Model S (2012-2020)

1. 1

   Primary
   Cut the Front Trunk First Responder Cut Loop (DOUBLE-CUT to remove an entire section). It is a low-voltage harness; cutting it shuts down the HV system OUTSIDE the HV battery and disables the SRS/airbags. It does NOT de-energize the pack internally.

   Under the hood / frunk, on the RIGHT (passenger) side, near the firewall. Remove the plastic access panel (pull the rear edge up to release the clips); the cut-loop label protrudes from under the panel.

2. 2

   Backup
   Rear-Pillar First Responder Disconnect Point (NEWER MODELS ONLY — vehicles built after June 2013). Per the 2012-2013 OEM ERG (pp.12-13): if the front-trunk cut loop is inaccessible, the rear-pillar disconnect point shuts down the HV system and disables the SRS/airbags in the same manner as the front-trunk loop. Only one point needs to be disconnected, not both. NOTE: the 2016 OEM ERG documents ONLY the front-trunk loop and shows no rear-pillar point. If neither point is accessible, treat the entire vehicle as energized and use trained-EV-tech/manual service-disconnect procedures.

   Rear pillar on the CHARGE-PORT side: open the rear passenger door closest to the charge port; the disconnect point is under the body panel on the outside of the seat. A label indicates where to cut. Use a 12 in (large) circular saw to cut ~6 in (152 mm) through the label and into the pillar. Applies to vehicles built after June 2013 only (per the 2012-2013 OEM ERG). Not shown in the 2016 ERG.

Note
Tesla's Model S Emergency Response Guides document a CUT method, not a service disconnect. The First Responder Cut Loop is a LOW-VOLTAGE harness — double-cut it to remove an entire section so the wires cannot accidentally reconnect. The Front Trunk First Responder Cut Loop is the PRIMARY responder disconnect point on the 2012-2020 Model S. The 2012-2013 OEM ERG ALSO documents a Rear-Pillar First Responder Disconnect Point for vehicles built AFTER JUNE 2013 (use it only if the front-trunk loop is inaccessible; only one point needs to be cut, not both). The 2016 OEM ERG shows ONLY the front-trunk loop and no rear-pillar point. CRITICAL — cutting the loop does NOT make the pack safe internally: - "ALWAYS ASSUME THAT ALL HIGH VOLTAGE COMPONENTS ARE ENERGIZED." (Tesla) - Cutting the loop shuts down HV OUTSIDE the battery only; the pack itself stays live. - After deactivation, the HV circuit needs 2 MINUTES to de-energize (wait before HV contact). - Never breach, crush, or push on the floor pan — that can breach the live pack. SRS timing: the SRS control unit has a backup supply that discharges in ~10 seconds — do not touch the SRS control unit within 10 seconds of an airbag/pre-tensioner deployment. For a salvage/dismantler-grade HV isolation (versus the responder cut), Tesla also publishes a separate service document, "Instructions for HV Battery Electrical Disconnection, Model S" (CD-21-16-002), for a manual service disconnect — out of scope of the responder ERGs this card is built from; use a qualified EV tech for that.

12V location: Under the hood / frunk, on the RIGHT (passenger) side, behind the plastic access panel (same access panel area as the front cut loop).

The 12V battery powers the SRS, airbags, windows, locks, touchscreen, and lights, and it supplies the HV contactors that let HV current flow out of the pack. The DC-DC converter charges it from the HV pack. Disconnect the 12V as part of fully securing the low-voltage system AFTER cutting the first responder loop.

SRS discharge: wait 10s after airbag deployment before touching SRS components.

Pack location: Floor-mounted below the floor pan; a large section of the undercarriage houses the pack (full underbody)

Pack chemistry: Lithium-ion (OEM states lithium-ion "dry cells"; specific cathode chemistry not given in the ERG)

HV cable color:Orange

Do not cut:

• HV battery / floor pan (entire underbody — never breach, crush, or push on the floor pan; pack is live even after the loop is cut)
• Orange high-voltage cabling (routed under the rear seats and inside the passenger-side rocker panel toward the front)
• DC-DC converter and front junction box (front right wheel well / passenger side of firewall — HV present)
• Chargers / HV junction box (under the rear seats)
• Rear drive unit (between the rear wheels) and front drive unit if equipped (Dual Motor)
• SRS components, airbags, and stored-gas airbag inflation cylinders (near roof and toward the rear)
• Seat-belt pre-tensioners (bottom of the B-pillars)
• Gas struts (hood/hatch)

Reinforcement (UHSS):

• B-pillars (reinforced with high-strength/ultra-high-strength steel — may be hard/impossible to cut; use workaround techniques). The 2012-2013 OEM ERG states "ONLY the B-pillars are reinforced with high strength steel." The 2016 OEM ERG does NOT limit it to the B-pillars — its prose only says "Model S is reinforced... Reinforcements are shown in teal," and the 2016 diagram shows reinforced members beyond the B-pillars (roof cross-members and a floor/center cross-member). Treat any teal-shown member on later cars as potentially reinforced; verify on-vehicle.

Pack piercing risk: The HV battery sits directly under the floor pan across most of the underbody. Tesla warns never to push on the floor pan from inside the car and never to breach the floor pan with rescue tools — either can breach the pack and cause serious injury or death. Any undercarriage tool, fork tine, or jack stand that contacts the pack risks an internal short and thermal runaway. The pack stays live even after the responder loop is cut.

Isolate damaged vehicle 50 ft from exposures.

Live from NHTSA. Cross-check the VIN against nhtsa.gov/recalls before work.

Use only Tesla's designated lift areas (shown in green/labeled in the ERG). DO NOT use the high-voltage battery to lift or stabilize Model S, and never breach the floor pan when lifting from underneath. The pack occupies a large section of the undercarriage.

Coolant: Blue, glycol-based automotive coolant (OEM-text)

Electrolyte color: Clear (OEM-text — "Lithium-ion battery fluid is clear in color"; cells are "dry cells," only a small amount can leak if damaged)

If burning, toxic vapors:

• Hydrogen fluoride (HF)
• Carbon monoxide
• Carbon dioxide
• Hydrogen gas
• Volatile organic compounds
• Sulfuric acid (H2SO4)
• Soot and particulates with oxides of nickel, aluminum, lithium, copper, and cobalt

Tesla Model S Emergency Response Guide (PDF) →

Last verified 2026-05-31 · mirror

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