NHTSA opened a preliminary evaluation on October 7, 2025, to investigate reports that Tesla’s Full Self-Driving (FSD) system made traffic-law violations, including running red lights and steering into opposing lanes. The agency estimates that 2,882,566 Tesla vehicles equipped with FSD (Supervised) or FSD (Beta) are in scope. This is an investigation, not a recall or a final finding that the system is defective.
What is NHTSA investigating?
The National Highway Traffic Safety Administration’s Office of Defects Investigation (ODI) opened Preliminary Evaluation PE25012 on October 7, 2025. Its stated subject is “Traffic safety violations while Full Self Driving ("FSD") is engaged.” ODI says it is assessing the “scope, frequency, and potential safety consequences” of FSD maneuvers that may violate traffic-safety rules.
The opening estimate covers 2,882,566 vehicles equipped with FSD (Supervised) or FSD (Beta). The opening document does not specify a model-by-model breakdown, so the estimate should not be read as a count of every Tesla on the road.
What behaviors are at issue?
The allegations center on FSD proceeding through intersections against red signals and commanding lane changes into opposing traffic. ODI also lists wrong-way turns, crossing double-yellow lines, and disobeying lane-use rules—for example, going straight from a turn-only lane or turning from a through lane despite markings or signals.
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For red-light behavior, ODI identified 18 complaints and one media report alleging that FSD failed to remain stopped, failed to stop fully, or did not correctly detect and display the signal state. Some complainants said the system did not warn them about what it was about to do. ODI also identified six Standing General Order (SGO) reports in which a Tesla proceeded through a red light and then crashed; four of those crashes involved one or more reported injuries.
Several reports appeared to involve the same intersection in Joppa, Maryland. ODI said that pattern could indicate repeatability and understood that Tesla had taken action at the intersection. That observation is not, by itself, a finding about the cause of each incident or the effectiveness of the action.
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For lane and direction violations, ODI identified two SGO reports, 18 complaints, and two media reports involving entry into opposing lanes. It also identified four SGO reports, six complaints, and one media report concerning turn-only or through-lane violations. The categories can overlap: one incident may involve more than one alleged failure.
What do the reported incident numbers mean?
The figures below describe reports summarized in the October 2025 opening materials, not a set of incidents that NHTSA has independently confirmed as caused by FSD. A later Associated Press report gives a separate complaint count from a later date.
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| Figure | What it counts | Source and date |
|---|---|---|
| 58 | Total incidents in the PE25012 opening resume | NHTSA Office of Defects Investigation, 2025 |
| 14 | Crashes or fires among those incidents | NHTSA Office of Defects Investigation, 2025 |
| 10 | Incidents involving injuries | NHTSA Office of Defects Investigation, 2025 |
| 23 | Reported injuries | NHTSA Office of Defects Investigation, 2025 |
| 0 | Fatalities recorded in the PE25012 opening-resume summary | NHTSA Office of Defects Investigation, 2025 |
| 62 | Complaints referenced in NHTSA’s December 3, 2025 letter, as reported by the Associated Press | Associated Press, January 16, 2026 |
The Associated Press reported that NHTSA granted Tesla a five-week extension to respond to the traffic-law investigation. Its report described the investigation’s population as about 2.9 million vehicles. The 62-complaint figure is later than the opening resume’s 58-incident summary, so the two should not be treated as competing counts from the same date or necessarily the same category.
What is NHTSA trying to determine?
PE25012 is examining whether the system’s behavior and driver alerts leave an attentive driver enough time to intervene. ODI’s review includes whether FSD detected and displayed traffic signals correctly, recognized lane markings and wrong-way signs, and whether software updates affected compliance with traffic laws. The agency says it may also consider related violations near opposing traffic or railroad crossings if evidence arises.
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Those questions go beyond whether a vehicle crossed a line or entered an intersection. They concern what the system detected, what it communicated to the driver, how much time the driver had to respond, and whether the behavior changed across software versions.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Is this a recall, and is there a final finding?
No. PE25012 is a preliminary evaluation, an investigative stage in which ODI assesses whether the evidence warrants further action. The opening of an evaluation does not establish that a defect exists, and the material available through October 2, 2026, does not establish a final defect determination, recall order, or closure for PE25012.
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The later complaint count and Tesla’s response extension are procedural developments, not a recall decision. NHTSA may continue gathering information and decide what action, if any, is warranted after evaluating it.
Does the driver remain responsible while FSD is engaged?
Yes. NHTSA describes FSD (Supervised) and FSD (Beta) as SAE Level 2 partial-automation systems. The agency quotes Tesla’s characterization of FSD as requiring a “fully attentive driver who is engaged in the driving task at all times,” and states: “The driver remains fully responsible at all times for driving the vehicle, including complying with applicable traffic laws.”
That responsibility applies while the investigation is pending. A driver should not treat the system’s name as permission to stop monitoring the road or to assume that it will obey a signal, lane marking, or other traffic rule.
How is this different from NHTSA’s FSD visibility investigation?
NHTSA opened a separate Engineering Analysis, EA26002, on March 18, 2026, following earlier work under PE24031. It concerns FSD’s detection of degraded visibility and whether the system warns the driver soon enough—not the traffic-law allegations in PE25012.
| Investigation | Question and evidence described | Reported incident figures |
|---|---|---|
| PE25012, opened October 7, 2025 | Whether FSD maneuvers violate traffic laws and whether detection, warnings, and response time are adequate; opening materials summarize complaints and SGO reports. | 58 total incidents, including 14 crashes or fires, 10 injury incidents, and 23 injuries; no fatalities in the opening-resume summary. NHTSA ODI, 2025. |
| PE24031 information request, dated November 5, 2024 | Earlier inquiry focused on four crashes involving reduced visibility from sun glare, fog, or airborne dust. | Four crashes, including one fatality. NHTSA ODI, 2024. |
| EA26002, opened March 18, 2026 | Whether FSD’s degradation-detection system detects glare and airborne obscurants and gives a driver enough time to respond. NHTSA says FSD relies exclusively on vision-based cameras; in reviewed crashes it says the system did not detect impaired camera visibility or alert the driver until immediately before the crash, and lost track of or never detected a lead vehicle in each reviewed crash. | 9 total incidents and 9 crashes or fires, with 2 injury incidents, 1 injury, and 1 fatality. NHTSA ODI, 2026. |
The fatality reported in EA26002 belongs to that separate visibility investigation; it is not a fatality recorded in PE25012’s opening summary. The two matters address different hazards and should not be combined into one incident total.
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