Tesla Model X Phase 1 — Problems & Common Faults
Weaknesses, engine ratings and buying advice
The Model X Phase 1 (2015–2020) invented a category nobody else builds: a full-size electric SUV with rear doors that fold up and over like a falcon's wings. That single design choice shapes the used-buying experience more than any drivetrain spec.
Two drivetrain families run across these years. The Dual Motor line came as the 75D (245 kW / 333 hp) and 90D/100D (386 kW / 525 hp, some badged Long Range), while the Performance line topped out at 568 kW / 772 hp in the P90D/P100D before settling at 449 kW / 611 hp in the final Performance trim. Both families load the front half-shafts hard under launch — a shudder or vibration on hard acceleration is a documented service issue, showing up around 18,500 miles on Performance cars and closer to 31,000 miles on the D-badged versions, with repairs running $400 to $2,000. Higher-mileage cars also develop a whining or grinding drive-unit noise as the rotor bearings wear; a full Tesla replacement runs $5,000 to $9,000, rebuilt units closer to $2,000 to $4,000. Onboard chargers and DC-DC converters fail occasionally too — the latter shows up as a recurring 12V warning and costs roughly $2,755 to $4,000 to fix.
The Falcon Wing doors are more than a party trick. Their ultrasonic sensors misread heat or direct sunlight as an obstacle and refuse to close, and NHTSA complaints document the opposite failure too — a door closing on someone it failed to detect. Some doors stay stuck shut even after the manual release, with up to nine repair attempts reported before a fix held. Early 2018–2020 cars carry an additional, more serious flaw: the front hood can pop open at highway speed and slam against the windshield, blocking the view entirely. Add the early-year recalls — corroding power-steering bolts (roughly 15,000 cars), a cracking parking-brake gear, second-row seatbacks that won't latch, and the well-known MCU1 eMMC wear that kills the display and backup camera — and a pre-purchase inspection matters more than usual here.
On the chassis side, front air-suspension modules fail early on some cars — sagging and grinding noises starting around 38,000 miles, repairs running $600 to $2,500. Because regenerative braking does most of the stopping, the mechanical brakes barely get used, and calipers, guide pins, and hardware corrode and seize, especially in road-salt climates — a detail most buyers never think to check.
Test-drive checklist: cycle both Falcon Wing doors fully, listening for hesitation or fault chimes, listen for front-end vibration under hard acceleration, check calipers for rust, and check ride height over bumps.
2026 market: Used Model X pricing spans roughly $12,000 to $140,000+ depending on condition and trim, with the 75D averaging around $25,900. Phase 1 cars generally sit toward the lower half of that range.
Insider pick: A 90D or 100D with documented half-shaft and air-suspension repair history plus a completed MCU1 recall — the mechanicals are proven out, and the Falcon Wing weak point takes five minutes to check yourself on the test drive.
Generations
Engine Overview
The Tesla Model X Phase 1 is available with 4 engine variants — from 333 to 772 hp.
All-wheel drive with two separate electric motors on the front and rear axle; early build years used induction motors on both axles, later years received a permanent-magnet motor at the front. Known workshop topics include front halfshafts vibrating under full load, worn rotor bearings producing an audible whine, and occasional failures of charging electronics (onboard charger, DC-DC converter). When buying used, a test drive with hard acceleration and a check of remaining drivetrain warranty and halfshaft service history are worthwhile.
- !! Drive unit develops a milling noise from 100,000 km
Over time the drive unit develops a high-pitched whine or milling noise from worn rotor bearings. A complete replacement at Tesla costs $5,000 to $9,000, a rebuilt unit from a specialist $2,000 to $4,000.
Symptoms: Whining or milling noise from the drive unit that gets louder with speed, sometimes vibration felt through the floor. - !! Onboard charger fails
The onboard charger can fail and usually needs a full replacement since workshop repair is rarely possible. Documented bills range between roughly $2,000 and $5,300 depending on region and charger type.
Symptoms: Vehicle stops charging or charges very slowly, charging fault message on the display, sometimes charging limited to a single phase. - !! DC-DC converter fails
The DC-DC converter, which steps the high-voltage battery down to 12 volts, can fail and trigger recurring 12V warnings plus sporadic power steering or climate faults. Replacement reportedly costs around $2,755 to $4,000.
Symptoms: Recurring '12V battery low' warning even after replacing the 12V battery, sporadic fault messages for power steering, traction control or climate control.
+ 1 more engine weaknesses + vehicle weaknesses
All-wheel drive with two separate electric motors on the front and rear axle; early build years used induction motors on both axles, later years received a permanent-magnet motor at the front. Known workshop topics include front halfshafts vibrating under full load, worn rotor bearings producing an audible whine, and occasional failures of charging electronics (onboard charger, DC-DC converter). When buying used, a test drive with hard acceleration and a check of remaining drivetrain warranty and halfshaft service history are worthwhile.
- !! Drive unit develops a milling noise from 100,000 km
Over time the drive unit develops a high-pitched whine or milling noise from worn rotor bearings. A complete replacement at Tesla costs $5,000 to $9,000, a rebuilt unit from a specialist $2,000 to $4,000.
Symptoms: Whining or milling noise from the drive unit that gets louder with speed, sometimes vibration felt through the floor. - !! Onboard charger fails
The onboard charger can fail and usually needs a full replacement since workshop repair is rarely possible. Documented bills range between roughly $2,000 and $5,300 depending on region and charger type.
Symptoms: Vehicle stops charging or charges very slowly, charging fault message on the display, sometimes charging limited to a single phase. - !! DC-DC converter fails
The DC-DC converter, which steps the high-voltage battery down to 12 volts, can fail and trigger recurring 12V warnings plus sporadic power steering or climate faults. Replacement reportedly costs around $2,755 to $4,000.
Symptoms: Recurring '12V battery low' warning even after replacing the 12V battery, sporadic fault messages for power steering, traction control or climate control.
+ 1 more engine weaknesses + vehicle weaknesses
Performance version of the all-wheel-drive powertrain with two electric motors; early build years used induction motors on both axles, later years a permanent-magnet motor at the front. The high peak output puts extra strain on the front halfshafts – vibration under hard acceleration is a documented workshop topic with its own service bulletin. Drive unit rotor bearings can also wear prematurely and produce an audible whine. Charging electronics (onboard charger, DC-DC converter) occasionally fail at higher mileage and repairs run into four figures. When buying used, pay particular attention to vibration under hard acceleration and check the service history.
- !! Front halfshafts vibrate under hard acceleration from 30,000 km
The Performance variant's high peak torque puts extra strain on the front halfshafts and CV joints. Vibration under hard acceleration is a documented workshop topic, with Tesla service bulletins covering halfshaft replacement.
Symptoms: Strong vibration or shaking of the front end under kick-down acceleration, clunking noise from the front wheel well. - !! Drive unit develops a milling noise from 80,000 km
As with the standard variant, the rotor bearings of the drive unit wear over time on the Performance version too, producing a whine or milling noise. Complete replacement at Tesla costs $5,000 to $9,000, a rebuilt unit $2,000 to $4,000.
Symptoms: Whining or milling noise from the drive unit, getting louder at higher speed or after frequent hard launches. - !! Onboard charger fails
The onboard charger can fail and usually needs a full replacement since workshop repair is rarely possible. Documented bills range between roughly $2,000 and $5,300 depending on region and charger type.
Symptoms: Vehicle stops charging or charges very slowly, charging fault message on the display, sometimes charging limited to a single phase.
+ 1 more engine weaknesses + vehicle weaknesses
Performance version of the all-wheel-drive powertrain with two electric motors; early build years used induction motors on both axles, later years a permanent-magnet motor at the front. The high peak output puts extra strain on the front halfshafts – vibration under hard acceleration is a documented workshop topic with its own service bulletin. Drive unit rotor bearings can also wear prematurely and produce an audible whine. Charging electronics (onboard charger, DC-DC converter) occasionally fail at higher mileage and repairs run into four figures. When buying used, pay particular attention to vibration under hard acceleration and check the service history.
- !! Front halfshafts vibrate under hard acceleration from 30,000 km
The Performance variant's high peak torque puts extra strain on the front halfshafts and CV joints. Vibration under hard acceleration is a documented workshop topic, with Tesla service bulletins covering halfshaft replacement.
Symptoms: Strong vibration or shaking of the front end under kick-down acceleration, clunking noise from the front wheel well. - !! Drive unit develops a milling noise from 80,000 km
As with the standard variant, the rotor bearings of the drive unit wear over time on the Performance version too, producing a whine or milling noise. Complete replacement at Tesla costs $5,000 to $9,000, a rebuilt unit $2,000 to $4,000.
Symptoms: Whining or milling noise from the drive unit, getting louder at higher speed or after frequent hard launches. - !! Onboard charger fails
The onboard charger can fail and usually needs a full replacement since workshop repair is rarely possible. Documented bills range between roughly $2,000 and $5,300 depending on region and charger type.
Symptoms: Vehicle stops charging or charges very slowly, charging fault message on the display, sometimes charging limited to a single phase.
+ 1 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Falcon doors won't open — entrapment risk Repeatedly documented: falcon doors stay shut despite override attempts, in one case trapping a child. Up to nine repair attempts without a lasting fix reported. Symptoms: Door stays locked, manual override needed | High | |
| Hood can fly open and strike the windshield The hood can open at highway speed and strike the windshield — forward view completely blocked. Documented repeatedly in NHTSA complaints for early Model X build years (2018-2020). Symptoms: No hood warning despite an unlatched hood | Medium | |
| Falcon doors: sensors report phantom obstacles The falcon-door ultrasonic sensors falsely report obstacles in heat or sun and block opening/closing. Conversely, cases are also documented where the door failed to detect a person actually present and struck them while closing. Symptoms: Door stops with 'obstacle detected' though nothing is in the way | Medium | |
| Powered front doors: uncontrolled opening The powered front doors occasionally open uncontrolled and with force — striking hazard for bystanders; opening while driving has also been reported. Symptoms: Door swings open unexpectedly, opens while driving | Medium |
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Known Problems and Issues +
A total of 20 weaknesses have been documented for the Tesla Model X Phase 1 (2015–2020) — 8 engine-related and 12 vehicle-related. Typical issues affect Body, Suspension, Other, Brakes. Considered reliable: ModelX-D (Dual Motor AWD).
Model X (ModelX-Perf, 2016–2019) — Be Careful: Front halfshafts vibrate under hard acceleration, Drive unit develops a milling noise, Onboard charger fails. Power: 772 PS.
Model X (ModelX-Perf, 2019–2020) — Be Careful: Front halfshafts vibrate under hard acceleration, Drive unit develops a milling noise, Onboard charger fails. Power: 611 PS.
What to watch out for with the Tesla Model X? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Tesla Model X Phase 1 have? +
What should I look for when buying a used Tesla Model X Phase 1? +
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Which Tesla Model X Phase 1 engine is the most reliable? +
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Last updated: February 2026 · All information without guarantee