I emailed BMW of Arlington on [XXX] detailing the critical safety issue I experienced with my BMW X3 2012 on Sunday [XXX]. I was driving on the tollway northbound from [XXX] in Grand Prairie in the pouring rain with my wipers on, and the car suddenly started braking and decelerating from the 70 mph cruising speed to 40 mph in se…
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I emailed BMW of Arlington on [XXX] detailing the critical safety issue I experienced with my BMW X3 2012 on Sunday [XXX]. I was driving on the tollway northbound from [XXX] in Grand Prairie in the pouring rain with my wipers on, and the car suddenly started braking and decelerating from the 70 mph cruising speed to 40 mph in seconds. The car behind me nearly hit my vehicle, and since it kept doing that, I had to turn on my hazard lights till I exited. The car was doing that irrespective of whether it was on cruise control or my driving speed. I discovered by googling it that this is a known defect in BMWs since their shop foremen and certified technicians who know more than me think I am dreaming this up [XXX] -. Driving this car on the highways in Dallas regularly is extremely dangerous as I could end up in a major multivehicle MVA pileup. Also, the previous time I had this issue before I brought it in on [XXX], it wasn't raining, and it started with the car not even moving when I put it in reverse and pressed the gas. Then it suddenly started decelerating on the road, backfired, and shook violently at normal speeds. The car overheated as the radiator coolant leaked, and I had to replenish it. CarShield, the Auto Warranty company, and I paid approximately $7,000 to BMW Mini of Arlington between June 2023 and today (see attached invoices_receipts_diagnosis reports). The last two times ([XXX] and [XXX]), their multi-point diagnosis on my vehicle identified no issues that need attention. Two of their service advisors who worked on my car in June and October 2023 quit immediately after completing it. The dealership does not respond to the BBB or my calls, emails, faxes, etc. BMW USA advised me to contact NHTSA. On June [XXX], while driving on city streets, the brakes were squealing even without engaging, and the car overheated/ backfired again/ almost caught fire. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6) The dealer finally responded stating their diagnosis did not d
NHTSA ODI #11592023
70,155 miles · Aug 19, 2020
Engine
ENGINE FAILURE AT 70155 MILES. CONNECTING ROD BEARING IS SPUN.
NHTSA ODI #11350252
84,100 miles · Jul 7, 2020
Engine
SITUATION WHEN STARTING A COLD ENGINE, A 'PLUME OF BLUE SMOKE' CAN BE SEEN EMITTING FROM THE EXHAUST TAILPIPE FOR APPROXIMATELY 10-20 SECONDS. THERE IS NO ENGINE MALFUNCTION LIGHT ILLUMINATED (NO' TURBOCHARGER BOOST FAULTS ARE STORED) AND NO DRIVABILITY ISSUES ARE DETECTED. CAUSE WHEN THE VEHICLE IS PARKED OVERNIGHT THE EN…
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SITUATION WHEN STARTING A COLD ENGINE, A 'PLUME OF BLUE SMOKE' CAN BE SEEN EMITTING FROM THE EXHAUST TAILPIPE FOR APPROXIMATELY 10-20 SECONDS. THERE IS NO ENGINE MALFUNCTION LIGHT ILLUMINATED (NO' TURBOCHARGER BOOST FAULTS ARE STORED) AND NO DRIVABILITY ISSUES ARE DETECTED. CAUSE WHEN THE VEHICLE IS PARKED OVERNIGHT THE ENGINE OIL PRESSURE WILL EQUALIZE, THIS MAY CAUSE ENGINE OIL TO LEAK PAST THE TURBOCHARGER 'EXHAUST SIDE' TURBINE SEAL DUE TO CARBONIZATION OF THE TURBOCHARGER SEALING RING. THIS IS THE SAME ISSUE IMPACTING BMW N20 ENGINES THAT BMW HAS ISSUED A TECHNICAL SERVICE BULLETIN AND EXTENDED WARRANTY 10 YEARS/ 100,000 MILES. THE N55 ENGINE (6 CYLINDER, TURBO) HAS NOT BEEN INCLUDED IN THIS EXTENDED WARRANTY ALTHOUGH DEFECT IS THE SAME AND MAY IMPACT EMISSIONS.
NHTSA ODI #11337907
95,000 miles · Mar 26, 2018
EnginePower Train
TL* THE CONTACT OWNS A 2012 BMW X3. THE CONTACT STATED THAT WHILE DRIVING AT 65 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE BOLT HOUSING FOR THE CAM SHAFT DETACHED AND NEEDED TO BE REPAIRED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTI…
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TL* THE CONTACT OWNS A 2012 BMW X3. THE CONTACT STATED THAT WHILE DRIVING AT 65 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE BOLT HOUSING FOR THE CAM SHAFT DETACHED AND NEEDED TO BE REPAIRED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 95,000. THE VIN WAS NOT AVAILABLE.
NHTSA ODI #11081361
60,300 miles · Feb 8, 2018
EngineVehicle Speed Control
I WAS HAVE ISSUES WITH THE VEHICLE HESITATING AND JERKING, AND GENERALLY NOT OPERATING AS EXPECTED. I TOOK IT IN TO BE CHECKED AS I WAS CONCERNED FOR OPERATING IT SAFELY. THE DEALERSHIP INDICATED THAT IT REQUIRES A SOFTWARE PATCH, AS THEIR IS A CODE ERROR, BUT THEY WILL ONLY FIX IT IF I PAY FOR THE PATCH. I TOLD THEM THAT IF IT…
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I WAS HAVE ISSUES WITH THE VEHICLE HESITATING AND JERKING, AND GENERALLY NOT OPERATING AS EXPECTED. I TOOK IT IN TO BE CHECKED AS I WAS CONCERNED FOR OPERATING IT SAFELY. THE DEALERSHIP INDICATED THAT IT REQUIRES A SOFTWARE PATCH, AS THEIR IS A CODE ERROR, BUT THEY WILL ONLY FIX IT IF I PAY FOR THE PATCH. I TOLD THEM THAT IF IT IS A PATCH THAT SEEMS LIKE A RECALL - SOFTWARE IS NOT HARDWARE, SOFTWARE DOES NOT JUST STOP WORKING IF IT IS GOOD TO BEGIN WITH. IF WE ALLOW CAR DEALERS TO MAKE US PAY FOR PATCHES WHEN THEY MESS UP SOFTWARE WE WILL ALL BE PAYING HUNDREDS AND THOUSANDS OF DOLLARS FOR THEIR CODING ERRORS GOING FORWARD AS THE TECHNOLOGY CONTINUES TO INNOVATE. I AM ALL FOR INNOVATION, BUT I SHOULD NOT BE PAYING FOR THEIR CODING ERROR. MY CAR WORKED A FEW MONTHS AGO, I TOOK IT IN FOR SERVICE UNDER WARRANTY FOR A DIFFERENT ISSUE, THEY DID WORK TO THE ONBOARD SOFTWARE THAT LIKELY CAUSED THIS ISSUE, AND NOW THAT IT IS OUT OF WARRANTY THEY HAVE DECIDED THAT IS MY PROBLEM TO FIX WHAT THEY BROKE. THIS IS A PRECEDENT THAT I DO NOT THINK WE SHOULD ALLOW AUTO MAKERS TO SET. A CAR IS NOT A PC THAT WE REPLACE IN 4 YEARS - IT COST EXPONENTIALLY MORE. WHEN MICROSOFT REQUIRES US TO UPGRADE OR THEY WILL NOT PATCH ANYMORE IT IS ON A PC THAT COST $1-2K AT MAX, WE ARE TALKING ABOUT A MUCH LARGER INVESTMENT AND BMW SHOULD NOT BE ALLOWED TO JUST STOP FIXING THEIR CODE AND CHARGING CONSUMERS FOR ERRORS THAT ARE POTENTIAL SAFETY CONCERNS. I DO NOT CARE IF THE CODE IS ORIGINAL OR INSTALLED AT MY LAST SERVICE VISIT. SOMETHING IS SERIOUSLY WRONG WITH THIS PICTURE. I WOULD FEEL DIFFERENT IF I HAD SOME CUSTOM MODIFICATION, THEN I THINK THEY COULD BLAME ME FOR HACKING IT, BUT I DID NOT DO SO, THEREFORE I SHOULD NOT BE PENALIZED.
NHTSA ODI #11071681
48,130 miles · Nov 10, 2017
EngineFire
SPONTANEOUS ENGINE FIRE WHILE PARKED ON A CITY STREET. COOLANT PUMP REPLACED THE MORNING OF NOV 8TH 2017. ONE HOUR AFTER PICKING UP THE VEHICLE FROM THE DEALER AND A FEW SHORT TRIPS, VEHICLE WAS PARKED, SHUT OFF AND LOCKED. IT DROVE NORMALLY AND THERE WERE NO WARNING LIGHTS. 15-20 MIN LATER ENGINE WAS ON FIRE.
NHTSA ODI #11045098
550,000 miles · May 22, 2017
Engine
ENGINE FAILURE AT 55K MILES WHEN THE CAR WAS LESS THAN YEARS OLD.
NHTSA ODI #10990932
10,000 miles · Apr 15, 2013
EngineVehicle Speed Control
WE STOPPED FOR A LIGHT AND THE CAR STARTED TO ACCELERATE WHILE YOUR FOOT IS ON THE BRAKE. THE RPM GAUGE WENT UP TO AROUND 3500 AND THE CAR WAS EXTREMELY HARD TO KEEP FROM GOING FORWARD. THIS HAPPENED SEVERAL TIMES, THE CAR WAS BROUGHT IN FOR DIAGNOSTICS BUT THEY COULD NOT FIND ANYTHING WRONG. IT HAPPENED RECENTLY AND WE ARE TAKI…
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WE STOPPED FOR A LIGHT AND THE CAR STARTED TO ACCELERATE WHILE YOUR FOOT IS ON THE BRAKE. THE RPM GAUGE WENT UP TO AROUND 3500 AND THE CAR WAS EXTREMELY HARD TO KEEP FROM GOING FORWARD. THIS HAPPENED SEVERAL TIMES, THE CAR WAS BROUGHT IN FOR DIAGNOSTICS BUT THEY COULD NOT FIND ANYTHING WRONG. IT HAPPENED RECENTLY AND WE ARE TAKING THE CAR IN AGAIN TO TRY TO RESOLVE THE PROBLEM. *TR
BMW of North America, LLC. (BMW) is recalling certain 2012-2013 BMW X3 xDrive28i, X3 xDrive35i, and M6 Convertible vehicles and 2013 M6 Coupe vehicles. The affected vehicles have a driver's frontal air bag inflator that may have been improperly welded.
Consequence & remedy
Consequence: In the event of a crash necessitating deployment of the driver's frontal air bag, the inflator housing could separate from the base plate and result in metal striking the vehicle occupants, potentially resulting in serious injury or death.
Remedy: BMW will notify owners, and dealers will replace the driver's front air bag module, free of charge. The recall began October 6, 2017. Owners may contact BMW customer service at 1-800-525-7417.
BMW of North America, LLC (BMW) is recalling certain model year 2011-2017, X3 sDrive28i, X3 xDrive28i and X3 xDrive35i, vehicles manufactured July 2, 2010 to April 14, 2016, 2015-2017 X3 xDrive28d vehicles manufactured March 10, 2014 to March 31, 2016, and 2015-2017 x4 xDrive28i, X4 xDrive35i and X4 xDriveM40i vehicles manufactured March3, 2014 to April 15, 2016. The affected vehicles have lower anchor bars for securing child restraint seats that may become damaged when using the European-ISOFIX-type, rigid-style connector, child restraint system.
Consequence & remedy
Consequence: Damaged lower anchor bars may increase the child's risk of injury in the event of a crash.
Remedy: BMW will notify owners, and dealers will weld a reinforcing bracket to the lower anchor bars and the vehicle body, free of charge. The recall began on July 13, 2016. Owners may contact BMW customer service at 1-800-525-7417.
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
1
EA21002 · 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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