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1Repair Windows errors before they cause bigger problems2Scan for outdated or missing drivers - takes under a minute3Clear out junk files and repair common Windows errorsNHTSA opened Recall Query RQ24009 to determine whether Tesla’s December 2023 Autopilot recall is actually working. The agency is seeking vehicle-level operating data, crash and warning records, engineering files, human-factors evidence and communications covering an estimated 2,031,220 vehicles.
What NHTSA is investigating
On April 25, 2024, the National Highway Traffic Safety Administration’s Office of Defects Investigation opened Recall Query RQ24009. This is a recall-remedy effectiveness investigation: NHTSA is testing whether Tesla’s remedy addressed the risk identified in Recall 23V838. Opening the query is not a finding that every Tesla equipped with Autopilot is defective.
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| Investigation detail | What the official record says |
|---|---|
| Recall under review | Tesla Recall 23V838, filed December 12, 2023 |
| Vehicles in the estimated population | 2,031,220 Model S, Model 3, Model X, Model Y and Cybertruck vehicles |
| Model years | 2012–2024 |
| Equipment covered | Vehicles equipped with Autopilot |
| Query opened | April 25, 2024 |
Tesla described Autopilot in its recall filing as an SAE Level 2 advanced driver-assistance system combining Traffic-Aware Cruise Control and Autosteer. The filing said that “the prominence and scope of the system’s controls may be insufficient to prevent driver misuse.”
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Why NHTSA was not satisfied with the recall alone
NHTSA’s preliminary analysis found 20 crashes involving vehicles that had the remedy installed. The agency grouped them into three recurring patterns rather than treating them as a single type of failure.
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| Crash pattern | Preliminary count | What NHTSA described |
|---|---|---|
| Frontal-plane collisions | 9 | Impact with a vehicle, object or person in the travel path |
| Low-traction loss of control | 6 | Yaw, spin or understeer crashes |
| Unintended Autosteer cancellation | 5 | The driver inadvertently canceled Autosteer while Traffic-Aware Cruise Control remained active |
| Total | 20 | Preliminary post-remedy crashes identified by NHTSA |
These are preliminary counts, not a final estimate of all crashes involving the affected vehicles. They show why NHTSA wanted Tesla’s underlying telemetry and records instead of relying only on the existence of a software update.
The query also follows earlier NHTSA investigation EA22002, which identified at least 13 crashes involving one or more fatalities, along with many more crashes involving serious injuries, in which foreseeable driver misuse appeared to play a role.
What Tesla’s Autopilot recall changed
Recall 23V838 used software and driver-monitoring changes. The remedy had five principal parts:
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- Single-pull activation: Tesla added a single-pull option for activating Autopilot.
- Stricter attentiveness near traffic controls: The system tightened attentiveness requirements when the vehicle approached off-highway traffic controls.
- More monitoring after engagement: Monitoring increased immediately after Autopilot was engaged.
- Temporary suspensions: Repeated forced disengagements could trigger a one-week suspension.
- Larger alerts: Attentiveness warnings were enlarged on the center display.
The single-pull setting was not enabled by default in field vehicles. Owners had to turn it on through a menu, could turn it off again, and NHTSA testing found that the setting could be changed while driving. That makes the feature’s real-world effect dependent partly on owner choice and the usability of the menu itself.
What NHTSA’s early testing found
NHTSA’s Vehicle Research and Test Center reported that it was “unable to identify a difference in the initiation of the driver warning cascade between pre-remedy and post-remedy (camera obscured) conditions.” In practical terms, the tested condition did not show a clear change in when the warning sequence began after the update.
This observation does not by itself prove that every part of the remedy failed. It does explain why NHTSA requested broader evidence covering warning counts, hands-on-wheel alerts, disengagements, suspensions, mileage and crash outcomes.
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What the “massive data request” asked Tesla to produce
The request was broad because NHTSA was examining both measurable system behavior and the decisions behind the recall. It sought:
- Vehicle-level counts and dates for Autopilot warnings, disengagements and suspensions.
- Cumulative Autopilot mileage before and after the recall.
- Counts of hands-on-wheel warnings.
- Engineering and safety evidence supporting the recall remedy.
- The reasons related software updates were not handled as recalls.
- Human-factors design, validation and staffing information.
- Tesla’s crash-reporting and internal learning processes.
- All relevant software changes made since July 1, 2023.
- Internal and external communications about the recall and related updates.
That combination would allow NHTSA to compare behavior before and after the remedy, examine whether drivers received warnings at the intended times, and assess how Tesla validated the design. It also gives the agency information about how Tesla decided which changes required a formal recall.
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NHTSA’s letter set July 1, 2024, as Tesla’s response deadline. It warned of civil penalties of up to $27,168 per violation per day, with a maximum of $135,828,178 for a related series of daily violations.
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The penalty language is a compliance warning attached to the request; it is not a finding that Tesla owed those amounts. The available record does not establish whether NHTSA imposed a penalty or what Tesla ultimately submitted.
Did the recall actually fix the problem?
The evidence available for this investigation does not support a definitive yes or no. The remedy added several safeguards, but NHTSA identified 20 preliminary crashes in vehicles with the remedy installed and did not see a clear change in warning-cascade initiation in its camera-obscured test.
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|---|---|---|
| Single-pull activation | Not part of the system described in the recall remedy | Added as an owner-selectable option; not enabled by default |
| Monitoring around engagement | Existing Autopilot monitoring | Additional monitoring immediately after engagement |
| Attentiveness near off-highway traffic controls | Earlier requirements | Requirements tightened |
| Forced-disengagement consequences | Earlier rules | Repeated forced disengagements could produce a one-week suspension |
| Display warnings | Earlier alert presentation | Attentiveness alerts enlarged on the center display |
| Observed post-remedy crash pattern | Not applicable | 20 preliminary crashes in three categories identified by NHTSA |
The table describes the changes and observations in the NHTSA materials; it is not a statistical effectiveness study. A final judgment would require the operational data and analysis requested in RQ24009.
What remains unresolved
- NHTSA’s final disposition of Recall Query RQ24009 is not established in the available official material.
- The record does not verify Tesla’s eventual response to the July 1, 2024 request.
- The 20 crash cases are preliminary and should not be read as a complete fleetwide crash rate.
- The testing result concerns warning-cascade initiation under a camera-obscured condition, not every driving situation or every element of the remedy.
What readers can conclude now
NHTSA asked for unusually detailed Tesla data because it was checking whether a large, software-based recall changed driver warnings and system behavior in the real world. The request is an evidence-gathering step focused on remedy effectiveness, and the available findings leave that effectiveness unresolved rather than confirmed.
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