Tesla Recalls Almost 13,000 EVs over Risk of Battery Power Loss

Original Article ↗ Hacker News Discussion ↗

Recall Type and Scope

  • Commenters note this is a “real” physical recall (hardware replacement) rather than Tesla’s usual over‑the‑air (OTA) software fixes, which many had grown used to.
  • The affected vehicles are recent Model 3 and Model Y units with a specific supplier’s battery pack contactor; some owners say this is their first non‑software Tesla recall.

Tesla vs. Other Automakers’ Recalls

  • Thread cites NHTSA and other datasets: Ford, Chrysler, etc. have many more recall campaigns than Tesla in raw count, but also many more models.
  • Others present stats showing Tesla has fewer campaigns but each often affects a very large fraction of its fleet, making a given Tesla car more likely to be caught in a recall.
  • Several people argue any fair comparison must normalize by models offered and vehicles sold; on that basis, views diverge on whether Tesla is “better” or “worse.”

What Counts as a Recall (OTA vs. Physical)

  • One camp insists software fixes for safety defects are still recalls by legal definition and can cover critical systems (brakes, steering, collision avoidance).
  • Another sees OTA “recalls” as misleading headlines, because the public associates “recall” with physically returning the car, not a background update.

Technical Issue: Battery Contactor and Loss of Drive

  • The faulty part is the high‑voltage battery pack contactor, a heavy‑duty solenoid/relay that connects the traction battery to the car.
  • Failure mode appears to be “open,” so the car loses motive power but 12V systems (doors, lights, screen) still work; some compare it to a fuel pump failure in an ICE car.

Braking, Power Architecture, and Safety

  • Several explanations of EV architecture: high‑voltage pack plus a low‑voltage (12V or 48V) system powered via DC‑DC converter when the car is “on.”
  • Modern EVs often use fully electric brake boosters on the low‑voltage bus; they’re designed to remain powered briefly after HV disconnect for a controlled stop.
  • Concerns about unreliable 12V batteries are raised; owners respond that EVs monitor and warn on 12V degradation and can still run with DC‑DC support while driving.
  • Discussion digresses into 12V vs 48V tradeoffs (wiring weight, component availability), with no consensus beyond “12V is entrenched; 48V is coming slowly.”

Door Egress and Trapping Fears

  • Question: could this kind of power loss trap occupants in a burning or submerged car?
  • Multiple replies: Teslas have mechanical interior releases; fronts are obvious, rears can be hidden behind covers or vary by model/year.
  • Some see the rear emergency releases and child locks as too obscure in emergencies; others note many ICE cars also prevent rear escape via child‑safety locks.
  • There is mention of real crash cases where rescuers couldn’t open Tesla doors from outside, heightening concern about electric exterior handles.

Media Coverage and Perception

  • Some ask why Tesla recalls seem to generate disproportionate news; others counter that mainstream outlets regularly cover non‑Tesla recalls too.
  • Explanations offered: Tesla’s tech/startup association, strong investor interest, and the CEO’s high profile increase click value and hence coverage.
  • On Hacker News specifically, commenters attribute the frequency of Tesla recall posts to the community’s interest in EVs, software‑defined vehicles, and Tesla’s business model.