A Tesla Cybertruck owner just reported his second PCS2 failure at 30,000 miles, and the ugly part is not the warning itself. The ugly part is the timeline.
The owner, posting as Edphonse on a Cybertruck forum, says his first PCS2 failure happened on day three of ownership at about 500 miles. Tesla replaced the unit with what his service documents called the Echo version. Now, almost two years later, the same truck has another PCS2 failure at 30,000 miles.
This time, the truck still charges at 24 amps on AC. Last time, he says, it shut the whole truck down.
What Every Cybertruck Owner Should Take Away From This Failure
- At 240 volts, 24-amp charging works out to roughly 5.8 kW. A Cybertruck owner accustomed to 48-amp home charging at about 11.5 kW is suddenly looking at nearly double the charging time to recover the same amount of range overnight.
- Tesla's Basic Vehicle Limited Warranty covers the truck for 4 years or 50,000 miles. Owners experiencing reduced AC charging before that threshold should create a service record immediately, even if the truck remains usable.
- Service invoices tied to PCS repairs can contain more than a single part number. Owners in the discussion reported references to revision letters, ferrite components, ancillary harnesses, and low-voltage-related hardware.
A Cybertruck that can limp along at half-speed home charging still leaves its owner waiting on a service center with a long backlog, watching a major power-conversion component fail for the second time before the truck reaches 31,000 miles.
I would not call that a minor annoyance. I would call it a trust problem with a mileage clock attached.
The second failure is the part Tesla owners should study
Early failures can get dismissed too easily. Bad batch. New model. Infant mortality. First-year truck, first-year pain.
Fine. Cars are machines, and machines sometimes embarrass the people who built them.
The second failure deserves a colder look. Edphonse’s first PCS2 repair did not fail after 150,000 miles of heat, vibration, towing, and hard charging. It failed again after roughly 29,500 additional miles. The replacement part was not a forever fix in this owner’s case. That is the piece Cybertruck owners should write down.
Another forum member, SCTesla, responded that he has also had two PCS failures. A different owner reported a failure at 16,000 miles. Another said his Rev E PCS was replaced in April 2025 and has about 6,000 miles on it while charging mostly at 48 amps at home and 6 kW at work. The thread does not prove a defect rate. Forum threads never do. They overrepresent people with problems, and quiet trucks do not post status updates.
Still, this is exactly how owner communities become useful. They collect revisions, symptoms, mileage, charging behavior, service notes, and repeat failures before anyone has a neat official explanation.
The Cybertruck crowd is now doing revision archaeology.
The 24-amp clue is more useful than the complaint.
Edphonse says the truck still has 24-amp AC charging. That number is worth more than the usual internet noise because it describes the failure in practical terms.
A healthy Level 2 Cybertruck home-charging setup is commonly discussed around 48 amps on a 240-volt circuit, roughly 11.5 kW. Twenty-four amps at 240 volts is about 5.8 kW. Half the current. Half the power. Twice the time, before losses.
On a Model 3, half-speed AC charging may feel like a shrug for many commuters. On a Cybertruck, with a large battery and truck-sized energy use, it can turn a normal overnight recovery into a planning exercise. The truck may still be drivable. The ownership rhythm changes anyway.
That partial survival mode can lull owners into waiting too long.
If the truck charges at 24 amps, the owner can limp through errands, commute, and maybe postpone a service fight. The risk is obvious. A component that already failed once and is now acting wounded can slide toward the basic-warranty mileage limit while the owner tries to be patient.
I do not like that trade.
A truck with a second PCS2 failure at 30,000 miles should be documented hard and scheduled immediately, even if it still takes a charge. Screenshots. Service alerts. Charge-rate history. Tesla app messages. Invoice PDFs. Part revisions. Every scrap.
The part revision trail is becoming the story
The thread gets interesting when owners start asking which PCS revision failed. One commenter asked whether the second failed unit was a “G” revision. Edphonse answered that his replacement was the Echo version.
Another owner described a more involved repair list: PCS Rev G, ferrite header cable, ancillary components, ancillary harness, and low-voltage-related harness parts. The spelling in the post was rough, but the idea was clear. Some repairs may involve more than one box.
That is where owners need to stop accepting “PCS replaced” as a complete answer.
A service invoice should tell the next owner, the current owner, and the service center what changed. Revision matters. Harnesses matter. Related low-voltage parts matter. If Tesla is changing the repair package over time, the repair history becomes the only way owners can understand whether their truck received yesterday’s fix or today’s fix.
I would ask for the invoice every time. I would save it outside the Tesla app too.
PDF. Cloud folder. Printed copy if you are old enough to remember glove boxes had a purpose.
PCS2 sits too close to daily life to be treated like trivia
The Cybertruck is not a simple electric pickup with a novelty body. It is a rolling electrical system. It has AC charging. DC fast charging. A 48-volt low-voltage architecture. Powershare. Cargo-bed outlets. Home-backup ambitions. Software-controlled everything. When a power-conversion component gets flaky, the owner is not dealing with a squeaky trim clip.
The truck’s usefulness runs through that hardware.
That is why the “at least it still charges at 24 amps” angle does not fully comfort me. The Cybertruck was sold as a machine that could do truck things and energy things. AC charging is not a luxury feature. Home charging is the entire bargain for a lot of EV owners. Take away full-power home charging, and the truck starts borrowing time from the owner.
A service backlog makes that worse.
If Tesla has enough PCS-related demand that owners are hearing about long waits, the company needs to get cleaner with communication. Owners should not have to piece together revision history through forum scraps, jokes about failure badges, and half-remembered service invoices.
Tell owners what failed. Tell them which revision went in. Tell them whether 24-amp charging is an approved temporary condition or just what the truck happens to tolerate while waiting for parts. Tell them whether Powershare or 48-volt support is affected. Tell them what to watch before the next service visit.
Silence turns every owner into a detective.
Do not confuse this with the drive-inverter recall
There is one trap here, and it is an easy one: MOSFET language.
Tesla already issued a Cybertruck drive-inverter recall for certain 2024 trucks built from November 6, 2023, to July 30, 2024. That recall involved MOSFETs in the drive inverter and a possible loss of propulsion. PCS2 owner reports can also include MOSFET health-check language, but a drive inverter and a power-conversion system are not interchangeable terms.
Owners should keep the names straight.
A drive-inverter recall relates to propulsion. A PCS2 complaint usually shows up around charging or power conversion behavior. Tesla has to confirm each case, and owners should not self-diagnose from forum screenshots. The service ticket should use exact alert names and exact symptoms.
“Charging reduced to 24 amps after PCS2 warning” is useful.
“Truck has electrical problem” is not.
The 50,000-mile clock should make owners less patient
Tesla’s Basic Vehicle Limited Warranty runs 4 years or 50,000 miles. Cybertruck battery and drive-unit coverage runs longer, but owners should not assume every expensive power-electronics repair falls under the longest warranty bucket. Warranty classification belongs to Tesla and the warranty language, not forum optimism.
Edphonse is at 30,000 miles. He has room.
A high-mile Cybertruck owner at 45,000 miles has less room. A truck that starts reducing AC charge current at 47,000 miles should not wait for a convenient month. If the owner lets the problem drift past 50,000 miles, the conversation can change fast.
This is where I’d be pushy.
Open the ticket. Attach screenshots. Ask whether the truck is safe to continue AC charging. Ask whether DC fast charging remains approved. Ask whether Powershare should be disabled until inspection. Ask which PCS revision is currently installed. Ask which revision will replace it. Ask whether related harnesses or ferrite components are included in the repair.
That is not being difficult. That is owning a complicated machine with a shrinking warranty cushion.
The uncomfortable pattern forming around Cybertruck ownership
The Cybertruck has always invited tribal stupidity. Some people want every fault to prove Tesla is doomed. Some owners treat every criticism like an attack on their driveway.
Both groups can take a walk.
This case is useful because it lives in the boring middle: one owner, two PCS2 failures, 30,000 miles, a first failure at 500 miles, partial 24-amp AC charging on the second failure, and a service backlog. That is enough to justify concern without pretending we know the fleet-wide failure rate.
The repair history is the headline.
A first failed part can be bad luck. A replacement part failing again before 30,000 additional miles puts pressure on the fix. Other owners reporting second failures, Rev E replacements, Rev G repairs, harness-related parts, and failures around 16,000 miles add weight to the owner-community record.
Tesla does not need a forum panic cycle. Tesla needs clear owner-facing service language.
What Cybertruck owners should do now
Cybertruck owners should check their service history before they need it. Find the PCS line items. Save the invoices. Record the part revisions. If the truck has already had a PCS replacement, write down the mileage and date.
If AC charging drops from 48 amps to 24 amps without an obvious charger, breaker, temperature, or utility issue, treat that as a service event. Try another charger if possible. Note the voltage and amperage. Capture the alert page. Capture the charging screen. Try DC fast charging only if Tesla’s guidance and the truck’s behavior support it. Do not rely on a forum diagnosis when high-voltage hardware is involved.
For buyers shopping used Cybertrucks, ask for PCS service history with the same seriousness you would bring to accident history. A clean Carfax does not tell you whether the truck has had one PCS, two PCS units, or a partial repair with harness changes.
The Cybertruck can still be brilliant. That does not excuse owners from being hard-nosed about failure documentation.
Edphonse’s second PCS2 failure gives other owners a useful warning: the truck may still move, the truck may still charge, and the repair can still be urgent.
Cybertruck Owners: Has Your PCS2 Failed? Share Your Mileage And Repair History
If your Cybertruck has had a PCS or PCS2 repair, share the mileage, part revision, symptoms, charging amperage before and after failure, and whether Tesla replaced only the PCS or added harness and ferrite-related parts. That repair trail is becoming the most useful Cybertruck reliability data owners have.
About The Author
Noah Washington is an automotive journalist based in Atlanta, Georgia, covering sports cars, luxury vehicles, and performance culture. His reporting focuses on explaining the engineering, design philosophy, and real-world ownership experience behind modern vehicles.
Noah has been immersed in the automotive world since his early teens, attending industry events and following the enthusiast communities that shape how cars are built and driven today. His work blends industry insight with enthusiastic storytelling, helping readers understand not just what a car is, but why it matters.
Noah is also a member of the Southeast Automotive Media Association (SAMA), a professional organization for automotive journalists and industry media in the Southeast.
His coverage regularly explores sports cars, luxury vehicles, and performance-driven segments of the automotive industry, including the evolving culture surrounding Formula Drift and enthusiast builds.
Read more of Noah's work on his author profile page.
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