The fact that it feels different isn't really relevant. The recall process means Tesla has to track every VIN and keep records on which vehicle is repaired. C

The fact that it feels different isn't really relevant. The recall process means Tesla has to track every VIN and keep records on which vehicle is repaired. Consider the hypothetical: if a person stores their Tesla unpowered in an underground garage for ten years, and then takes it out of storage and starts driving it, Tesla will still be on the hook to fix this, even if the OTA update process isn't compatible any more. So despite the fact that most of the subject cars can be fixed remotely, there's nothing stopping this specific recall from becoming a physical recall down the road, if Tesla identifies vehicles that can't get the update OTA. Here's the official guidance on the topic: https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/14218-mvsdefectsandrecalls_041619-v2-tag.pdf https://www.nhtsa.gov/sites/nhtsa.gov/files/documents/14218-... Here's the official recall report: https://static.nhtsa.gov/odi/rcl/2023/RCLRPT-23V838-8276.PDF https://static.nhtsa.gov/odi/rcl/2023/RCLRPT-23V838-8276.PDF In these recalls, there's always a negotiation process. NHTSA prefers for vendors to issue voluntary recalls, which is what happened here. Whether or not they would have demanded physical modifications probably depends on how dangerous they consider the defect. 2 million cars isn't even close to the biggest recall so far (I think GM or Chrysler has that privilege, but it's a fuzzy memory). Tesla probably would have survived it even if they had to physically plug a cable into each car to run the update.