Jerry customers are seeing issues with Teslas that include heat pump HVAC failures, MCU/eMMC screen faults, front control arm wear, low‑voltage battery aging, and charge‑port/charger faults. This reflects what Jerry is seeing after helping 40,000 drivers across the U.S. manage repairs and maintenance, combined with current shop-quote and repair-price data matched to year, mileage, ZIP, and shop type. Stay calm—most problems have straightforward fixes. Prioritize heat loss in winter and steering/suspension noises, then tackle infotainment and charging faults based on severity and convenience.
If you want local ranges for your car, enter your year/trim and ZIP in Jerry to get a more complete picture.
Real customers Jerry helped
While pricing can vary based on how different factors (location, exact vehicle, parts used) play out in unique situations, Jerry uses real customer experiences to show what drivers are paying right now. Here are some examples:
Estimates are modeled based on real vehicle and location data; names have been changed. Actual prices will vary by shop, parts, and vehicle condition.
Model-year & trim cheat sheet (scannable)
Quick checks for the top issues above (no special tools)
Jerry customers are completing the following checks for issues:
MCU/eMMC wear:
With the car parked, cycle the screen; note frequent reboots, lag or a black backup camera.
Heat pump/Octovalve fault:
On a cold start, set high heat; confirm steady warm air without loud cycling or sudden cold blasts.
Front upper control arm wear:
On a quiet street, roll slowly over bumps and listen for creaks or clunks near front fenders.
Low-voltage (12V/15.5V) battery aging:
After an overnight sit, look for low‑voltage warnings or sluggish wake from the app.
Charge port or onboard charger fault:
Plug in at home; check for latching, steady charge rate, and no temperature/“equipment” errors.
Verify in Diagnose in the Jerry app.
Maintenance that reduces risk for these issues
Simple habits are helping Jerry customers: protect HVAC components, keep suspension aligned, and reduce electrical strain so you catch small faults early.
Oil & filter cadence:
No engine oil on Teslas—focus on cabin air filters every 2 years (HEPA ~3 years) to reduce heat‑pump load and odors.
Coolant interval:
Battery/drive‑unit coolant is long‑life; have it tested for contamination around 8–10 years or 100,000 miles, or whenever HVAC/drive components are opened.
Plugs:
No spark plugs—schedule A/C service/desiccant replacement about every 4–6 years to keep the heat pump healthy.
Brake fluid:
Test every 2 years; flush if moisture is high. Clean/grease caliper pins in salty climates to prevent drag.
Fueling habit:
Charge smart—daily 20–80% for LFP/NCA as recommended in‑car, avoid unnecessary 100% sits, and limit frequent DC fast‑charging to reduce heat‑pump and battery stress.
If history is unknown, baseline at 30k/60k/90k miles. Combine alignment with control‑arm work to save labor. Documented maintenance can merit a small premium when selling.
When to stop driving (to avoid bigger bills)
If you’re unsure whether it’s safe, pull over and call a mechanic or tow; new warning lights, severe new noises or smells, or fluids pouring out are all “stop now” signals. Here are common situations Jerry customers may face where stopping immediately is the right move:
Temperature warning or clear overheating, persistent defrost failure in sub‑freezing weather, or refrigerant leak odors.
Flashing Check Engine Light or powertrain alert with noticeable power loss or harsh shudder.
Brake warnings, grinding, or a soft pedal after a recent impact or deep puddle.
Any red warning lights for any system on Tesla for drivetrain or repeated low‑voltage shutdowns.
If you’re using the Jerry app, you can run a quick triage in Diagnose before you tow, then compare local price ranges for the likely repair.
Pre-conditioning just means warming up or cooling down the cabin before you drive, while the car is still on the charger, so that energy comes from the wall instead of the battery—and you get into a comfortable car. Cold weather hurts range because the battery and cabin both need more power, so a heated garage or even a spot out of the wind helps. When you’re worried about distance, use Range Mode so the car can automatically save energy by easing up on the A/C and, on all-wheel-drive models, sending power to whichever end of the car is most efficient.
What our customers are asking
-
Am I overpaying for a Tesla heat‑pump repair?
-
Do I need OEM Tesla parts for suspension and 12V batteries?
Steve Kaleff began working on cars at the very young age of nine years old, when his dad actually let him make fixes on the family car. Fast forward to the beginning of a professional career working at independent repair shops and then transitioning to new car dealerships. His experience was with Mercedes-Benz, where Steve was a technician for ten years, four of those years solving problems that no one could or wanted to fix. He moved up to shop foreman and then service manager for 15 years. There have been tremendous changes in automotive technology since Steve started his professional career, so here’s looking forward to an electric future!
Nick Wilson is an editor, writer, and instructor across various subjects. His past experience includes writing and editorial projects in technical, popular, and academic settings, and he has taught humanities courses to countless students in the college classroom. In his free time, he pursues academic research, works on his own writing projects, and enjoys the ordered chaos of life with his wife and kids.
