Tesla split your car into two warranties and most owners only ever heard about the long one. The battery and motors run to 8 years. Everything between them and the road, the suspension, the brakes, the little 12 volt battery that decides whether the car wakes up, went out of coverage at 4 years or 80,000 kilometres. For the 2019 to 2022 cars all over the west GTA, that day has already passed.
Diagnosis first, then one flat number before any work starts. Prefer to talk? Call or text 647-450-0406. I read texts between jobs.
Takes 30 seconds. The next screen shows the published price range and real windows you can book yourself.
The amber line marks where this page's headline cohort sits today. Kilometre caps usually arrive before the year marks for GTA commuters, so real coverage often ends left of the bar.
| Basic vehicle warranty | 4 years / 80,000 km |
| Battery and drive units | 8 years. 160,000 km on Model 3 RWD, 192,000 km on Long Range and Performance. |
| What the 8 years does not include | Suspension, brakes, the 12V battery, coolant hardware, half shafts, HVAC. |
| Dealer network | There is none. Service centres book out, and none of this work needs one. |
These are the standard Canadian terms for the brand. The clock starts at the original in-service date, not the model year, and the kilometre cap usually arrives first for commuters. Your booklet is the final word. Run your exact dates in the checker.
The first is the clunk. Model 3 and Y front ends carry their weight through upper control arms and fore links that were asked to manage a very heavy, very quick car on pavement that heaves with every frost cycle. Around 60,000 to 100,000 kilometres they start to knock over sharp bumps and creak in slow parking-lot turns. Owners post about it endlessly, service centres quote it slowly, and the truth is unglamorous: it is ordinary suspension wear on ordinary ball joints, fixed with an ordinary afternoon and a torque wrench. No Tesla-specific anything required.
The second is stranger: the brakes on a Tesla rot from underuse. Regeneration does nearly all of your stopping, so the calipers can sit for weeks without a single hard application. Ontario road salt loves parts that do not move. The pads glaze, the slide pins seize in their bores, and the first time you discover it is a burning smell on the 401 because one caliper never fully released. The cure is a service gas cars never needed and every Ontario EV does: pads out, sliders and hardware cleaned and lubricated, pistons exercised, once a year, ideally before winter.
The third is the 12 volt battery, and it is the one that actually strands people. The giant traction battery can be perfectly healthy while the little conventional battery that boots the computers dies with almost no warning, and a Tesla with a dead 12V is a locked sculpture. They last three to five years. If yours is original and the car is out of basic coverage, it is not early to replace it. It is on time.
You bought a car that fuels at home. The service model that fits it is the one that shows up at home too. You book a two-hour window online, I arrive with the parts, and the car never visits a queue.
What out-of-coverage Teslas in the west GTA actually need. Ranges are my published card. I do not open high-voltage systems, and the work below never requires it.
The knock over bumps and the parking-lot creak. Complete arm assemblies with fresh hardware, torqued to spec with the suspension loaded, an afternoon in your driveway.
$350–$800 per arm, both fronts $650–$1,400The anti-seize ritual regen makes necessary here: pads out, sliders cleaned and lubricated, hardware checked, pistons exercised, everything reassembled to spec. The best insurance an Ontario Tesla can buy.
Within the pads service band, $200–$400 per axleThe burning-smell version. Seized hardware freed or replaced, pads and rotors renewed where the rust has won.
$350–$700 per axle installedThe little battery that bricks the big one. Correct spec, installed with the car kept alive during the swap, about forty-five minutes.
$350–$650 installedThe click on hard acceleration on AWD cars. Diagnosed honestly first, because some are a boot and grease situation rather than a shaft.
$450–$950 per side when a shaft is neededA noise, a shudder, a message you do not trust. Twenty minutes with the car and you get the real answer and a flat price, or the honest sentence that it belongs with Tesla under the battery warranty.
$120–$190 flatRanges are the published Cars With Fares price card, the same one on the pricing page. They are market context, not a quote. The flat number for your exact car is agreed before any work, and it does not move afterward.
Tesla built a car that removed every errand except service, then made service the longest errand of all. The centres are backlogged with drive-unit work and software escalations; a set of control arms is simply not what they are staffed for. Meanwhile every job on this page is conventional wrench work on a car that happens to be electric, and it fits a driveway perfectly.
My line with Tesla owners is simple. Anything between the road and the battery, I handle at your home with a flat price agreed up front. Anything inside the high-voltage system belongs with Tesla, still under its 8-year warranty, and I will tell you so the moment a diagnosis points that way. You should never pay anyone for work the battery warranty owes you.
If the car is past 4 years or 80,000 km, no. Suspension lives under the basic warranty and that coverage has ended for the 2019 to 2022 cars. The clunk is nearly always the upper control arms or fore links, and it is ordinary suspension work: $350–$800 per arm installed, both fronts $650–$1,400, done in your driveway in an afternoon.
They do not wear out. They seize up. Regen handles most stopping, the calipers barely move for weeks, and road salt corrodes hardware that is standing still. The annual clean-and-lubricate service, $200–$400 per axle, exists precisely to interrupt that. Skip it for a couple of Ontario winters and the seized-caliper version costs roughly double.
No. The battery and drive-unit warranty covers those components, and chassis work never touches them. I do not open high-voltage systems at all, which is a deliberate line: it keeps every job I do cleanly separate from the coverage Tesla still owes you until year eight.
The 12 volt battery died. It runs the computers, the locks and the contactors that wake the main pack, and when it goes, a fully charged car turns into a paperweight. They last three to five years and give little warning. Replacement is about forty-five minutes and $350–$650 installed, and if yours is original past year four, do it before it chooses the timing.
Honestly, no. Alignment racks and tire machines are shop equipment, and pretending otherwise in a driveway would be doing you a disservice on a car this heavy and this torquey. I diagnose, I refer those two jobs to places that do them well, and I handle everything else on the chassis at your home.
Yes. You pick a real two-hour window on the site and it is yours. It is the same logic as your car: the errand comes to you. Most of my Tesla customers never call at all, which suits both of us fine.
Mississauga, Oakville, Milton, Brampton and Etobicoke. Diagnosis first, one flat number, done at your door.
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