NHTSA owner reports · September 18, 2026 snapshot.
Power Train complaints
24 reportsClear category filter2,500 miles · Aug 20, 2010
Power Train
TO WHOM IT MAY CONCERN, I AM VERY HAPPY TO SEE YOUR ORGANIZATION TAKING AN INTEREST IN THIS ISSUE. IT IS A VERY DANGEROUS PROBLEM WITH THIS VEHICLE THAT BMWNA IS WELL AWARE OF, BUT INSISTS THAT IT IS "NORMAL BEHAVIOR" FOR MY CAR/TRANSMISSION. I BROUGHT THE CAR INTO THE DEALER, AND THEY WERE ABLE TO REPRODUCE IT, BUT THEY WERE…
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TO WHOM IT MAY CONCERN, I AM VERY HAPPY TO SEE YOUR ORGANIZATION TAKING AN INTEREST IN THIS ISSUE. IT IS A VERY DANGEROUS PROBLEM WITH THIS VEHICLE THAT BMWNA IS WELL AWARE OF, BUT INSISTS THAT IT IS "NORMAL BEHAVIOR" FOR MY CAR/TRANSMISSION. I BROUGHT THE CAR INTO THE DEALER, AND THEY WERE ABLE TO REPRODUCE IT, BUT THEY WERE TOLD BY BMW THAT THIS WAS "NORMAL BEHAVIOR." THE PROBLEM OCCURS WHEN YOU SLOW DOWN- LIKE FOR A TURN, BUT DO NOT COME TO A COMPLETE STOP. THE DCT TRANSMISSION SEEMS TO HAVE TROUBLE FIGURING OUT WHAT GEAR TO SELECT BECAUSE WHEN YOU STEP ON THE GAS TO ACCELERATE, THERE IS A VERY SIGNIFICANT DELAY IN THE ONSET OF POWER- UP TO 2-3 SECONDS. BY THIS TIME, THE DRIVER IS USUALLY REALLY DIGGING INTO THE THROTTLE. THE TRANSMISSION FINALLY PICKS A GEAR, WHICH RESULTS IN THE CAR SUDDENLY LURCHING FORWARD, SOMETIMES INVOKING THE ANTI-SKIP CONTROL. THE DANGER IN THIS BEHAVIOR OCCURS WHEN MAKING A TURN INTO ON-COMING TRAFFIC AFTER SLOWING DOWN TO AROUND 10-15 MPH. AFTER THE TURN, THE CAR IS POSITIONED IN THE TRAFFIC LANE, BUT YOU HAVE NO POWER TO ACCELERATE INTO THE FLOW OF TRAFFIC. THE ONCOMING CARS ARE NOW CLOSING IN ON YOUR CAR AT A FAST RATE, AND YOU'RE BASICALLY STUCK. THIS SITUATION IS MOST PRONOUNCED IN THE "AUTO" MODE OF THE DCT TRANSMISSION, BUT ALSO OCCURS TO A LESSER DEGREE WHILE IN THE MANUAL MODE WHEN YOU SELECT SECOND GEAR IN PREPARATION FOR THE TURN. IT IS ALSO VERY REPEATABLE IN BOTH MODES. THESE PROBLEMS STARTED OCCURRING AFTER A PREVIOUS RECALL ON THIS TRANSMISSION WHERE THE ENGINE WOULD STALL UNDER HARD BRAKING OR NOT SHIFT UNDER HARD BRAKING. THE RECALL FIXED THAT PROBLEM, BUT INTRODUCED THIS PROBLEM, WHICH OCCURS ALMOST EVERY DAY WHEREAS THE PREVIOUS PROBLEM ONLY OCCURRED DURING A SPECIFIC SITUATION. THANK YOU FOR LOOKING INTO THIS DANGEROUS MATTER. *TR
NHTSA ODI #10350848
5,600 miles · May 27, 2010
Power Train
INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6) DEAR [XXX], I AM VERY HAPPY TO SEE YOUR ORANIZATION TAKING AN INTEREST IN THIS ISSUE. IT IS A VERY DANGEROUS PROBLEM WITH THIS VEHICLE THAT BMWNA IS WELL AWARE OF, BUT INSISTS THAT IT IS "NORMAL BEHAVIOR" FOR MY CAR/TRANSMISSION. I B…
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INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6) DEAR [XXX], I AM VERY HAPPY TO SEE YOUR ORANIZATION TAKING AN INTEREST IN THIS ISSUE. IT IS A VERY DANGEROUS PROBLEM WITH THIS VEHICLE THAT BMWNA IS WELL AWARE OF, BUT INSISTS THAT IT IS "NORMAL BEHAVIOR" FOR MY CAR/TRANSMISSION. I BROUGHT THE CAR INTO THE DEALER, AND THEY WERE ABLE TO REPRODUCE IT, BUT THEY WERE TOLD BY BMW THAT THIS WAS "NORMAL BEHAVIOR." THE PROBLEM OCCURS WHEN YOU SLOW DOWN- LIKE FOR A TURN, BUT DO NOT COME TO A COMPLETE STOP. THE DCT TRANSMISSION SEEMS TO HAVE TROUBLE FIGURING OUT WHAT GEAR TO SELECT BECAUSE WHEN YOU STEP ON THE GAS TO ACCELERATE, THERE IS A VERY SIGNIFICANT DELAY IN THE ONSET OF POWER- UP TO 2-3 SECONDS. BY THIS TIME, THE DRIVER IS USUALLY REALLY DIGGING INTO THE THROTTLE. THE TRANSMISSION FINALLY PICKS A GEAR, WHICH RESULTS IN THE CAR SUDDENLY LURCHING FORWARD, SOMETIMES INVOKING THE ANTI-SKIP CONTROL. THE DANGER IN THIS BEHAVIOR OCCURS WHEN MAKING A TURN INTO ON-COMING TRAFFIC AFTER SLOWING DOWN TO AROUND 10-15 MPH. AFTER THE TURN, THE CAR IS POSITIONED IN THE TRAFFIC LANE, BUT YOU HAVE NO POWER TO ACCELERATE INTO THE FLOW OF TRAFFIC. THE ONCOMING CARS ARE NOW CLOSING IN ON YOUR CAR AT A FAST RATE, AND YOU'RE BASICALLY STUCK. THIS SITUATION IS MOST PRONOUNCED IN THE "AUTO" MODE OF THE DCT TRANSMISSION, BUT ALSO OCCURS TO A LESSER DEGREE WHILE IN THE MANUAL MODE WHEN YOU SELECT SECOND GEAR IN PREPARATION FOR THE TURN. IT IS ALSO VERY REPEATABLE IN BOTH MODES. THESE PROBLEMS STARTED OCCURING AFTER A PREVIOUS RECALL ON THIS TRANSMISSION WHERE THE ENGINE WOULD STALL UNDER HARD BRAKING OR NOT SHIFT UNDER HARD BRAKING. THE RECALL FIXED THAT PROBLEM, BUT INTRODUCED THIS PROBLEM, WHICH OCCURS ALMOST EVERY DAY WHEREAS THE PREVIOUS PROBLEM ONLY OCCURED DURING A SPECIFIC SITUATION. THANK YOU FOR LOOKING INTO THIS DANGEROUS MATTER. *TR
NHTSA ODI #10332510
2,258 miles · Feb 22, 2010
Power Train
WITH THE DUAL CLUTCH AUTOMATIC TRANSMISSION IN D MODE, WHEN SLOWING FROM 50 OR 60 MPH TO 15-20 MPH THE TRANSMISSION WILL NOT DOWNSHIFT AND STAYS IN 6TH OR 7TH GEAR. EVEN WITH THE ACCELERATOR TO THE FLOOR THE CAR WILL NOT SELECT AN APPROPRIATE GEAR WHICH MAKES THE CAR BARELY ACCELERATE AT ALL CREATING A SAFETY HAZARD. THIS CA…
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WITH THE DUAL CLUTCH AUTOMATIC TRANSMISSION IN D MODE, WHEN SLOWING FROM 50 OR 60 MPH TO 15-20 MPH THE TRANSMISSION WILL NOT DOWNSHIFT AND STAYS IN 6TH OR 7TH GEAR. EVEN WITH THE ACCELERATOR TO THE FLOOR THE CAR WILL NOT SELECT AN APPROPRIATE GEAR WHICH MAKES THE CAR BARELY ACCELERATE AT ALL CREATING A SAFETY HAZARD. THIS CAR HAS LITTLE TO NO TORQUE (BY DESIGN) AT VERY LOW RPMS, AND IT BASICALLY JUST SITS THERE AND DOESN'T MOVE. A DRIVER OFTEN SLOWS LIKE THIS WHEN MAKING A LEFT OR RIGHT HAND TURN AND HAVING THE CAR JUST SIT THERE UNDER THOSE CONDITIONS PRESENTS A HUGE SAFETY ISSUE IN TERMS OF BEING EITHER REAR-ENDED OR BEING HIT BY ONCOMING TRAFFIC. THE ENTIRE NATURE OF THE AUTOMATIC PROGRAM ON THIS CAR IS UNPREDICTABLE; IN SOME CASES IT WILL DOWNSHIFT, IN OTHERS (AS DESCRIBED ABOVE) IT WILL NOT, WHICH ADDS TO THE UNSAFE NATURE OF THIS DEFECT. IT DOES NOT BEHAVE LIKE ANY AUTOMATIC TRANSMISSION I'VE EVER OWNED. THE SOFTWARE CONTROLLING THE TRANSMISSION WAS UPDATED IN DECEMBER 2009. PRIOR TO THAT, IN EITHER MANUAL OR AUTOMATIC MODE THE CAR WOULD DOWNSHIFT INTO A LOWER GEAR, BUT THERE WAS A 1-2 SECOND PAUSE BEFORE ANY POWER WAS DELIVERED (THE ENGINE WOULD NOT "GO" EVEN ACCELERATOR TO THE FLOOR). THIS ISSUE HASN'T RECURRED, BUT THE SITUATION IS STILL NOT RECTIFIED (AS NOTED IN THE DESCRIPTION ABOVE) AS THE "NEW" ISSUE WITH FAILING TO DOWNSHIFT IN D MODES HAS SURFACED. *TR
NHTSA ODI #10312918
12,011 miles · Feb 22, 2010
Power Train
1. WHEN SLOWING DOWN FOR A RED LIGHT THAT TURNS GREEN, THEN TRYING TO ACCELERATE BEFORE ACTUALLY STOPPING, THE CAR HESITATES OR LAGS. COULD GET REAR-ENDED OR T-BONED IF TURNING IN AN INTERSECTION. SOMEONE IS GOING TO GET KILLED DUE TO THIS ONGOING, IGNORED, SERIOUS SAFETY FLAW. 2. CAN ROUTINELY REPRODUCE THIS HESITATION/LAG. 3…
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1. WHEN SLOWING DOWN FOR A RED LIGHT THAT TURNS GREEN, THEN TRYING TO ACCELERATE BEFORE ACTUALLY STOPPING, THE CAR HESITATES OR LAGS. COULD GET REAR-ENDED OR T-BONED IF TURNING IN AN INTERSECTION. SOMEONE IS GOING TO GET KILLED DUE TO THIS ONGOING, IGNORED, SERIOUS SAFETY FLAW. 2. CAN ROUTINELY REPRODUCE THIS HESITATION/LAG. 3. BMW REFUSES TO RESOLVE THE PROBLEM AND HAS TOLD IT'S DEALERS IT IS A NORMAL RESPONSE. *TR
NHTSA ODI #10312915
15 miles · Feb 14, 2010
Power Train
2009 BMW M3 WITH DCT - ISSUE PRESENT FROM THE DATE OF PURCHASE. THE PROBLEM OCCURS FREQUENTLY WHEN IN AUTOMATIC MODE AND SLOWING SUCH AS AT AN INTERSECTION PRIOR TO A TURN AND THE TRANSMISSION SHIFTS INTO THE LOWER GEAR (USUALLY 2ND). WHEN THE ACCELERATOR IS PRESSED, THERE IS OFTEN NO RESPONSE FOR UP TO 2 SECONDS. WHEN THE VEH…
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2009 BMW M3 WITH DCT - ISSUE PRESENT FROM THE DATE OF PURCHASE. THE PROBLEM OCCURS FREQUENTLY WHEN IN AUTOMATIC MODE AND SLOWING SUCH AS AT AN INTERSECTION PRIOR TO A TURN AND THE TRANSMISSION SHIFTS INTO THE LOWER GEAR (USUALLY 2ND). WHEN THE ACCELERATOR IS PRESSED, THERE IS OFTEN NO RESPONSE FOR UP TO 2 SECONDS. WHEN THE VEHICLE DOES RESPOND, THE APPLICATION OF POWER MAY BE GRADUAL AND NOT DIRECTLY PROPORTIONAL TO THE ACCELERATOR PEDAL POSITION. ON SEVERAL OCCASIONS, THIS HAS RESULTED IN A NEAR-ACCIDENT SITUATION. WHEN MAKING A LEFT TURN WITH ONCOMING TRAFFIC, OR MERGING RIGHT WITH TRAFFIC THAT IS MAKING A LEFT TURN, I HAVE HAD TO TAKE EMERGENCY ACTION TO AVOID COLLISION. IT IS ONLY A MATTER OF TIME, UNTIL SOMEONE IS INJURED OR WORSE WHEN THE VEHICLE FAILS TO RESPOND AS EXPECTED. THERE ARE NUMEROUS COMPLAINTS OF THIS ISSUE IN THE NET DISCUSSION BOARDS, YET BMW NORTH AMERICA HAS ISSUED A STATEMENT CLAIMING THAT IT IS NORMAL TRANSMISSION BEHAVIOR. THERE IS A SAFETY ISSUE WHEN YOUR VEHICLE FAILS TO RESPOND IN A RELIABLE/TIMELY MANNER IN REAL TRAFFIC SITUATIONS. *TR
NHTSA ODI #10310310
7,000 miles · Aug 3, 2009
Power Train
THE DUAL CLUTCH TRANSMISSION (DCT) IN MY CAR, A 2009 BMW M3 ROUTINELY HESITATES WHEN PUSHING THE ACCELERATOR IN 2ND GEAR. THE HESITATION IS LONG ENOUGH TO HAVE PUT ME AND MY PASSENGERS IN GRAVE DANGER. IN FACT, IT HAS ALMOST CAUSED A NUMBER OF ACCIDENTS WHEN MERGING WITH HIGHWAY TRAFFIC. THIS IS UNACCEPTABLE AND NEEDS TO BE IMME…
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THE DUAL CLUTCH TRANSMISSION (DCT) IN MY CAR, A 2009 BMW M3 ROUTINELY HESITATES WHEN PUSHING THE ACCELERATOR IN 2ND GEAR. THE HESITATION IS LONG ENOUGH TO HAVE PUT ME AND MY PASSENGERS IN GRAVE DANGER. IN FACT, IT HAS ALMOST CAUSED A NUMBER OF ACCIDENTS WHEN MERGING WITH HIGHWAY TRAFFIC. THIS IS UNACCEPTABLE AND NEEDS TO BE IMMEDIATELY CORRECTED BEFORE SOMEONE IS SERIOUSLY INJURED OR KILLED. *TR
NHTSA ODI #10279187
3,000 miles · Aug 2, 2009
Power Train
HELLO, I RECENTLY PURCHASED A 2009 BMW M3 WITH THE DCT TRANSMISSION. THE TRANSMISSION ACTS LIKE A SEQUENTIAL MANUAL SHIFTER, ALLOWING THE DRIVER TO SHIFT UP AND DOWN AT THEIR WILL. THESE SHIFTS HAPPEN INSTANTANEOUSLY, WITHIN FRACTIONS OF A SECOND. ADDITIONALLY, WHEN COMING TO A STOP, THE CAR WILL DOWNSHIFT TO 1ST GEAR ON ITS …
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HELLO, I RECENTLY PURCHASED A 2009 BMW M3 WITH THE DCT TRANSMISSION. THE TRANSMISSION ACTS LIKE A SEQUENTIAL MANUAL SHIFTER, ALLOWING THE DRIVER TO SHIFT UP AND DOWN AT THEIR WILL. THESE SHIFTS HAPPEN INSTANTANEOUSLY, WITHIN FRACTIONS OF A SECOND. ADDITIONALLY, WHEN COMING TO A STOP, THE CAR WILL DOWNSHIFT TO 1ST GEAR ON ITS OWN, INSTEAD OF RELYING ON DRIVER INPUT, AS A MATTER OF CONVENIENCE. ALL OF THIS IS NORMAL, ADVERTISED, AND EXPECTED BEHAVIOR. THERE ARE TIMES, HOWEVER, WHEN THE CAR IS DECELERATING BUT NOT COMING TO A FULL STOP (WHEN TAKING A TURN AT AN INTERSECTION, FOR EXAMPLE), THAT THE TRANSMISSION WILL BEGIN ITS AUTOMATED DOWNSHIFTS BUT THEN BECOME INCREDIBLY UNRESPONSIVE. IN THESE CASES, IF I PRESS ON THE ACCELERATOR BEFORE COMING TO A FULL STOP, I'LL NOTICE A SIGNIFICANT LAG BEFORE THE ENGINE ACTUALLY REVS UP. BASICALLY, PRESSING ON THE GAS WON'T DO ANYTHING -- THE TRANSMISSION IS OSTENSIBLY "DECIDING" WHICH GEAR IS THE OPTIMAL ONE AND WILL IGNORE ALL MANUAL GEAR CHANGES AND GAS PEDAL INPUT UNTIL IT MAKES UP ITS MIND. AT TIMES, THIS LAG HAS LASTED AS LONG AS 2-3 SECONDS. THIS LAG IS BOTHERSOME, AT TIMES DANGEROUS, AND ALARMINGLY, WAS NOT AS NOTICEABLY BAD WHEN I FIRST PURCHASED THE CAR A FEW MONTHS AGO. THIS BEHAVIOR OCCURS ON A DAILY BASIS, AND CAN BE REPRODUCED AT WILL. INCIDENTALLY, THIS LAG DOESN'T HAPPEN IF I MANUALLY DOWNSHIFT THROUGH THE GEARS TO 3RD, 2ND, OR 1ST RATHER THAN LETTING THE CAR PERFORM THE DOWNSHIFTS FOR ME. *TR
NHTSA ODI #10279088
200 miles · Jul 21, 2009
Power Train
THE PROBLEM OCCURS WHEN YOU SLOW DOWN- LIKE FOR A TURN, BUT DO NOT COME TO A COMPLETE STOP. THE DCT TRANSMISSION SEEMS TO HAVE TROUBLE FIGURING OUT WHAT GEAR TO SELECT BECAUSE WHEN YOU STEP ON THE GAS TO ACCELERATE, THERE IS A VERY SIGNIFICANT DELAY IN THE ONSET OF POWER- UP TO 2-3 SECONDS. BY THIS TIME, THE DRIVER IS USUALLY RE…
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THE PROBLEM OCCURS WHEN YOU SLOW DOWN- LIKE FOR A TURN, BUT DO NOT COME TO A COMPLETE STOP. THE DCT TRANSMISSION SEEMS TO HAVE TROUBLE FIGURING OUT WHAT GEAR TO SELECT BECAUSE WHEN YOU STEP ON THE GAS TO ACCELERATE, THERE IS A VERY SIGNIFICANT DELAY IN THE ONSET OF POWER- UP TO 2-3 SECONDS. BY THIS TIME, THE DRIVER IS USUALLY REALLY DIGGING INTO THE THROTTLE. THE TRANSMISSION FINALLY PICKS A GEAR, WHICH RESULTS IN THE CAR SUDDENLY LURCHING FORWARD, SOMETIMES INVOKING THE ANTI-SKID CONTROL. THE OCCURS FREQUENTLY. *TR
NHTSA ODI #10277616
7,000 miles · Jul 21, 2009
Power Train
M-DCT TRANSMISSION LAG. WHEN YOU'RE TURNING AND CARS MAY BE COMING AT YOU THERE IS NO POWER, CAUSING SERIOUS ENDANGERMENT. *TR
NHTSA ODI #10277564
4,600 miles · Jul 1, 2009
Power Train
I WAS DRIVING ON A TWO-LANE STREET (ONE-LANE EACH DIRECTION) AND AS I WAS APPROACHING A STOPLIGHT I TURNED ON MY LEFT TURN SIGNAL AND STARTED TO MOVE INTO THE DEDICATED LEFT-HAND TURN LANE. AS I DID THIS I NEEDED TO DOWNSHIFT AS I SLOWED DOWN FOR THE STOPPED TRAFFIC AHEAD AT THE LIGHT. WHEN I SHIFTED TO SECOND GEAR AND PRESSED T…
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I WAS DRIVING ON A TWO-LANE STREET (ONE-LANE EACH DIRECTION) AND AS I WAS APPROACHING A STOPLIGHT I TURNED ON MY LEFT TURN SIGNAL AND STARTED TO MOVE INTO THE DEDICATED LEFT-HAND TURN LANE. AS I DID THIS I NEEDED TO DOWNSHIFT AS I SLOWED DOWN FOR THE STOPPED TRAFFIC AHEAD AT THE LIGHT. WHEN I SHIFTED TO SECOND GEAR AND PRESSED THE ACCELERATOR TO MOVE INTO THE TURN LANE MY CAR WOULD NOT ENGAGE INTO GEAR. I WAS ALMOST REAR-ENDED FROM THE CARS BEHIND ME BUT LUCKILY MY CAR'S TRANSMISSION ENGAGED AT THE LAST SECOND AND I CLEARED THE LANE I WAS IN. BUT BECAUSE I WAS PRESSING THE ACCELERATOR SO HARD TO TRY TO GET THE CLUTCH TO ENGAGE, WHEN IT FINALLY DID I SHOT OFF ACROSS THE LEFT-HAND TURN LANE INTO THE LANE OF ON-COMING TRAFFIC. I WAS ABLE TO STEER CLEAR BEFORE BEING HIT HEAD-ON BY ON-COMING TRAFFIC BUT THE EXPERIENCE LEFT ME VERY UNCOMFORTABLE WITH THE TRANSMISSION IN MY VEHICLE. *TR
NHTSA ODI #10275525
Official recalls
5Jan 15, 2020
BMW of North America, LLC (BMW) is recalling certain 2008-2013 128i and 135i Convertibles, 128i, 135i, and M Coupes, 2007-2010 X3 30si and X3 xDrive30i, 2013-2015 X1 sDrive28i, X1 xDrive28i and X1 xDrive35i, 2007-2013 328i, 328i xDrive, 335i, 335is, 335i xDrive and M3 Coupes, 2006-2011 328i, 328xi, 328i xDrive, 325i, 325xi, 330i, 330xi, 335i, 335xi, 335i xDrive and M3, 2009-2011 335D, 2006-2012 325xi, 328i, 328xi and 328i xDrive, 2010-2011 X6 ActiveHybrid, 2007-2013 328i, 335i, 335is, M3 Coupes, X5 30si, X5 xDrive30i, X5 xDrive35i, X5 48i, X5 xDrive48i, X5 xDrive50i and X5 M, 2009-2013 X5 xDrive35d and 2008-2014 X6 xDrive35i, X6 xDrive50i and X6M vehicles equipped with non-desiccated driver frontal air bag inflators containing phase stabilized ammonium nitrate (PSAN) that were used as interim remedy parts for previous Takata recalls. These inflators may explode due to propellant degradation occurring after long-term exposure to high absolute humidity, high temperatures, and high temperature cycling.
Consequence & remedy
Consequence: An inflator explosion may result in sharp metal fragments striking the driver or other occupants resulting in serious injury or death.
Remedy: BMW will notify owners, and dealers will replace the driver air bag. On X5 and X6 vehicles, only the inflator will be replaced. All repairs will be performed free of charge. The recall began March 11, 2020. Owners may contact BMW customer service at 1-800-525-7417.
Jun 19, 2019
BMW of North America, LLC (BMW) is recalling certain 2009 328i and 328xi, 2009-2011 335d, 2008-2012 M3 Coupe and M3 Convertible, and 2008-2011 M3 Sedan vehicles. The connection of the positive battery cable at the fuse box terminal may degrade, resulting in an intermittent loss of electrical power.
Consequence & remedy
Consequence: A loss of electrical power can cause the vehicle to stall, increasing the risk of a crash.
Remedy: BMW will notify owners, and dealers will replace and secure the positive battery cable connector, free of charge. The recall began August 14, 2019. Owners may contact BMW customer service at 1-800-525-7417. Note: This recall is an expansion of a previous recall, number 18V-314.
Additional source detail variants (3)
Electrical System:wiring:fuses And Circuit Breakers
BMW of North America, LLC (BMW) is recalling certain 2009 328i and 328xi, 2009-2011 335d, 2008-2012 M3 Coupe and M3 Convertible, and 2008-2011 M3 Sedan vehicles. The connection of the positive battery cable at the fuse box terminal may degrade, resulting in an intermittent loss of electrical power.
Consequence: A loss of electrical power can cause the vehicle to stall, increasing the risk of a crash.
Remedy: BMW will notify owners, and dealers will replace and secure the positive battery cable connector, free of charge. The recall began August 14, 2019. Owners may contact BMW customer service at 1-800-525-7417. Note: This recall is an expansion of a previous recall, number 18V-314.
Electrical SYSTEM:12V/24V/48V Battery:cables
BMW of North America, LLC (BMW) is recalling certain 2009 328i and 328xi, 2009-2011 335d, 2008-2012 M3 Coupe and M3 Convertible, and 2008-2011 M3 Sedan vehicles. The connection of the positive battery cable at the fuse box terminal may degrade, resulting in an intermittent loss of electrical power.
Consequence: A loss of electrical power can cause the vehicle to stall, increasing the risk of a crash.
Remedy: BMW will notify owners, and dealers will replace and secure the positive battery cable connector, free of charge. The recall began August 14, 2019. Owners may contact BMW customer service at 1-800-525-7417. Note: This recall is an expansion of a previous recall, number 18V-314.
Electrical System
BMW of North America, LLC (BMW) is recalling certain 2009 328i and 328xi, 2009-2011 335d, 2008-2012 M3 Coupe and M3 Convertible, and 2008-2011 M3 Sedan vehicles. The connection of the positive battery cable at the fuse box terminal may degrade, resulting in an intermittent loss of electrical power.
Consequence: A loss of electrical power can cause the vehicle to stall, increasing the risk of a crash.
Remedy: BMW will notify owners, and dealers will replace and secure the positive battery cable connector, free of charge. The recall began August 14, 2019. Owners may contact BMW customer service at 1-800-525-7417. Note: This recall is an expansion of a previous recall, number 18V-314.
Oct 25, 2017
BMW of North America, LLC (BMW) is recalling certain 2006-2011 323i, 325i, 325xi, 328i, 328xi, 330i, 330xi, 335i, 335xi and M3, 2007-2011 328i xDrive, 335i xDrive and 335is and 2009-2011 335d vehicles. The wiring and electrical connectors for the system that controls air flow for the heating and air conditioning system may overheat.
Consequence & remedy
Consequence: Wiring that overheats could cause the electrical connectors to melt, and increase the risk of a fire, even when the vehicle is unattended.
Remedy: BMW will notify owners, and dealers will replace the wiring and electrical connectors, free of charge. Interim letters were mailed on November 27, 2017. Owners will receive a second notice when the remedy becomes available. Owners may contact BMW customer service at 1-800-525-7417.
Feb 5, 2016
BMW of North America, LLC (BMW) is recalling certain model year 2008-2013 128i and 135i coupes and convertibles and 1 Series M coupes, 2006-2011 325i, 325xi, 328i, 328xi, 328i xDrive, 330i, 330xi, 335i, 335xi, 335i xDrive Sedans, 2009-2011 335d sedans, 2006-2012 325xiT, 328i and 328xi sports wagons, 2007-2013 328i, 328xi, 328i xDrive, 335i, 335xi, 335i xDrive, 335is and M3 Coupes and Convertibles, 2013-2015 X1 sDrive28i, X1 xDrive28i and X1 xDrive35i SAVs, 2007-2010 X3 xDrive30i SAVs, 2007-2013 X5 xDrive30i, X5 xDrive35i, X5 xDrive48i, X5 xDrive50i and X5 M SAVs, 2009-2013 BMW X5 xDrive35d SAVs, 2008-2014 X6 xDrive35i, X6 xDrive50i, and X6 M SACs, 2010-2011 BMW X6 xDrive50i SACs and 2008-2011 M3 Sedan vehicles. Upon deployment of the driver's frontal air bag, excessive internal pressure may cause the inflator to rupture.
Consequence & remedy
Consequence: In the event of a crash necessitating deployment of the driver's frontal air bag, the inflator could rupture with metal fragments striking the driver or other occupants resulting in serious injury or death.
Remedy: BMW will notify owners, and dealers will replace the driver's frontal air bag module or inflator depending on the vehicle model, free of charge. The recall began March 9, 2018. Owners may contact BMW customer service at 1-800-525-7417.
Nov 14, 2008
BMW IS RECALLING 2,500 MY 2008-2009 M3 PASSENGER VEHICLES WITH AN OPTIONAL DOUBLE CLUTCH TRANSMISSION. THE PROBLEM INVOLVES THE DOUBLE CLUTCH GEARBOX. IN A SITUATION OF RAPID VEHICLE DECELERATION, THE TRANSMISSION SOFTWARE MAY PERFORM A MULTISTAGE DOWNSHIFT.
Consequence & remedy
Consequence: IN THAT SITUATION, AT LOW VEHICLE SPEEDS, IT IS POSSIBLE FOR THE ENGINE TO STALL INCREASING THE RISK OF A CRASH.
Remedy: DEALERS WILL REPROGRAM THE ENGINE AND TRANSMISSION ELECTRONIC CONTROL UNIT WITH UPDATED SOFTWARE FREE OF CHARGE. THE RECALL BEGAN ON DECEMBER 3, 2008. OWNERS MAY CONTACT BMW AT 1-800-831-1117.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
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