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Details behind Model X owner’s $5M+ class action lawsuit against Tesla
Following our report that a Model X owner has filed a class action law suit against Tesla, claiming a widespread defect in the vehicle’s onboard software causes sudden unattended acceleration (SUA), new details behind the suit have been obtained by Teslarati that shows a legal team aggressively targeting the core component to the Silicon Valley-based electric car maker’s fleet of vehicles.
The class action filed in federal district court claims Ji Chang Son – Korean star residing in Orange County, Calif. – crashed through his garage and into the living room of his home after his Tesla Model X accelerated suddenly and without warning on September 10, 2016, approximately one month after Mr. Son took delivery of the electric SUV. The suit claims that “Tesla has failed to properly disclose, explain, fix, or program safeguards to correct the underlying problem of unintended acceleration”, adding that “over sixteen thousand Model X owners with vehicles that could potentially accelerate out of control.
Son’s attorneys gave the court a full account of the development of the Model X, focusing on the company’s claim that the Model X is “the safest, fastest and most capable sport utility vehicle in history.” On the contrary, according to Son’s attorneys. They allege the Model X has a safety defect that permits the car to accelerate at full speed directly into solid objects, such as the exterior wall of Son’s home. In particular, they point out that 8 written complaints have already been filed with the National Highway Transportation Safety Administration from other Model X owners who report similar occurrences while driving their cars.
The lawsuit reads,
“Irrespective of whether the SUA events in the Model X are caused by mechanical issues with the accelerator pedal, an unknown failure in the electronic motor control system, a failure in other aspects of the electrical, mechanical, or computer systems, or some instances of pedal misapplication, the Model X is defective and unsafe. Tesla’s lack of response to this phenomenon is even more confounding when the vehicle is already equipped with the hardware necessary for the vehicle’s computer to be able to intercede to prevent unintended acceleration into fixed objects such as walls, fences, and buildings.
Despite repeated instances of Model X drivers reporting uncommanded full power acceleration while parking, Tesla has failed to develop and implement computer algorithms that would eliminate the danger of full power acceleration into fixed objects.This failure to provide a programming fix is especially confounding for a vehicle that knows when it is located at the driver’s home and is being parked in the garage, yet carries out an instruction, regardless of whether through an error by the vehicle control systems or by driver pedal misapplication, to accelerate at full power into the garage wall.
Further, not only has Tesla failed to fix the problems, it has chosen instead to follow in the footsteps of other automobile manufacturers and simply blame the driver.”
One problem, according to Son’s attorneys, is the software that controls the Automatic Emergency Braking system. Tesla has programmed that feature to disengage in order to allow drivers to make emergency maneuvers, “in situations where you are taking action to avoid a potential collision. For example:
- You turn the steering wheel sharply.
- You press the accelerator pedal.
- You press and release the brake pedal.
- A vehicle, motorcycle, bicycle, or pedestrian, is no longer detected ahead.”
In other words, say the attorneys, a Model X will drive straight into a solid wall if that is what the system thinks the driver wants it to do. “Apparently, this includes situations where the computer believes, rightly or wrongly, that the driver is commanding full power acceleration directly into fixed objects immediately in front of the vehicle.”
Class action lawsuits are complex and highly specialized legal actions. Federal law requires that the damages alleged for the entire class exceed $5 million. The plaintiff’s attorney have done so by claiming that Tesla is aware of at least two other instances in which drivers allege sudden unintended acceleration occurred while driving their Model X at low speeds. They then extrapolate those numbers to suggest that the rate of SUA incidents attributable to the Model X is 64 per 100,000 vehicles — substantially higher than for any other vehicle in history.
Page 12 of JI CHANG SON vs. TESLA MOTORS class action complaint
They point out that the incidence rate of SUA incidents for Toyota vehicles — which grabbed national headlines in 2010 — was far lower. They then go on to remind the court that Toyota paid several hundred million dollars to SUA victims as well as a $1.2 billion federal fine. Notice that the chart included in the pleadings shows an exaggerated and disproportionate projected SUA incidence rate for the Model X highlighted in bright red.
Tesla says its data retrieved from the vehicle’s blackbox shows the accelerator in Son’s Model X was fully depressed when the accident occurred. The question for the court will be whether the driver pressed the wrong pedal or whether the vehicle accelerated on its own. It is unclear whether a software failure would register the pedal as fully depressed even if it was not physically operated by the driver.
Plaintiffs always have the burden of proving their allegations. Attorneys for injured parties often rely on a legal doctrine known as res ipsa loquitur, which is Latin for “the thing speaks for itself.” Loosely translated, it means “we don’t know what is wrong with your product that you designed and built, but you know or should know.” Res ipsa loquitur shifts the burden of proof onto the defendant, which makes it much easier for a plaintiff to prevail in court.
One advantage the plaintiff gains from filing suit is the ability to discover what information Tesla has that is not yet public. Does Tesla know something it isn’t telling its customers? We may find out as this litigation goes forward.
We’ve provided a copy of the entire class action filing below.
[pdf-embedder url=”http://www.teslarati.com/wp-content/uploads/2017/01/Son-vs-Telsa-class-action-8-16-cv-2282.pdf”]
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Tesla makes latest move to remove Model S and Model X from its lineup
Tesla’s latest decisive step toward phasing out its flagship sedan and SUV was quietly removing the Model S and Model X from its U.S. referral program earlier this week.
Tesla has made its latest move that indicates the Model S and Model X are being removed from the company’s lineup, an action that was confirmed by the company earlier this quarter, that the two flagship vehicles would no longer be produced.
Tesla has ultimately started phasing out the Model S and Model X in several ways, as it recently indicated it had sold out of a paint color for the two vehicles.
Now, the company is making even more moves that show its plans for the two vehicles are being eliminated slowly but surely.
Tesla’s latest decisive step toward phasing out its flagship sedan and SUV was quietly removing the Model S and Model X from its U.S. referral program earlier this week.
The change eliminates the $1,000 referral discount previously available to new buyers of these vehicles. Existing Tesla owners purchasing a new Model S or Model X will now only receive a halved loyalty discount of $500, down from $1,000.
The updates extend beyond the two flagship vehicles. New Cybertruck buyers using a referral code on Premium AWD or Cyberbeast configurations will no longer get $1,000 off. Instead, both referrer and buyer receive three months of Full Self-Driving (Supervised).
The loyalty discount for Cybertruck purchases, excluding the new Dual Motor AWD trim level, has also been cut to $500.
NEWS: Tesla has removed the Model S and Model X from the referral program.
New owners also no longer get a $1,000 referral discount on a new Cybertruck Premium AWD or Cyberbeast. Instead, you now get 3 months of FSD (Supervised).
Additionally, Tesla has reduced the loyalty… pic.twitter.com/IgIY8Hi2WJ
— Sawyer Merritt (@SawyerMerritt) March 6, 2026
These adjustments apply only in the United States, and reflect Tesla’s broader strategy to optimize margins while boosting adoption of its autonomous driving software.
The timing is no coincidence. Tesla confirmed earlier this year that Model S and Model X production will end in the second quarter of 2026, roughly June, as the company reallocates factory capacity toward its Optimus humanoid robot and next-generation vehicles.
With annual sales of the low-volume flagships already declining (just 53,900 units in 2025), incentives are no longer needed to drive demand. Production is winding down, and Tesla expects strong remaining interest without subsidies.
Industry observers see this as the clearest sign yet of an “end-of-life” phase for the vehicles that once defined Tesla’s luxury segment. Community reactions on X range from nostalgia, “Rest in power S and X”, to frustration among long-time owners who feel perks are eroding just as the models approach discontinuation.
Some buyers are rushing orders to lock in final discounts before they vanish entirely.
Doug DeMuro names Tesla Model S the Most Important Car of the last 30 years
For Tesla, the move prioritizes efficiency: fewer discounts on outgoing models, a stronger push for FSD subscriptions, and a focus on high-margin Cybertruck trims amid surging orders.
Loyalists still have a narrow window to purchase a refreshed Plaid or Long Range model with remaining incentives, but the message is clear: Tesla’s lineup is evolving, and the era of the original flagships is drawing to a close.
News
Tesla Australia confirms six-seat Model Y L launch in 2026
Compared with the standard five-seat Model Y, the Model Y L features a longer body and extended wheelbase to accommodate an additional row of seating.
Tesla has confirmed that the larger six-seat Model Y L will launch in Australia and New Zealand in 2026.
The confirmation was shared by techAU through a media release from Tesla Australia and New Zealand.
The Model Y L expands the Model Y lineup by offering additional seating capacity for customers seeking a larger electric SUV. Compared with the standard five-seat Model Y, the Model Y L features a longer body and extended wheelbase to accommodate an additional row of seating.
The Model Y L is already being produced at Tesla’s Gigafactory Shanghai for the Chinese market, though the vehicle will be manufactured in right-hand-drive configuration for markets such as Australia and New Zealand.
Tesla Australia and New Zealand confirmed the vehicle will feature seating for six passengers.
“As shown in pictures from its launch in China, Model Y L will have a new seating configuration providing room for 6 occupants,” Tesla Australia and New Zealand said in comments shared with techAU.
Instead of a traditional seven-seat arrangement, the Model Y L uses a 2-2-2 layout. The middle row features two individual seats, allowing easier access to the third row while providing additional space for passengers.
Tesla Australia and New Zealand also confirmed that the Model Y L will be covered by the company’s updated warranty structure beginning in 2026.
“As with all new Tesla Vehicles from the start of 2026, the Model Y L will come with a 5-year unlimited km vehicle warranty and 8 years for the battery,” the company said.
The updated policy increases Tesla’s vehicle warranty from the previous four-year or 80,000-kilometer coverage.
Battery and drive unit warranties remain unchanged depending on the variant. Rear-wheel-drive models carry an eight-year or 160,000-kilometer warranty, while Long Range and Performance variants are covered for eight years or 192,000 kilometers.
Tesla has not yet announced official pricing or range figures for the Model Y L in Australia.
A newly published Tesla patent could offer one of the clearest signals yet that the long-awaited next-generation Roadster is nearly ready for its public debut.
Patent No. US 20260061898 A1, published on March 5, 2026, describes a “vehicle seat system” built around a single continuous composite frame – a dramatic departure from the dozens of metal brackets, recliner mechanisms, and rivets that make up a traditional car seat. Tesla is calling it a monolithic structure, with the seat portion, backrest, headrest, and bolsters all thermoformed as one unified piece.
The approach mirrors Tesla’s broader manufacturing philosophy. The same company that pioneered massive aluminum castings to eliminate hundreds of body components is now applying that logic to the cabin. Fewer parts means fewer potential failure points, less weight, and a cleaner assembly process overall.
Tesla Roadster Seat Concept Image by TESLARATI
Tesla ramps hiring for Roadster as latest unveiling approaches
The timing of the filing is difficult to ignore. Elon Musk has publicly targeted April 1, 2026 as the date for an “unforgettable” Roadster design reveal, and two new Roadster trademarks were filed just last month. A patent describing a seat architecture suited for a hypercar, and one that Tesla has promised will hit 60 mph in under two seconds.
The Roadster, originally unveiled in 2017, has been one of Tesla’s most anticipated yet most delayed products. With a target price around $200,000 and engineering ambitions to match, it is being positioned as the ultimate showcase for what Tesla’s technology can do.
The patent was first flagged by @seti_park on X.
Tesla Roadster Monolithic Seat: Feature Highlights via US Patent 20260061898 A1
- Single Continuous Frame (Monolithic Construction). The core invention is a seat assembly built from one continuous frame that integrates the seat portion, backrest portion, and hinge into a single component — eliminating the need for separate structural parts and mechanical joints typical in conventional seats.
- Integrated Flexible Hinge. Rather than a traditional mechanical recliner, the hinge is built directly into the continuous frame and is designed to flex, and allowing the backrest to move relative to the seat portion. The hinge can be implemented as a fiber composite leaf spring or an assembly of rigid linkages.
- Thermoformed Anisotropic Composite Material. The continuous frame is manufactured via thermoforming from anisotropic composite materials, including fiberglass-nylon, fiberglass-polymer, nylon carbon composite, Kevlar-nylon, or Kevlar-polymer composites, enabling a molded-to-shape monolithic structure.
- Regionally Tuned Stiffness Zones. The frame is engineered with up to six distinct stiffness regions (R1–R6) across the seat, backrest, hinge, headrest, and bolsters. Each zone can have a different stiffness, allowing precise ergonomic and structural tuning without adding separate components.
- Linkage Assembly Hinge Mechanism. The hinge incorporates one or more linkage assemblies consisting of multiple interlocking links with gears, connected by rods. When driven by motors or actuators, these linkages act as a flexible member to control backrest movement along a precise, ergonomically optimized trajectory.
- Multi-Actuator Six-Degree-of-Freedom Positioning System. The seat uses four distinct actuator pairs, all controlled by a central controller. These actuators work in coordinated combinations to achieve fore/aft, height, cushion tilt, and backrest rotation adjustments simultaneously.
- ECU-Based Controller Architecture. An Electronic Control Unit (ECU) and programmable controller manage all seat actuators, receive user input via a user interface (touchscreen, buttons, or switches), and incorporate sensor feedback to confirm and maintain desired seat positions, essentially making this a software-driven seat system.
- Airbag-Integrated Bolster Deployment System. The backrest bolsters (216) are geometrically shaped and sized to guide airbag deployment along a specific, pre-configured trajectory. Left and right bolsters can have different shapes so that each guides its respective airbag along a distinct trajectory, improving occupant protection.
- Ventilation Holes Formed into the Backrest. The continuous frame includes one or more ventilation holes formed directly into the backrest portion, configured to either receive airflow into or deliver airflow from the seat frame — enabling passive or active thermal comfort without requiring separate ventilation components.
- Soft Trim Recess for Tool-Free Integration. The headrest and backrest portions together define a molded recess, specifically designed to receive and secure a soft trim component (foam, fabric, or cushioning) directly into the continuous frame, eliminating the need for separate attachment hardware and simplifying final assembly.
Tesla makes latest move to remove Model S and Model X from its lineup
Tesla Australia confirms six-seat Model Y L launch in 2026
