously admitted they cannot rule out a connection to the prior repair and that this severity is something they have "never seen." Safety risk: Could have occurred on highway with loss of vehicle control. Tesla has denied goodwill. Attached: All invoices, estimates. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

High voltage battery management system generated fault codes BMS_u008 and BMS_f071 during a Supercharger charging session, prohibiting drive mode. Vehicle had been driven normally to the Supercharger with no drive-prohibiting alerts during transit. After connecting to the Supercharger, fault codes manifested. Despite fault condition, vehicle continued charging to 93% state of charge before requiring towing. This is the second such event — original HV battery also generated BMS fault alerts prohibiting drive mode during a charging session in January 2024 and was replaced with a remanufactured assembly. Third-party firmware alert data shows recurring hardware charging fault alerts (CHG_f018, CHG_f076, customer message: Unable to charge) occurring in January and February 2026, weeks prior to the March 2026 failure. Alert DI_u014 also fired repeatedly on March 18, 2026 indicating insufficient 12V supply contributing to undriveable condition — a separate system from the HV battery. Tesla Service Center has not investigated whether Supercharger charging events contributed to either failure, has not produced Supercharger session logs, and has not attempted software-level fault resolution before recommending full hardware replacement. Tesla's own firmware documentation describes BMS_u008 as potentially self-clearing and BMS_f071 as having a documented clear condition. Remanufactured battery subsequently drained from 88% to 0% over 11 days while unplugged at service center — 6-9% per day versus normal 1-3% per day vampire drain, consistent with active BMS fault causing abnormal parasitic draw.

I experienced a total steering lockup and loss of vehicle control immediately following a steering column and suspension repair at a certified Tesla service center at [XXX] . INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

The contact owns a 2017 Tesla Model X. The contact stated that while driving and rolling up the front driver's side window, the exterior window lower chrome detached. The contact was able to grab the chrome piece before the chrome piece flew off the vehicle. The chrome piece was reinstalled on several occasions; however, the failure recurred while rolling up the window several times. A Service Center was contacted through the Mobile App and provided an estimate for the part replacement. The vehicle was not repaired due to the cost. The contact related the failure to an unknown recall. The manufacturer was notified of the failure. The failure mileage was approximately 50,000.

Approximately one to two months ago, the driver-side front door latch on my 2017 Tesla Model X malfunctioned and prevented me from exiting the vehicle through the driver door. I first attempted to open the door using the manual interior door handle (manual mechanical release), but the door did not unlatch. I then attempted to open the door using the electronic door release, but it also failed to open the door. When attempting the electronic release, the door actuator clicked multiple times but the door did not open. Even while pushing outward on the door while activating the release, the latch would not disengage. Because the driver door would not open using either the manual or electronic release mechanisms, I exited the vehicle through the passenger side door. Later, after applying significant pressure to the driver door and repeatedly attempting to open it, the door eventually opened. Tesla service has indicated that earlier front door latch assemblies require a retrofit and that both front doors must be retrofitted. I was given an estimated cost of approximately $1,500 or more for the latch retrofit plus an estimated diagnostic fee of approximately $200 or more. I am concerned this represents a safety defect involving failure of both the electronic and manual door release mechanisms, which prevented normal occupant egress through the driver door.

The electronic power steering (EPS) is struggling, requiring increased driver effort to steer. This seems to be dangerous when driving. The Full Self Driving (FSD) capability also stops abruptly when the steering locks up. Again, this is very risky and can cause serious accidents. I see that several owners have posted on social media about this same issue. Note, that there were recalls issued related to corroded steering bolts for Tesla Model X built up till November 2016. My car is built in 2017.