Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
980–25K
3525–50K
2850–75K
2075–100K
9100–150K
3150K+
193 reports with mileage · 126 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
Air Bags. Review the 114 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Electrical System. Review the 39 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Steering. Review the 38 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
29 crash reports1 fire reports24 injury reports
What owners actually said
319 reports
50,000 miles · Dec 15, 2015
Unknown Or Other
TAKATA RECALL, I NOTICED YESTERDAY WHEN ROLLING MY WINDOWS DOWN THAT MY BACK LEFT WINDOW WAS NOT ROLLING DOWN. WHEN I WAS PARKED I TRIED PUSHING THE BUTTON UP AND DOWN TO SEE IF IT WOULD ROLL DOWN AND IT WOULDN'T. IT MADE A SLIGHT CLICKING SOUND AND THAN STOPPED. TODAY, I CALLED GARY SMITH HONDA TO SEE WHAT THE ISSUE MAY BE AND …
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TAKATA RECALL, I NOTICED YESTERDAY WHEN ROLLING MY WINDOWS DOWN THAT MY BACK LEFT WINDOW WAS NOT ROLLING DOWN. WHEN I WAS PARKED I TRIED PUSHING THE BUTTON UP AND DOWN TO SEE IF IT WOULD ROLL DOWN AND IT WOULDN'T. IT MADE A SLIGHT CLICKING SOUND AND THAN STOPPED. TODAY, I CALLED GARY SMITH HONDA TO SEE WHAT THE ISSUE MAY BE AND THEY SAID IT WAS THE MOTOR INSIDE THE DOOR. I CALLED AUTO ZONE AND THEY LOOKED UP THE YEAR AND MODEL OF MY CAR TO FIND THE CORRECT PART AND THAN INFORMED ME THAT THE PART WAS SOLD OUT LOCALLY AND THE VENDOR ONLINE WAS ALSO SOLD OUT FOR THE YEAR AND MAKE OF MY CAR. WITH THAT SAID, THERE'S A STRONG INDICATION I AM NOT THE ONLY ONE HAVING THE PROBLEM. I FIND IT OUT OF THE USUAL FOR A WINDOW THAT IS RARELY IF EVER ROLLED DOWN TO HAVE A MOTOR GO OUT. THE OTHER WINDOWS ROLL UP AND DOWN WITH NO PROBLEM.
NHTSA ODI #10810599
20,000 miles · Dec 14, 2015
Seats
HEADREST TO FAR FORWARD, CAUSING NECK PAIN.
NHTSA ODI #10810069
60,000 miles · Dec 7, 2015
Air BagsCrashInjury
TL* THE CONTACT OWNS A 2013 HONDA CIVIC. WHILE DRIVING 35 MPH, THE VEHICLE HYDROPLANED AND CRASHED HEAD ON INTO ANOTHER VEHICLE. THE AIR BAGS PARTIALLY DEPLOYED. THE CONTACT SUSTAINED AN UNKNOWN INJURY THAT REQUIRED MEDICAL ATTENTION. A POLICE REPORT WAS FILED. THE VEHICLE WAS TOWED TO AN IMPOUND LOT BY AN INDEPENDENT TOWING COM…
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TL* THE CONTACT OWNS A 2013 HONDA CIVIC. WHILE DRIVING 35 MPH, THE VEHICLE HYDROPLANED AND CRASHED HEAD ON INTO ANOTHER VEHICLE. THE AIR BAGS PARTIALLY DEPLOYED. THE CONTACT SUSTAINED AN UNKNOWN INJURY THAT REQUIRED MEDICAL ATTENTION. A POLICE REPORT WAS FILED. THE VEHICLE WAS TOWED TO AN IMPOUND LOT BY AN INDEPENDENT TOWING COMPANY. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 60,000.
NHTSA ODI #10808761
45 miles · Dec 3, 2015
Unknown Or Other
TIRE SENSOR ALWAYS GOING OFF SERVICE CLAIMS NO PROBLEMS WITH TIRES AND NEXT DAY TIRE GOES FLAT HAPPENS OVER AND AGAIN, OWNER GETS TIRED OF GUESSING IF ITS LOW AIR OR A FLAT IS ABOUT TO HAPPEN DANGEROUS TO DRIVE NOT KNOWING SENSORS ARE NEVER RIGHT
NHTSA ODI #10808321
Mileage unknown · Nov 17, 2015
Air BagsCrashInjury
TL* THE CONTACT OWNS A 2013 HONDA CIVIC. WHILE DRIVING APPROXIMATELY 55 MPH, THE VEHICLE IN THE REAR CRASHED INTO THE CONTACT'S VEHICLE. AS A RESULT, THE CONTACT'S VEHICLE CRASHED INTO THE PRECEDING VEHICLE. THE AIR BAGS FAILED TO DEPLOY. THE CONTACT SUSTAINED INJURIES THAT REQUIRED MEDICAL ATTENTION. THE VEHICLE WAS NOT DIAGNOS…
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TL* THE CONTACT OWNS A 2013 HONDA CIVIC. WHILE DRIVING APPROXIMATELY 55 MPH, THE VEHICLE IN THE REAR CRASHED INTO THE CONTACT'S VEHICLE. AS A RESULT, THE CONTACT'S VEHICLE CRASHED INTO THE PRECEDING VEHICLE. THE AIR BAGS FAILED TO DEPLOY. THE CONTACT SUSTAINED INJURIES THAT REQUIRED MEDICAL ATTENTION. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. A POLICE REPORT WAS FILED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS UNKNOWN.
NHTSA ODI #10794311
10 miles · Nov 12, 2015
Engine
I HAVE HAD SEVERAL ISSUES WITH THE TRANSMISSION OF MY 2013 HONDA CIVIC SI. THE FIRST ISSUE WAS THE TRANSMISSION BROKE, THE DEALER REPAIRED IT, BUSTED OUT MY WINDSHIELD AND DENTED UP THE FENDERS, IT TOOK THEM A YEAR TO FIX EVERY THING. THE SECOND TIME THE TRANSMISSION BROKE IT IS THE SHIFT CABLE. THEY HAVE NOW SENT A HONDA CORP…
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I HAVE HAD SEVERAL ISSUES WITH THE TRANSMISSION OF MY 2013 HONDA CIVIC SI. THE FIRST ISSUE WAS THE TRANSMISSION BROKE, THE DEALER REPAIRED IT, BUSTED OUT MY WINDSHIELD AND DENTED UP THE FENDERS, IT TOOK THEM A YEAR TO FIX EVERY THING. THE SECOND TIME THE TRANSMISSION BROKE IT IS THE SHIFT CABLE. THEY HAVE NOW SENT A HONDA CORPORATE INVESTIGATOR TO DETERMINE IF SOME HOW I CREATED THE DAMAGE. THE CAR HAS ONLY 23000 MILES ON IT AND I BABY THIS THING. I AM CONCERNED IF THE CABLE HAS SNAPPED WHILE DRIVING IT A HIGHWAY SPEEDS, WOULD I BE HERE TO COMPLAIN ABOUT IT NOW. I MAY HAVE TO GET AN ATTORNEY BECAUSE THIS VEHICLE IS TECHNICALLY A LEMON. I AM SCARED TO DRIVE IT ANYMORE, AND I REALLY WANT TO GET A BETTER CAR.
NHTSA ODI #10790049
19,670 miles · Oct 27, 2015
Air BagsSeat BeltsCrashInjury
MY WIFE AND DAUGHTER WERE IN AN ACCIDENT 10/24/15. THE FRONT OF THE HONDA CIVIC STRUCK THE BACK OF ANOTHER CAR. THE AIR BAGS DID NOT DEPLOY, THE SEAT BELT SHIELD THEM IN BUT NO LONGER FUNCTION. I TOOK THE CAR INTO HONDA DEALERSHIP IN LAKE WORTH, FL, A DIAGNOSTIC WAS PERFORMED AND THE COMPUTER SYSTEM WAS DEEMED TO BE NOT WORKIN…
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MY WIFE AND DAUGHTER WERE IN AN ACCIDENT 10/24/15. THE FRONT OF THE HONDA CIVIC STRUCK THE BACK OF ANOTHER CAR. THE AIR BAGS DID NOT DEPLOY, THE SEAT BELT SHIELD THEM IN BUT NO LONGER FUNCTION. I TOOK THE CAR INTO HONDA DEALERSHIP IN LAKE WORTH, FL, A DIAGNOSTIC WAS PERFORMED AND THE COMPUTER SYSTEM WAS DEEMED TO BE NOT WORKING. THE FORCE OF THE IMPACT WAS STRONG ENOUGH THAT THE DRIVER AND FRONT SEAT PASSENGER SEAT BELTS NEED TO REPLACED. I PURCHASED THE CAR FROM THIS DEALERSHIP IN MARCH 15' AFTER SEEING A CARFAX REPORT SAYING THAT THERE WAS NOTHING WRONG WITH THE VEHICLE...UPDATED 11/04/15 *BF UPDATED 1/4/2015*JS
NHTSA ODI #10786343
Mileage unknown · Oct 15, 2015
Air BagsElectronic Stability Control (esc)Vehicle Speed Control
ALL OF THESE ISSUES HAVE PRESENTED THEMSELVES WHILE THE CAR WAS ON AND IN MOTION. DEAR HONDA: RECALL THE AIRBAGS ASAP!! #1 SIGN OF ISSUE @ 45 MILES: PASSENGER AIRBAG LIGHT/SENSOR WOULD BLINK ON-OFF INTERMITTENTLY (ALL THE TIME) ONLY WHILE DRIVING. BACK DRIVER WINDOW WORKS INTERMITTENTLY. #2 @ 15000 MILES: STEERING WHEEL CO…
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ALL OF THESE ISSUES HAVE PRESENTED THEMSELVES WHILE THE CAR WAS ON AND IN MOTION. DEAR HONDA: RECALL THE AIRBAGS ASAP!! #1 SIGN OF ISSUE @ 45 MILES: PASSENGER AIRBAG LIGHT/SENSOR WOULD BLINK ON-OFF INTERMITTENTLY (ALL THE TIME) ONLY WHILE DRIVING. BACK DRIVER WINDOW WORKS INTERMITTENTLY. #2 @ 15000 MILES: STEERING WHEEL CONTROLS INTERMITTENTLY WORKED BACKWARDS (VOLUME UP WOULD TURN DOWN & VICE VERSA.) IT WASN'T FREQUENTLY AND ALWAYS EVENTUALLY STARTED WORKING CORRECTLY. #3 @ 40000 MILES: AIRBAG WARNING LIGHT CAME ON STATING "CHECK AIRBAGS" IT GOES OFF EVERY ONCE IN A WHILE BUT IS ON 90% OF THE TIME. (NOT UNDER WARRANTY, THE DEALER WANTS $150 JUST TO LOOK. HAVING THE CAR LESS 2YRS. AND THE AIRBAG HAVING ISSUES SINCE 45 MILES AND NEVER BEING IN AN ACCIDENT, I FEEL THIS SHOULD BE SOMETHING I SHOULD NOT HAVE TO PAY FOR AND CAN'T AFFORD ANYWAY. HUGE SAFETY CONCERN. #3 @ 60000 MILES: MY CRUISE CONTROL DOES NOT WORK. IT WON'T EVEN TURN ON. #4 @ 64000 MILES: THE HORN DOES NOT WORK MOST OF THE TIME. ALL THESE ISSUES AND I'VE ONLY HAD THE CAR 2.5 YRS. THE CRUISE AND VOLUME CONTROLS NOT WORKING IS ANNOYING BUT THE HORN AND AIRBAG IS A HUGE RISKY ISSUES. I'M NOT THE FIRST TO COMPLAIN. HONDA IS AWARE THERE IS ISSUES WITH THE AIRBAGS IN THESE MODELS AND STILL HAS NOT ISSUED A RECALL? SHAME ON YOU HONDA! WHY WAIT? PEOPLE ARE GOING TO DIE BECAUSE OF THE FAULTY AIRBAGS! HOW MANY BEFORE YOU MAKE IT RIGHT??!!
NHTSA ODI #10782506
27,800 miles · Oct 11, 2015
Exterior Lighting
MY HAZARDS LIGHTS CUT OUT 10/10/15 WHEN I PUT THE CAR IN REVERSE AND THE HAZARD LIGHTS WOULDN'T COME BACK ON AND LATER MY CAR WOULD NOT START. AAA SAID THE BATTERY, ALTRANATOR, & STARTER WERE FINE AND THAT SOMETHING WAS DRAINING THE BATTERY. I TRIED STARTING MY CAR TODAY 10/11/15 AND IT WOULD NOT START. SOMETHING ELECTRICAL IS D…
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MY HAZARDS LIGHTS CUT OUT 10/10/15 WHEN I PUT THE CAR IN REVERSE AND THE HAZARD LIGHTS WOULDN'T COME BACK ON AND LATER MY CAR WOULD NOT START. AAA SAID THE BATTERY, ALTRANATOR, & STARTER WERE FINE AND THAT SOMETHING WAS DRAINING THE BATTERY. I TRIED STARTING MY CAR TODAY 10/11/15 AND IT WOULD NOT START. SOMETHING ELECTRICAL IS DRAINING MY BATTERY.
NHTSA ODI #10781312
24,000 miles · Oct 8, 2015
Wheels
I STARTED GETTING A NOTICE TO CHECK TIRE PRESSURE. I CHECKED IT AND THEN NEXT DAY MY CAR WAS PARKED ALL DAY, THE FOLLOWING DAY I WENT TO MY CAR TO DRIVE TO MY MOM'S 50 MILES AWAY, THE NOTICE TO CHECK TIRE PRESSURE CAME ON AGAIN, I STOPPED AND MY BACK PASSENGER TIRE WAS ALMOST FLAT. IT WAS SUNDAY AND THE ONLY PLACE OPEN WAS WALMA…
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I STARTED GETTING A NOTICE TO CHECK TIRE PRESSURE. I CHECKED IT AND THEN NEXT DAY MY CAR WAS PARKED ALL DAY, THE FOLLOWING DAY I WENT TO MY CAR TO DRIVE TO MY MOM'S 50 MILES AWAY, THE NOTICE TO CHECK TIRE PRESSURE CAME ON AGAIN, I STOPPED AND MY BACK PASSENGER TIRE WAS ALMOST FLAT. IT WAS SUNDAY AND THE ONLY PLACE OPEN WAS WALMART AUTOMOTIVE DEPT. THEY TOOK TIRE OFF TO FIX IT AND FOUND THAT TIRE'S SIDEWALL HAD BLOWN OUT MAKING IT IMPOSSIBLE TO REPAIR THE TIRE. IT WAS A CONTINENTAL TIRE. I HAD TO PURCHASE ANOTHER BRAND TIRE AND I AM TAKING THE DAMAGED TIRE TO HONDA. I ONLY HAVE 24,000 MILES AND THE SIDE BLOWN OUT WAS THE SIDE INSIDE OF THE WHEEL WELL. I ONLY DRIVE ON MAIN HIGHWAYS AND WOULD HAVE HAD A BLOW OUT HAD I NOT CHECKED IT OUT.
NHTSA ODI #10780925
Official recalls
0
No recalls in this snapshot.
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
2
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.
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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