Illustrationthere is an active recall on my current vehicle. i am in california and i cannot reregister until it is completed. recall states may cause fire. dealer states "no remedy available". so now i have a 5000lb paperweight in my driveway.
2014 BMW 535D
Owner reports · Recalls · Investigations
Limited comparison data
There is not enough comparable history to draw a useful model-year comparison.
About this comparison →How this year compares
Owner complaints by model year
Compare all 535D years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
30–25K
425–50K
550–75K
575–100K
6100–150K
1150K+
24 reports with mileage · 34 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.
- Engine. Review the 28 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Fuel/propulsion System. Review the 20 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Fuel System, Diesel. Review the 8 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
0 crash reports3 fire reports1 injury reports
Fuel/propulsion System complaints
20 reportsFuel injectors not working check engine lights on. Car has 50,000 miles throwing fault 24BB00, recall for models a year after this one, with an extended warranty. The problem has been confirmed by two dealers and a garage. The car is presently at a BMW repair shop awaiting repair. why not this one?
High pressure fuel pump failure at 96k miles Cost over 2k to replace No symptoms just sudden catastrophic failure of cp4.2
In January of 2020 the car stopped running while driving down the highway without warning. Upon restart the check engine light and chassis stabilization warning lights came on. I had the car towed to BMW. I was given an estimate of $18,000 to replace the entire fuel system. The problem was a faulty fuel pump that put metal shavi…
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In January of 2020 the car stopped running while driving down the highway without warning. Upon restart the check engine light and chassis stabilization warning lights came on. I had the car towed to BMW. I was given an estimate of $18,000 to replace the entire fuel system. The problem was a faulty fuel pump that put metal shavings into the pump and fuel system. This is a known BMW problem. In fact there's a recall on my exact model for this issue but my VIN was not included. I feel it should be. I contacted BMW North America but was told there's nothing they can do. This is a diesel engine with under 125,000 miles on it. This should not have happened.
MESSAGE COMES ON THE CONSOLE INDICATING DRIVETRAIN FAULT AND ABOUT 2 SECONDS LATER LOOSES ALL ENGINE POWER WHILE DRIVING ON A HIGHWAY. WAS ABLE TO PULL OVER TO THE SHOULDER AS THE TRAFFIC WAS VERY LIMITED ON THE ROAD. DIAGNOSIS BY BMW REPAIR SHOP IS THAT THE HIGH PRESSURE FUEL PUMP HAS FAILED. *TR
I RECEIVED SEVERAL SAFETY RECALL NOTICES FROM BMW OVER THE LAST 2 YEARS, EVERY TIME I CALL BMW, I AM TOLD "THE NECESSARY PARTS ARE NOT AVAILABLE". I HAVE AN ENGINE CHECK LIGHT ON MY DASHBOARD MOST LIKELY CAUSED BY EGR COOLER MALFUNCTION. REALLY FRUSTRATED ABOUT NOT BEING ABLE TO GET THIS ISSUE RESOLVED BY BMW.
THE CAR'S ENGINEER LIGHT CAME ON, SO IT WAS SENT TO THE DEALERSHIP FOR REPAIR. THE INDICATED REPAIR ITEM WAS A CONTROL SENSOR. I PICKED UP THE CAR AFTER REPAIR IN THE MORNING OF 11/7. THE CAR WAS DRIVING FINE. AROUND LUNCH TIME THE SAME DAY, JUST AS I WAS GETTING ON THE HIGHWAY, THE ENGINE STARTED TO SPUTTER VIOLENTLY. LUCK…
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THE CAR'S ENGINEER LIGHT CAME ON, SO IT WAS SENT TO THE DEALERSHIP FOR REPAIR. THE INDICATED REPAIR ITEM WAS A CONTROL SENSOR. I PICKED UP THE CAR AFTER REPAIR IN THE MORNING OF 11/7. THE CAR WAS DRIVING FINE. AROUND LUNCH TIME THE SAME DAY, JUST AS I WAS GETTING ON THE HIGHWAY, THE ENGINE STARTED TO SPUTTER VIOLENTLY. LUCKILY, I WAS STILL ON THE RIGHT LANE. I QUICKLY TURNED TOWARDS THE SHOULDER BEFORE THE CAR DIED COMPLETELY. ALL OF THIS HAPPENED WITHIN LESS THAN A MINUTE. THE CAR CAN NOT BE PUT TO NEUTRAL TO BE MOVED. THE EMERGENCY LIGHT ONLY CAME ON FOR AROUND 10 MINUTES BEFORE IT WAS TOTALLY SHUT OFF. THE SHOULDER WAS VERY NARROW, SO MY CAR WAS STILL PARTIALLY ON THE RIGHT LANE. MANY CARS CAME FROM BEHIND AT >60MPH SPEED. I FEEL THAT I WAS IN A VERY DANGEROUS SITUATION UNTIL HIGH PATROL CAME TO SECURE THE LANE, WHICH WAS ABOUT 40 MINUTES LATER. IF THIS HAPPENED AFTER I SWITCHED TO THE MIDDLE LANE, WITHOUT EVEN EMERGENCY LIGHT TO WARN THE CARS BEHIND, I THINK I WOULD BE DEAD BY NOW. THE CAR IS IN THE DEALERSHIP. THEY ARE SAYING IT IS THE HIGH PRESSURE FUEL PUMP FAILURE.
TL* THE CONTACT OWNS A 2014 BMW 535D. THE CONTACT STATED THAT THE VEHICLE STALLED WITHOUT WARNING AND COULD NOT BE MOVED OFF THE ROAD. THE VEHICLE WAS TOWED TO THE CONTACT'S HOME AND THEN TO THE DEALER (PACIFIC BMW, 800 S BRAND BLVD, GLENDALE, CA 91204, (818) 246-5600). THE DEALER STATED THAT THE ENTIRE FUEL SYSTEM HAD TO BE REP…
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TL* THE CONTACT OWNS A 2014 BMW 535D. THE CONTACT STATED THAT THE VEHICLE STALLED WITHOUT WARNING AND COULD NOT BE MOVED OFF THE ROAD. THE VEHICLE WAS TOWED TO THE CONTACT'S HOME AND THEN TO THE DEALER (PACIFIC BMW, 800 S BRAND BLVD, GLENDALE, CA 91204, (818) 246-5600). THE DEALER STATED THAT THE ENTIRE FUEL SYSTEM HAD TO BE REPLACED DUE TO A FAULTY HIGH PRESSURE FUEL PUMP, WHICH RELEASED METAL FRAGMENTS THROUGH THE SYSTEM. THE TOTAL REPAIR COST WOULD BE BETWEEN $14,000 AND $16,000. THE MANUFACTURER SENT A NOTICE TO THE CONTACT STATING THAT THE FAULTY FUEL PUMP WAS A KNOWN FAILURE AND THAT A SPECIAL ITEM SPECIFIC WARRANTY WOULD BE ISSUED FOR SEVEN YEARS OR 100,000 MILES. THE CONTACT SPOKE WITH THE MANUFACTURER AND STATED THAT HE NO LONGER WANTED THE VEHICLE. A CASE MANAGER WAS ASSIGNED, BUT HAD NOT YET CALLED THE CONTACT. THE FAILURE MILEAGE WAS 78,869.
THE FUEL DELIVERY SYSTEM IN MY CAR FAILED AT 70MPH ON A CROWDED HIGHWAY ON 8/24/2017. THE DASHBOARD ENGINE LIGHT WENT ON. THE CAR COASTED TO A STOP IN A DANGEROUS LOCATION. THERE WAS NO WAY FOR THE CAR TO BE PUT INTO NEUTRAL SO THAT IT COULD BE PUSHED TO A SAFE LOCATION. SOMEONE IS GOING TO GET KILLED IN ONE OF THESE CARS IF BM…
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THE FUEL DELIVERY SYSTEM IN MY CAR FAILED AT 70MPH ON A CROWDED HIGHWAY ON 8/24/2017. THE DASHBOARD ENGINE LIGHT WENT ON. THE CAR COASTED TO A STOP IN A DANGEROUS LOCATION. THERE WAS NO WAY FOR THE CAR TO BE PUT INTO NEUTRAL SO THAT IT COULD BE PUSHED TO A SAFE LOCATION. SOMEONE IS GOING TO GET KILLED IN ONE OF THESE CARS IF BMW ISN'T MADE TO FIX THE PROBLEM
I HIT A PIECE OF TRUCK TIRE DEBRIS ON I-495N IN MARLBORO MA AT NIGHT AND I WAS UNABLE TO STOP AND INSPECT FOR DAMAGE DUE TO HEAVY TRAFFIC. ALL SEEMED OK. 15 MINUTES LATER IN CHELMSFORD MA, THE CAR GAVE "DRIVETRAIN MALFUNCTION, REDUCED POWER, DRIVE GENTLY" MESSAGE AND CONTINUED TO LOSE POWER AND SLOW DOWN. I PULLED OVER SAFELY T…
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I HIT A PIECE OF TRUCK TIRE DEBRIS ON I-495N IN MARLBORO MA AT NIGHT AND I WAS UNABLE TO STOP AND INSPECT FOR DAMAGE DUE TO HEAVY TRAFFIC. ALL SEEMED OK. 15 MINUTES LATER IN CHELMSFORD MA, THE CAR GAVE "DRIVETRAIN MALFUNCTION, REDUCED POWER, DRIVE GENTLY" MESSAGE AND CONTINUED TO LOSE POWER AND SLOW DOWN. I PULLED OVER SAFELY TO THE BREAKDOWN LANE AND THEN THE ENGINE STOPPED AND COULD NOT BE RESTARTED AGAIN. TIRE DEBRIS FROM EARLIER RUPTURED PART OF THE FUEL SYSTEM AND CAUSED THE CAR TO DUMP DIESEL FUEL ON THE HIGHWAY AND THE ENGINE EVENTUALLY STOPPED DUE TO RUNNING OUT OF FUEL. GIVEN THAT THE CAR HAS ALL-WHEEL DRIVE (AWD), A FLATBED TRUCK IS REQUIRED FOR TOWING. NO OTHER TOW METHOD IS ALLOWED. THIS REQUIRES BEING ABLE TO PUT THE TRANSMISSION IN NEUTRAL (N) WHILE THE CAR IS DISABLED AND RELEASE THE PARKING BRAKE IN ORDER TO MOVE THE VEHICLE. THE PARKING BRAKE (ELECTRIC CONTROL) WAS ABLE TO BE RELEASED BUT THERE IS NO EASY WAY AND NO DOCUMENTATION READILY AVAILABLE TO OVERRIDE THE ELECTRONIC SHIFT INTERLOCK FOR THE TRANSMISSION. THE CAR IS UNABLE TO BE PUSHED, TOWED, OR ROLLED WITHOUT BEING ABLE TO GET THE CAR INTO NEUTRAL WHILE THE CAR IS DISABLED. PLACING THE TRANSMISSION INTO NEUTRAL NORMALLY REQUIRES STARTING THE ENGINE FIRST WHICH WAS NOT POSSIBLE DUE TO NO FUEL AND THERE IS NO MANUAL OVERRIDE OR DOCUMENTED PROCEDURE AVAILABLE TO OVERRIDE THE INTERLOCK SO THAT THE CAR CAN BE MOVED WHILE DISABLED. THE FLATBED TRUCK OPERATOR HAD TO GET CREATIVE AND SKID THE CAR ONTO THE FLATBED IN ORDER TO PICK IT UP. THE DISTURBING THING ABOUT THIS INCIDENT IS THAT THE ELECTRONIC SHIFT CONTROL FOR THE TRANSMISSION HAS NO OVERRIDE FOR THE INTERLOCK FOR MOVING THE VEHICLE WHEN DISABLED. OLDER CARS HAD A MECHANICAL LINK BETWEEN THE SHIFT LEVER AND TRANSMISSION SO A MANUAL OVERRIDE WAS EASY TO DO. NEW CARS NOW HAVE ALL ELECTRONIC CONTROLS INSTEAD OF A MECHANICAL LINKAGE.
Official recalls
424V527000 · Air Bags:frontal:driver Side:inflator Module
Jul 11, 2024
BMW of North America, LLC (BMW) is recalling certain 2015 6 Series Gran Coupe, 2014 5 Series Gran Turismo, 2014 5 Series Sedan, 2015 6 Series Convertible, 2015 6 Series Coupe, 2014 X5, 2013-2014 X3, 2014-2015 3 Series Sedan, 2014 4 Series Coupe, 2014 4 Series Convertible, 2014 3 Series Gran Turismo, and 2015 4 Series Gran Coupe vehicles. Please see the recall report for the complete list of models. The driver's air bag inflator may explode during deployment, due to a manufacturing defect.
Consequence & remedy
Consequence: An inflator explosion may result in sharp metal fragments striking the driver or other occupants, increasing the risk of injury or death.
Remedy: The driver's front air bag will be replaced, free of charge. Owner notification letters were mailed September 6, 2024. Owners may contact BMW customer service at 1-800-525-7417.
21V907000 · Fuel System, Diesel
Nov 19, 2021
BMW of North America, LLC (BMW) is recalling certain 2013-2018 328d, 328d xDrive, 2014-2018 328d Sports Wagon, 328d xDrive Sports Wagon, 2014-2016 535d, 535d xDrive, 2015 740Ld xDrive, 2015-2017 X3 xDrive28d SAV, and 2014-2017 X5 xDrive35d SAV diesel vehicles equipped with an Exhaust Gas Recirculation (EGR) module with an integrated cooler. The EGR cooler may leak internally, causing coolant to mix with diesel engine soot, which could result in smoldering particles and a melting intake manifold.
Consequence & remedy
Consequence: A melting intake manifold increases the risk of a fire.
Remedy: Dealers will replace the EGR cooler and inspect the intake manifold, replacing it as necessary, free of charge. This recall includes all vehicles previously recalled under 18V-755. Vehicles previously recalled under 18V-755 will need to have the new remedy performed for this recall. An interim owner notification letter was mailed on January 18, 2022. The remedy is expected to be available in June 2022. Owner notification letters were mailed on July 6, 2022. Owners may contact BMW customer service at 1-800-525-7417.
21V586000 · Fuel System, Diesel:delivery:fuel Pump
Jul 29, 2021
BMW of North America, LLC (BMW) is recalling certain 2014-2018 328d, 328d xDrive, X5 xDrive35d, 2014-2016 535d, 535d xDrive, 2015 740Ld xDrive, and 2015-2017 X3 xDrive28d vehicles. The high-pressure fuel pump may fail.
Consequence & remedy
Consequence: Fuel pump failure can cause an engine stall while driving, increasing the risk of a crash.
Remedy: Dealers will replace the high-pressure fuel pump, free of charge. Owner notification letters were mailed on January 14, 2022. Owners may contact BMW customer service at 1-800-525-7417.
18V755000 · Engine And Engine Cooling:exhaust System:emission Control:gas Recirculation Valve (egr Valve)
Oct 25, 2018
BMW of North America, LLC (BMW) is recalling certain 2013-2018 BMW 328d and 328d xDrive, 2014-2018 328d Sports Wagon and 328d xDrive Sports Wagon, 2014-2016 535d and 535d xDrive, 2015 740Ld xDrive, 2015-2017 X3 xDrive28d SAV and 2014-2017 X5 xDrive35d SAV vehicles equipped with an Exhaust Gas Recirculation (EGR) module with an integrated cooler. If the EGR cooler leaks internally, the coolant can mix with diesel engine soot. The high EGR temperatures may result in these particles possibly smoldering and melting the intake manifold.
Consequence & remedy
Consequence: The melting intake manifold can increase the risk of a fire.
Remedy: BMW will notify owners, and dealers will inspect and replace the EGR cooler as necessary. If a leak has already occurred, the engine intake manifold will also be replaced. These repairs will be made free of charge. The recall began May 13, 2019. 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
2EA23001 · High Pressure Fuel Pump Failure
Opened Mar 17, 2023 · No close date supplied
Status: open (inferred from source dates) · Fuel System, Diesel:delivery:fuel Pump
The Office of Defects Investigation (ODI) opened PE21-021 on October 14, 2021, to investigate incidents alleging a stall/loss of motive power as a result of high-pressure fuel pump failures in certain model year (MY) 2019-2020 Ram 2500, 3500, 4500, and 5500 heavy duty trucks equipped with 6.7L Cummins turbodiesel engines. During the investigation, ODI sought to determine if the related defect allegation was limited in scope to the recalled population. After review of information request response materials from both FCA and BMW, NHTSA determined that sufficient information to identify a comprehensive recall population could not be produced by FCA and BMW.During the investigation FCA filed recalls 22V406, 22E048, 22V767, and 22E087 which include vehicles not identified in the initial subject population by ODI. ODI also received recall 21V586, involving loss of motive power due to failed CP4 fuel pumps on certain BMW manufactured vehicles. An information request letter response received from BMW indicated that failed pumps on their vehicles were caused by an interaction between pump internal components and US market diesel fuel, leading to increased slip and eventual particle-generating wear surface. Additional work will be done to identify whether a similar root cause is associated with the FCA recalled population and if similar wear dynamics occur on pumps supplied to vehicle manufacturers other than those included in the recalled population.ODI has upgraded this investigation to an EA in order to 1) determine engineering specifications of internal pump components that are correlated with pump failure leading to loss of motive power or other safety related hazards, 2) identify vehicle populations equipped with alleged defective pump variants, 3) assess if vehicles equipped with alleged defective pump variants result in an unreasonable risk to motor vehicle safety and 4) gather and review any other relevant information related to high pressure fuel pump failure associated with the subject populations of recalls 21V586, 21V880, 21E094, 22V406, 22E048, 22V767, and 22E087.Review of the above information will allow NHTSA to confirm root cause and recall remedy viability, and identify and evaluate vehicle populations equipped with pump components that may pose an unreasonable risk to motor vehicle safety.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID using the following complaint identification numbers: 11257550, 11351441, 11361603, 11361616, 11365300, 11365426, 11365858, 11366401, 11372337, 11373793, 11374797, 11376793, 11377871, 11378173, 11384377, 11386063, 11387018, 11399710, 11402550, 11415339, 11418868, 11418870, 11427075, 11434276, 11436807, 11437226, 11437249, 11437273, 11437292, 11437294, 11437394, 11437399, 11437403, 11437405, 11437423, 11437528, 11437565, 11437579, 11437580, 11437590, 11437679, 11437744, 11437781, 11437842, 11437993, 11438006, 11438008, 11438121, 11438138, 11438155, 11438392, 11438629, 11439359, 11439879, 11440397, 11443030, 11446542, 11448163, 11453556, 11458918, 11460558, 11469337
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.