On several occasions, the car alarm starts randomly sounding. When my son went to the vehicle, the lights on the dash board were flashing on and off and there was a clicking sound. We replaced the batteries in the key fobs. The battery was low so we had that recharged but the problem continued. We replaced the car battery and th…
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On several occasions, the car alarm starts randomly sounding. When my son went to the vehicle, the lights on the dash board were flashing on and off and there was a clicking sound. We replaced the batteries in the key fobs. The battery was low so we had that recharged but the problem continued. We replaced the car battery and that appeared to solve the problem for about 6 months. The same problem occurred again. The only way to stop the alarm from going off is to disconnect the battery. Leaving the door unlocked does not stop this from happening. When we searched online, it is clear this is a common problem with this car, but there have been no recalls or TSB issued. This is a safety issue because we need to disconnect the battery and leave the car unlocked when we leave the vehicle. This has not been inspected by any service center. Based on our research, Acura will recommend replacing the smart power control unit at a cost of up to $1500 or more. We are hoping that others have reported this as well.
NHTSA ODI #11737153
Mileage unknown · Oct 30, 2021
Electrical System
After getting my tires rotated, the Check emission sensor, check transmission light, and check blind spot system all came on at once and my transmission began jerking.
NHTSA ODI #11438737
Mileage unknown · May 22, 2019
Electrical System
HANDS FREE LINK CAUSES BATTERY TO DRAIN AND THIS ISSUE IS WITH LOTS OF HONDA AND ACURA DIFFERENT MODELS AND HONDA KNOWS ABOUT THIS PROBLEM AND STILL CHOOSE TO IGNORE IT.CLASS ACTION LAWSUIT FILED IN CALIFORNIA ABOUT THIS ISSUE.
NHTSA ODI #11209152
32,000 miles · May 8, 2019
Electrical System
THE TALE LIGHTS, PARK LIGHTS HAVE DISCONTINUE TO WORK, THE BRAKE LIGHT ABOVE TRUCK DOOR IS NOT WORKING. THERE IS NOT BLOWN FUSE OR BULB. DID NOT REALIZE UNTIL MARCH 9TH, WHEN MY DAUGHTER PULLED ME OVER TO TURN ON MY LIGHTS AT NIGHT. I HAD HEAD LIGHTS BUT NO REAR LIGHTS AT ALL.
MY CAR HAD 9100 ON RDX I NEEDED TO HAVE MY PADS AND ROTOR REPLACED ON FROM BRAKES. I HAD PROBLEMS WITH BRAKES AT 5000 MILES. WHEN I PICK UP CAR I HEARD NOICE WHEN PUMPING BREAKS WHEN I WAS PICKING UP VEHICLE AND MECHANIC COULD NOT FIND ANYTHING WRONG. I HAVE TALK TO ACURA CUSTOMER SERVICE WHICH WERE NOT HELPFUL. I SPOKE TO JI…
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MY CAR HAD 9100 ON RDX I NEEDED TO HAVE MY PADS AND ROTOR REPLACED ON FROM BRAKES. I HAD PROBLEMS WITH BRAKES AT 5000 MILES. WHEN I PICK UP CAR I HEARD NOICE WHEN PUMPING BREAKS WHEN I WAS PICKING UP VEHICLE AND MECHANIC COULD NOT FIND ANYTHING WRONG. I HAVE TALK TO ACURA CUSTOMER SERVICE WHICH WERE NOT HELPFUL. I SPOKE TO JIM BROWN GM AT RON TONKIN. HE STATED HE WOULD TALK TO HIS MANAGER OF REPAIRS AND ACURA REP ABOUT CAR. I HAVE ALREADY HAD THE RADIO AND BOARD REPLACED. LANE KEEP ASSIST WARNING LIGHT COME ON 2 TIMES AND RESET MY SOFTWARE RESET. THE MICROPHONE REPLACED. I HAVE HAD TERRIBLE CASE MILE I HAVE NEVER GONE ABOVE 19.6 MPG PER GAS TANK REFILL. DARREL SAID THAT IS EPA SUGGESTION. MY NAVIGATION KEEPS ALARMING 4 BLOCKS AWAY FROM MY HOME. SIRI DOES NOT WORK PROPERLY. I WILL TELL IT TO CALL SOMEONE SOMETIMES IT DOES SOMETIMES IT DOESNT EVEN WITH NEW MICROPHONE. I HAVE HAD THE CAR IN THE SHOP 4 TIMES CLOSE TO 4 WEEKS. I HAVE A LEMON AND WOULD NEVER TELL ANYONE TO BY AN ACURA.
NHTSA ODI #10968227
5,018 miles · Oct 2, 2016
Electrical System
MY NAVIGATION SYSTEM STARTS ALARMING 3-4 BLOCKS FROM HOME STATING I HOME WHEN I AM NOT ON MY STREET. ALSO SYSTEMS SAYS I AM AT AN EXIT IN SEATTLE BUT IT IS INCORRECT. I SPOKE WITH ACURA AND THEY STATED THE MAPS ARE 5 YEARS OLD WHEN I BOUGHT THE CAR I WOULD THINK MAPS WERE UP TO DATE. ALSO MY RADIO WOULD ERASE STATIONS THAT WE…
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MY NAVIGATION SYSTEM STARTS ALARMING 3-4 BLOCKS FROM HOME STATING I HOME WHEN I AM NOT ON MY STREET. ALSO SYSTEMS SAYS I AM AT AN EXIT IN SEATTLE BUT IT IS INCORRECT. I SPOKE WITH ACURA AND THEY STATED THE MAPS ARE 5 YEARS OLD WHEN I BOUGHT THE CAR I WOULD THINK MAPS WERE UP TO DATE. ALSO MY RADIO WOULD ERASE STATIONS THAT WERE PRESET AND SHOW ZZZZZ ON STATIONS. THEY NEEDED TO UPDATE SOFTWARE AND REPLACE COMPUTER BOARDS AND RADIO. ALSO WHEN ON A CALL IT WOULD DROP THE SOUND WHEN ON PHONE. I ALSO HAVE STATIC WHILE ON PHONE. ACURA STATED THAT THE SOFTWARE WOULD CORRECT THIS BUT IT CONTINUES THE ERROR. ALSO THE CAR WOULD BRAKE WHEN ON ITS OWN WHEN I AM A 100 FT AWAY FROM THE OTHER CAR. THEY UPATED SOFTWARE ON 9/27/2016
NHTSA ODI #10911013
9,995 miles · Aug 12, 2016
Electrical System
TL* THE CONTACT OWNS A 2016 ACURA RDX. WHILE DRIVING 55 MPH, THE ODOMETER GAUGES FAILED. WITHIN A FIVE MILE DRIVE, THE ODOMETER READING JUMPED FROM 9,995 MILES TO 10,231 MILES. THE VEHICLE WAS TAKEN TO THE DEALER TO BE DIAGNOSED. THE CONTACT WAS INFORMED BY THE MECHANIC THAT THE READING ON THE ODOMETER AND READING ON THE INTERNA…
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TL* THE CONTACT OWNS A 2016 ACURA RDX. WHILE DRIVING 55 MPH, THE ODOMETER GAUGES FAILED. WITHIN A FIVE MILE DRIVE, THE ODOMETER READING JUMPED FROM 9,995 MILES TO 10,231 MILES. THE VEHICLE WAS TAKEN TO THE DEALER TO BE DIAGNOSED. THE CONTACT WAS INFORMED BY THE MECHANIC THAT THE READING ON THE ODOMETER AND READING ON THE INTERNAL MEMORY WERE THE SAME. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 9,995.
NHTSA ODI #10895311
250 miles · Jun 15, 2016
Electrical SystemEngineFire
THE 2016 ACURA RDX NEWLY PURCHASED ON 4/25/2016 FROM FRESNO ACURA HAD A SPONTANEOUS FIRE AND SUBSEQUENT IMMEDIATE ELECTRICAL SYSTEM FAILURE DURING A TRIP FROM FRESNO (CALIFORNIA) TO MONTEREY (CALIFORNIA). THE VEHICLE HAD AN ESTIMATED 250 MILES ON THE ODOMETER AT THE TIME OF THE ENGINE AND ELECTRICAL FAILURE. THE VEHICLE WAS N…
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THE 2016 ACURA RDX NEWLY PURCHASED ON 4/25/2016 FROM FRESNO ACURA HAD A SPONTANEOUS FIRE AND SUBSEQUENT IMMEDIATE ELECTRICAL SYSTEM FAILURE DURING A TRIP FROM FRESNO (CALIFORNIA) TO MONTEREY (CALIFORNIA). THE VEHICLE HAD AN ESTIMATED 250 MILES ON THE ODOMETER AT THE TIME OF THE ENGINE AND ELECTRICAL FAILURE. THE VEHICLE WAS NONOPERATIONAL AND WAS TOWED TO LOS GATOS ACURA AND WITH UNCLEAR CAUSE AS TO THE ELECTRICAL AND ENGINE FAILURE AND INITIAL INSPECTION SUGGESTED A "RESIDUE" AROUND THE ENGINE COMPARTMENT AND A SUBSEQUENT FACTORY SERVICE REPRESENTATIVE INSPECTED THE VEHICLE AND REPORTED, "NO FACTORY DEFECT." HOWEVER, THIS IS WITHOUT THE BENEFIT OF REMOVING AND INSPECTING ANY COMPONENTS OTHER THAN THE OPENING OF THE HOOD OF THE VEHICLE AND REMOVAL OF THE ENGINE COMPARTMENT UNDER PANEL THAT PROTECTS OBJECTS FROM BEING DRAWN INTO THE ENGINE COMPARTMENT. VEHICLE HAS BEEN TOWED TO THE ORIGINAL DEALERSHIP OF PURCHASE, FRESNO ACURA, FOR REPAIR. ACURA HAS FAILED TO PROVIDE AN INSPECTION REPORT FOR THE BASIS OF THE DENIAL FOR WARRANTY REPAIR ON A NEW VEHICLE WITH LOW MILES, AN INADEQUATE INSPECTION, AND A HIGH SAFETY HAZARD IF A MANUFACTURER DEFECT ALLOWS FOR SPONTANEOUS FIRE WITHIN A PROTECTED ENGINE COMPARTMENT.
Honda (American Honda Motor Co.) is recalling specific 2003 Acura 3.2CL, 2013-2016 ILX, 2013-2014 ILX Hybrid, 2003-2006 MDX, 2007-2016 RDX, 2002-2003 3.2TL, 2004-2006, and 2009-2014 TL, 2010-2013 ZDX and 2001-2007 and 2009 Honda Accord, 2001-2005 Civic, 2003-2005 Civic Hybrid, 2001-2005 Civic GX NGV, 2002-2007 and 2010-2011 CR-V, 2003-2011 Element, 2007 Fit, 2002-2004 Odyssey, 2003-2008 Pilot, and 2006-2014 Ridgeline vehicles. The affected vehicles received a replacement driver air bag inflator as part of a previous Takata inflator recall remedy or a replacement driver air bag module containing the same inflator type as a service part. Due to a manufacturing error, in the event of a crash necessitating deployment of the driver frontal air bag, these inflators may explode.
Consequence & remedy
Consequence: An explosion of an inflator within the driver frontal air bag module may result in sharp metal fragments striking the driver, front seat passenger or other occupants resulting in serious injury or death.
Remedy: Honda will notify owners, and dealers will replace the driver's air bag inflator with an alternate inflator, free of charge. The recall began April 10, 2019. Honda owners may contact customer service at 1-888-234-2138. Honda's number for this recall is O41. Acura owners may contact customer service at 1-888-234-2138. Acura's number for this recall is U40.
Honda (American Honda Motor Co.) is recalling certain model year 2007-2011 Honda CR-V, 2011-2015 CR-Z, 2010-2014 FCX, and Insight, 2009-2013 Fit, 2013-2014 Fit EV, 2007-2014 Ridgeline, 2013-2016 Acura ILX, 2013-2014 Acura ILX Hybrid, 2007-2016 RDX, 2005-2012 Acura RL, 2009-2014 Acura TL, and 2010-2013 Acura ZDX vehicles. The affected vehicles are equipped with a dual-stage driver frontal air bag that may be susceptible to moisture intrusion which, over time, could 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: Honda will notify owners, and dealers will replace the inflator, free of charge. The recall began March 2017. Owners may contact Honda customer service at 1-888-234-2138. Honda's numbers for this recall are JY0, JY1, and JY2.
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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