NHTSA Complaint #11701872 — 2017 TESLA MODEL S

This is a supplemental filing to my prior NHTSA complaint (#11697718) regarding a high-voltage isolation fault and shutdown risk. The vehicle displayed warnings including “vehicle may shut down during driving,” “may not charge,” and repeated BMS isolation fault messages. It became inoperable at a public charging station. The manufacturer confirmed isolation faults in the drive unit and the A/C compressor. Their own service notes stated that the vehicle “may shut down during regular driving” and that charging “may not be safe.” Despite this, the vehicle was left at 0% state of charge for an extended period and then charged by the manufacturer. They later stated to a regulator that the vehicle was “trickle charged at 1 amp for 6 hours,” but the vehicle’s range increased by approximately 100 miles, which is not physically possible at that charging current (1 amp at 240V for 6 hours = 1.44 kWh ≈ 4–5 miles). This discrepancy suggests the vehicle may have been charged at a higher rate than claimed and without proper cooling, despite the documented A/C failure that is necessary for battery thermal management. Battery condition is unknown because the manufacturer refused to perform or provide a battery health analysis, isolation resistance values, thermal logs, or charging session data. The safety defect could not be verified as repaired. While this safety issue remained unresolved, the manufacturer rejected a Tesla roadside tow arranged under regulator instruction to second service center and instead arranged an unauthorized tow to remove the vehicle from their facility without my consent. The vehicle was taken to a non-manufacturer storage lot while still in an unsafe state. I am concerned about: • high-voltage isolation faults, • shutdown risk during driving, • unsafe charging performed by the manufacturer, • possible battery damage from low SOC and charging without A/C cooling, and • mishandling of an active safety defect. The vehicle is available for inspection.