Oh, I don't know, maybe because Tesla is bigger than the rest of the entire industry combined?
Besides, safety recalls are what matters. I get lots of small qualtiy-related recalls that are so minor I don't even bother getting them done. Meanwhile, Tesla does what it can to avoid quality recalls, because for a while it was a marketing blurb for them.
https://www.motortrend.com/news/2024-2026-ford-ranger-recall...
https://247wallst.com/investing/2025/10/17/ford-recall-recor...
https://www.usatoday.com/story/cars/recalls/2025/09/24/ford-...
https://www.macheforum.com/site/threads/ford-issues-more-saf...
If you're looking at the pie chart, Tesla is not shown, but has had 9 in whatever time period and selection criteria is used.
Most recalls in 2024: Chrysler (72), Ford (67), BMW (36), GM (34), Hyundai (25), Mercedes-Benz (28)
Least: Tesla (16), Mazda (6), Rivian (8), Nissan (18), Toyota (16), Porsche (13)
Another way to look at it is number of people impacted, which changes the "leaderboard". In order of most people to least: Tesla, Chrysler, Ford, Honda, GM, BMW, Kia, Toyota,.... Porsche. Obviously, conflating factor is popularity of brand.
In an era of software-defined vehicles, the difference is one of convenience, not impact/consequence. Not really worth pointing out, unless you're a service department telling owners how to plan their week.
I threw up in my mouth a little upon reading this phrase. Dark times.
Vacuum break boosters only make sense for ICE vehicles where you already have an existing air pump (the actual engine) providing free “vacuum”, they don’t make sense in EVs where you need to an extra dedicated motor to produce vacuum, to power a vacuum booster system, to boost the breaks. Much better off just using the extra electric motor to directly boost breaks, without the whole vacuum system as a middle man.
Early EVs use vacuum break boosters, but only because they were the only economical solution, given there was little demand for electric break booster systems. After all a vacuum system is cheaper, if you have a free “vacuum source”. But for last decade or so there’s been enough EVs manufactured that electric break booster systems are now more economical for EVs.
To answer GP question, the an electric break booster system is almost certainly powered off the low voltage (12V) accessory system, not the high voltage system. So a high voltage disconnect won’t prevent the break booster from working, assuming the LV battery is working correctly.
Is an EV like an ICE in that the 12V bus has power while the car is running even if the 12V battery is dead? In an ICE the alternator puts 13.5 volts onto the 12V bus so a dead battery will prevent a car from starting but it will stay running on a dead battery if boosted to start. I imagine an EV does something similar but I don't know.
The 12V battery dying is only an issue if the car is parked and the high voltage battery is disconnected. Then there may not be enough power to 'wake' the car up again.
Mine failed after ~5 years. Replacement was inexpensive ($128) and Tesla service drove to my house to install it.
Like another poster in this thread, my original model 3 battery went ~5 years (typical 12v failure age in a car), and I bought it for $89(!!) at Tesla. Autozone wanted $125 for the same group battery. I did a DIY replacement. For some reason, that one failed after a year and a half. Just bad luck I guess.
Some EV makers, including Tesla, have switched to Li-ion (typically LFP) low-voltage batteries. These tend to be better suited to EV duty cycles than lead-acid, and improve reliability and longevity, as well as saving space and weight.
To lecture us on EV brake systems while repeatedly misspelling the word is making me twitch far too early this otherwise fine Wednesday morning.
You obviously wouldn't be able to speed up again, which depending on the situation, would be where the danger lies.
Tesla buys plenty of products from them, including things like electric steering assist.
Bosch wants to stay relevant for longer than ICE cars after all, and a lot of these components were developed for ICE cars anyway.
I have to wonder if this ever happened with the 6v to 12v transition somewhere in the 50's-60's
Virtually all electronics need a step down (buck) converters as they run at lower voltages 5, 3.3, 1.8. 12V > 3.3- 1V would a single step. 48V ones would likely require an intermediate step. The only exception would be running some power systems where it'd require less current.
The main savings is current though, because the wiring harness is one of the most expensive parts of a car.
The wiring for 48V can be a lot thinner than it is for 12V. As there is a square law involved for resistive heating it turns out that wiring for 48V can use 1/16th of the weight of copper as that for 12V.
A switchmode converter can be designed for 48V just as easily as 12V.
As to whether the booster is run off of the 400V or 12V bus I don't actually know. My guess would be the latter, honestly, since the parts would be more generic. But in any case it probably doesn't matter if the main battery fails as the 12V battery is tiny and would probably not provide enough power to run the hydraulics without the DC/DC converter.
Again, Tesla brakes are very conventional hydraulic devices and they work (and fail) like brakes in any other car you're going to drive.
LiFePO4 is capable of providing massive amounts of current for its size (way higher than a conventional acid one). 100A is not that high amount of current to run even with 4s4p setup. A 10kg battery would be beyond sufficient (should be able to fully power the brake system for 1h use).
Note: jump on the brakes is expected to consume around 1200W
https://electrek.co/2025/10/22/tesla-recalls-recent-model-3-...
Model Ys still have a separate, standard 12V battery that power many of the car's non-drivetrain related parts. So in this case, the battery pack contactor failing open would cause the car to lose the ability to drive, but the doors/windows/lights/screen would all still likely be working.
Pet peeve: The phrase is "one of the few," not "one of the only." If something is "only," it can't be "one of" something.
> At the bottom of the rear door pocket, there is a slot in front of the release cover. Slide your finger into the slot and lift to remove the cover. Pull the mechanical release cable forward.
I wonder how people are supposed to be able to find that when in an emergency sitting in the backseat of someone else's car.
The manual bypass for the driver and passenger seat is much easier to find than the one in the rear. Too bad the driver can't help rescue everyone else, because the door handles are electric.
I point them out to any passengers in the back seat.
If you have kids that are likely to pull them ... different story.
FTFY
https://people.com/woman-dies-after-allegedly-being-trapped-...
https://nypost.com/2025/09/19/world-news/tesla-driver-and-tw...
No hard evidence for it, but it did make me think. (I don't think this applies to Tesla)
I try to avoid political news but am apparently failing at some level.
There were millions of Americans who were very confused in 2020 when BLM protests popped up in other parts of the country.
"Why do they hate the Bureau of Land Management?"
Fuel pump failure is certainly not an uncommon thing, although in my limited experience, they usually become a bit intermittent and the car sputters for awhile, rather than losing all motive power at once (but that's totally possible too).
I am guessing when drive power is lost on an EV it would just coast (hopefully). Since there's effectively no connected battery pack to regen to, and the electric motors won't physically lock up.
Maybe you don't read enough legitimate/mainstream media? I see them all the time.
Just yesterday: Ford, Dodge, Nissan among over 1.1 million vehicles recalled - https://www.usatoday.com/story/cars/recalls/2025/10/20/check...
It doesn't get much more "national" than USA Today.
Tesla deliberately pushes boundaries and breaks from tradition. That's admirable, but traditional manufacturers have decades of engineering knowledge behind their approaches for good reasons. Push the envelope enough and you'll have more misses and in Tesla's case more recalls
The entire car dealership lobby hates Tesla, for example.
- Tesla PR department = { } // the empty set
- CEO drives all external communication (pun intended)
Granted I'm Canadian so that might make a difference, but Tesla recalls aren't the only one making national new. They just don't typically appear on Hacker News.
zerosizedweasle•3h ago