NHTSA owner reports · September 18, 2026 snapshot.
Service Brakes complaints
37 reportsClear category filterMileage unknown · Jul 30, 2023
Electrical SystemService BrakesSteering
The component that has failed is the abs modulator system. The problem with the abs modulator failing on me puts me and my family at great risk including death because the abs modulator works alongside with the brakes, power steering and the vsa system all of which are the main components to a cars safety. Yes I have take my Hon…
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The component that has failed is the abs modulator system. The problem with the abs modulator failing on me puts me and my family at great risk including death because the abs modulator works alongside with the brakes, power steering and the vsa system all of which are the main components to a cars safety. Yes I have take my Honda to a certified technician who informed me that the and modulator has gone bad and will need to be replaced immediately due my safety alongside everyone who is on the road. Lastly when I first purchased the car everything my worked fine and their were no problems whatsoever until one day I was driving down the road and suddenly the abs light, power steering light, vsa light, and brake light all turned on which led to my car having horrible performance alongside my brakes feeling sloppy as well as my steering literally moving even though I was going straight. Overall I hope that you will finally do something about this problem because it is very frustrating.
NHTSA ODI #11535381
Mileage unknown · May 24, 2023
Electrical SystemService BrakesSteering
There are four lights with a warning that shows up and stay on Check Brake, Power Steering, ABS and VBS Systems. These four lights occurs immediately or even occasionally delayed but they appear everytime my vehicle is running. It is the VSA System per service repair shop. This is a known problem for the Honda Civic 2013 and als…
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There are four lights with a warning that shows up and stay on Check Brake, Power Steering, ABS and VBS Systems. These four lights occurs immediately or even occasionally delayed but they appear everytime my vehicle is running. It is the VSA System per service repair shop. This is a known problem for the Honda Civic 2013 and also Honda Accord. My concern is when these lights are present there is a safety hazard issue. A recall should HAPPEN. My thorough research shows that it should’ve been a recall in the USA for vehicles in 2012-2013 regarding an expansion of VSA Non-compliance Recall: 2012-2013 Honda Fit done free of charge. This article was July 23, 2013 and it was a little over 48,000 vehicles. They all qualified for a repair if indicated. The repairs happened in Thailand but not USA. The repairs are very, very costly. I’m the only owner of my vehicle and purchased new.
NHTSA ODI #11523655
Mileage unknown · May 21, 2023
Power TrainService BrakesSteering
Traveling down Interstate 49 in Arkansas. Hit a patch of "chicken byproduct" that was spilled on the highway. My car fishtailed. VSA module out of service. Did a vehicle diagnostic scan on it. Scanner said VSA module malfunctioning. No ABS past 30 mph. Took vehicle to shop. They said VSA module needed to be replaced. …
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Traveling down Interstate 49 in Arkansas. Hit a patch of "chicken byproduct" that was spilled on the highway. My car fishtailed. VSA module out of service. Did a vehicle diagnostic scan on it. Scanner said VSA module malfunctioning. No ABS past 30 mph. Took vehicle to shop. They said VSA module needed to be replaced. VSA is suppose to be a safety mechanism in the 2013 Honda Civic. I have read that I am not the only owner to have this problem. Should be a recall. They are expensive to replace.
NHTSA ODI #11523064
Mileage unknown · Sep 21, 2022
Service BrakesSteeringUnknown Or Other
ABS check light, VSA check light, Power Steering light comes on. They come on everytime the car is started. Sometimes it is immediately. Sometimes it is delayed. The lights come in that order. My car diagnostic scanning tool says ABS will fail at 30 mph. I lack the funds to get car looked at.
NHTSA ODI #11485591
Mileage unknown · Jul 26, 2022
Power TrainService BrakesSteering
Check brake system, check powertrain system, check VAS system keeps making notifications to be checked.
NHTSA ODI #11475976
Mileage unknown · Jun 1, 2021
Service Brakes
THE VSA MODULATOR FAILED. THE VEHICLE AND PART ARE CURRENTLY WITH A DEALERSHIP [FOR ONE MONTH AT TIME OF MESSAGE] AND SHOULD BE AVAILABLE FOR INSPECTION. THE VSA CONTROLS WHEEL SPIN AND BRAKING ALONG WITH OTHER FUNCTIONS WHILE DRIVING. THE FAILURE MADE IT UNSAFE TO DRIVE ON THE ROAD. BRAKING WAS NOT THE SAME. THE PART WAS INSP…
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THE VSA MODULATOR FAILED. THE VEHICLE AND PART ARE CURRENTLY WITH A DEALERSHIP [FOR ONE MONTH AT TIME OF MESSAGE] AND SHOULD BE AVAILABLE FOR INSPECTION. THE VSA CONTROLS WHEEL SPIN AND BRAKING ALONG WITH OTHER FUNCTIONS WHILE DRIVING. THE FAILURE MADE IT UNSAFE TO DRIVE ON THE ROAD. BRAKING WAS NOT THE SAME. THE PART WAS INSPECTED BY DEALERSHIP MECHANIC WHO STATED THERE WAS AN INTERNAL FAILURE, THEY COULD NOT WORK ON. AS A RESULT THE PART MUST BE REPLACED. WHEN CAR STARTED ABS, POWER STEERING, AND OTHER WARNING LIGHTS CAME ON AND STAYED ON WHILE DRIVING. THE LIGHTS WOULD OCCASIONALLY TURN OFF AND ON WHILE DRIVING.
NHTSA ODI #11419282
93,000 miles · Apr 20, 2021
Service Brakes
UNDER NORMAL DRIVING CONDITIONS, I HAVE HAD MY CALIPERS AND ROTORS CHANGED 6 TIMES. I HAVE BEEN TOLD IT'S A HONDA CIVIC DESIGN ISSUE. THAT BEING SAID ON NUMEROUS ACCOUNTS COMING OFF AN INTERSTATE OR MANY STOPS IN THE CITY MY CAR WILL NOT STOP NO MATTER WHAT. THE EMERGENCY BRAKE HAS TO BE PULLED. IT IS WORSE WHEN PEOPLE ARE IN TH…
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UNDER NORMAL DRIVING CONDITIONS, I HAVE HAD MY CALIPERS AND ROTORS CHANGED 6 TIMES. I HAVE BEEN TOLD IT'S A HONDA CIVIC DESIGN ISSUE. THAT BEING SAID ON NUMEROUS ACCOUNTS COMING OFF AN INTERSTATE OR MANY STOPS IN THE CITY MY CAR WILL NOT STOP NO MATTER WHAT. THE EMERGENCY BRAKE HAS TO BE PULLED. IT IS WORSE WHEN PEOPLE ARE IN THE CAR. THE BRAKES HEAT UP SO MUCH THAT I CAN'T DO ANYTHING.
NHTSA ODI #11413074
120,000 miles · Mar 23, 2021
Electrical SystemService BrakesUnknown Or Other
I WAS DRIVING NORMAL ON A BUSY STREET (WITH GAS IN MY TANK) AND SUDDENLY MY CAR AIRBAG LIGHTS APPEARED ON THE SCREEN AND KEPT FLASHING. THEN ALL OF A SUDDEN MY ABS EMERGENCY BREAK LIGHTS SHOWED UP ON THE SCREEN AND EVERYTHING IN MY CAR STARTED FLASHING AND AUTOMATICALLY TOOK OVER. THE CAR WOULDN'T BREAK EVEN WHEN I WAS PRESSING …
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I WAS DRIVING NORMAL ON A BUSY STREET (WITH GAS IN MY TANK) AND SUDDENLY MY CAR AIRBAG LIGHTS APPEARED ON THE SCREEN AND KEPT FLASHING. THEN ALL OF A SUDDEN MY ABS EMERGENCY BREAK LIGHTS SHOWED UP ON THE SCREEN AND EVERYTHING IN MY CAR STARTED FLASHING AND AUTOMATICALLY TOOK OVER. THE CAR WOULDN'T BREAK EVEN WHEN I WAS PRESSING ON THE BREAK, IT KEPT MOVING EVEN WHEN THE ELECTRICAL SYSTEM TOOK OVER! MY CAR SHUT DOWN IN THE MIDDLE OF THE BUSY STREET BY ITSELF. THE EMERGERNCY BREAK LIGHTS ALSO DIDNT TURNED OFF! IT WAS A VERY SCARY MOMENT BECAUSE, I WAS ABLE TO DO ANYTHING WITH THE CAR LOCKED AND SHUT OFF. RIGHT NOW I HAD TO GET AAA TO TOW IT TO A MECHANIC BECAUSE, NOTHING IS TURNING ON. PLEASE LET ME KNOW IF THIS IS AN MANUFACTURING ISSUE OR NOT?!
NHTSA ODI #11404489
25,000 miles · Apr 11, 2019
Electronic Stability Control (esc)Service BrakesSteering
MY ABS, VSA AND POWER STEERING LIGHTS ALL CAME ON AT THE SAME TIME. HONDA DEALER TOLD ME IT COSTS $1,600 TO 'REPLACE' ABS CONTROL MODULE WHICH IS OBSCENE AS THIS IS CLEARLY A SAFETY ISSUE, AND HE DIDN'T EVEN MENTION A FIX FOR VSA OR POWER STEERING. I TESTED A HARD BRAKE AND ABS FAILED. WHAT IF MY POWER STEERING FAILS DURING A …
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MY ABS, VSA AND POWER STEERING LIGHTS ALL CAME ON AT THE SAME TIME. HONDA DEALER TOLD ME IT COSTS $1,600 TO 'REPLACE' ABS CONTROL MODULE WHICH IS OBSCENE AS THIS IS CLEARLY A SAFETY ISSUE, AND HE DIDN'T EVEN MENTION A FIX FOR VSA OR POWER STEERING. I TESTED A HARD BRAKE AND ABS FAILED. WHAT IF MY POWER STEERING FAILS DURING A TURN AND I HIT SOMEONE? HONDA SERVICE TECH SAID SCANS COULD NOT INDICATE A FIX. GOOGLE / YOU TUBE SEARCH SHOWS THIS IS A CHRONIC PROBLEM WITH HONDA CIVIC AND ACORDS. A SIMPLE FUSE MAY NEED TO BE REPLACED. I BELIEVE HONDA NEEDS TO RECALL THIS DEFECTIVE FUSE AND REPLACE THEM FOR VEHICLE OWNERS FREE OF CHARGE BEFORE SOMEONE HAS AN ACCIDENT.
NHTSA ODI #11195717
43,000 miles · Apr 9, 2018
Service BrakesSteeringCrash
I PURCHASED A USED 2013 CIVIC SEDAN FROM A PRIVATE SELLER ON MARCH 23RD 2018. THE DAY I BOUGHT IT, AS I WAS PULLING OUT OF THE PARKING LOT OF THE CREDIT UNION WHERE I MET THE SELLER THE POWER STEERING FAILED. A YELLOW WARNING LIGHT THAT LOOKS LIKE A STEERING WHEEL WITH AN EXCLAMATION POINT CAME ON ON THE DASH, AND IT WAS VERY DI…
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I PURCHASED A USED 2013 CIVIC SEDAN FROM A PRIVATE SELLER ON MARCH 23RD 2018. THE DAY I BOUGHT IT, AS I WAS PULLING OUT OF THE PARKING LOT OF THE CREDIT UNION WHERE I MET THE SELLER THE POWER STEERING FAILED. A YELLOW WARNING LIGHT THAT LOOKS LIKE A STEERING WHEEL WITH AN EXCLAMATION POINT CAME ON ON THE DASH, AND IT WAS VERY DIFFICULT TO STEER THE VEHICLE. I PUT IT IN PARK, HIT THE HAZARDS AND TURNED THE VEHICLE OFF FOR FEAR OF HITTING SOMEONE. I CONTACTED THE SELLERS AND THEY CAME BACK. WE DISCUSSED HAVING IT TOWED TO THE SHOP, AND THE PREVIOUS OWNER GOT IN IT, TO RE-PARK IT SOMEWHERE MORE OUT OF THE WAY WHILE WE WAITED FOR AAA. AT THIS TIME, THE CAR STARTED UP FINE, NO WARNING LIGHT WAS PRESENT AND HE WAS ABLE TO SAFELY DRIVE IT INTO A PARKING SPOT. HE SUGGESTED THAT HE JUST DRIVE IT TO THE SHOP, AND I RIDE OVER THERE WITH HIS WIFE. SO WE DID, AND THEY HOOKED IT UP TO THE COMPUTER AT THE SHOP, AND INFORMED ME THAT IT DIDN'T THROW ANY CODES, AND THAT "THE COMPUTER DOESN'T LIE" THEY TOLD ME THAT SINCE IT DROVE OVER THERE FINE, TO JUST TAKE IT HOME, AND DON'T WORRY ABOUT IT. SO I DID, AND I DROVE IT AROUND FOR A COUPLE WEEKS UNTIL ON THE 5TH OF APRIL, AGAIN PULLING OUT OF A PARKING SPACE IT HAPPENED AGAIN, YELLOW STEERING WHEEL LIGHT AND ALL. EXCEPT THIS TIME THE BRAKES FAILED TOO. NOT ONLY COULD I NOT STEER, I COULD NOT STOP. I ENDED UP DRAGGING THE FRONT END OVER A FLOWERBED WITH A CURB, AND RIPPING OFF THE BUMPER. THE CAR WAS UNDER WARRANTY AND IS NOW AT A HONDA DEALERSHIP AWAITING REPAIRS PENDING PROCESSING OF WARRANTY PAPERWORK. THANKFULLY NOBODY WAS HURT IN EITHER OF THESE INCIDENTS, BUT IT COULD'VE EASILY BEEN DIFFERENT. THESE POWER STEERING FAILURES ARE KNOW TO, AND WERE INVESTIGATED BY THE NHTSA IN 2013. NO RECALL WAS ISSUED. I KNOW THAT THIS HAS HAPPENED TO OTHER PEOPLE. I BELIEVE THAT THIS IS A SERIOUS SAFETY ISSUE AND A RECALL SHOULD BE RECONSIDERED.
NHTSA ODI #11084222
NHTSA investigations
2EA21002 · 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.
EA19001 · Electrical Overstress
Opened Apr 19, 2019 · Closed Sep 19, 2024
Status: closed (inferred from source dates) · Air Bags: Air Bag/restraint Control Module
The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW. The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications. The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU. In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle. Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time. In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners. Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.
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