NHTSA owner reports · September 18, 2026 snapshot.
Electrical System complaints
12 reportsClear category filter90,000 miles · Dec 7, 2018
Electrical SystemExterior Lighting
I'M GETTING WARNING LIGHTS ON MY DASH STATING MY TAILLIGHTS ARE OUT. I CHECKED BOTH TAILLIGHTS AND THE HOUSING THAT HOLDS THE BULBS ARE MELTED THROUGH. THERE IS AN ELECTRICAL ISSUE THAT CAUSES THE BULBS TO OVERHEAT POSSIBLY RESULTING IN A FIRE. THIS HAPPENS IN PARK OR DRIVE. THE TAILLIGHTS WILL NEED TO BE REPLACED AND SOME TYPE …
Read full complaint
I'M GETTING WARNING LIGHTS ON MY DASH STATING MY TAILLIGHTS ARE OUT. I CHECKED BOTH TAILLIGHTS AND THE HOUSING THAT HOLDS THE BULBS ARE MELTED THROUGH. THERE IS AN ELECTRICAL ISSUE THAT CAUSES THE BULBS TO OVERHEAT POSSIBLY RESULTING IN A FIRE. THIS HAPPENS IN PARK OR DRIVE. THE TAILLIGHTS WILL NEED TO BE REPLACED AND SOME TYPE OF CODING OR RESISTER WILL NEED TO BE INSTALLED TO PREVENT THEM FROM OVERHEATING AGAIN
NHTSA ODI #11156823
90,000 miles · Sep 22, 2018
Electrical System
INSTRUMENT PANEL IS NOR WORKING PROPERLY. UNABLE TO SET TIME AND DATE SERVICE SCHEDULE ETC. SOFTWARE IN THE INSTRUMENT PANEL DEFINITELY HAS DEFLECTS. CD IS NOT WORKING TOO. THESE PROBLEMS OCCYRS TWO YEARS AGO AND STILL REMAIN. *TT
NHTSA ODI #11130757
100,921 miles · Apr 26, 2017
Electrical SystemEngineVehicle Speed Control
VEHICLE KEEPS STALLING AND ACCELERATING SHUTS OFF IN THE MIDDLE OF THE ROAD WHILE DRIVING MAINLY IN THE CITY I COULD B TURNING OR DRIVING STRAIGHT AND SHUTS OFF AND TAKES AWHILE TO RESTART...ELECTRICAL WIRING KEEPS SHORTING OUT SUNROOF SHORTS OUT AND TAIL LIGHT KEEPS BURNING OUT...I TOOK IT TO DEALER PAID $5000 AND SAME PROBLEM …
Read full complaint
VEHICLE KEEPS STALLING AND ACCELERATING SHUTS OFF IN THE MIDDLE OF THE ROAD WHILE DRIVING MAINLY IN THE CITY I COULD B TURNING OR DRIVING STRAIGHT AND SHUTS OFF AND TAKES AWHILE TO RESTART...ELECTRICAL WIRING KEEPS SHORTING OUT SUNROOF SHORTS OUT AND TAIL LIGHT KEEPS BURNING OUT...I TOOK IT TO DEALER PAID $5000 AND SAME PROBLEM CONTINUES TO OCCUR
NHTSA ODI #10980933
49,000 miles · Dec 9, 2015
Electrical SystemStructure
TL* THE CONTACT OWNS A 2007 BMW X5. THE CONTACT STATED THAT WATER DRAINED INTO THE MODULE ON THE REAR DRIVER SIDE COMPARTMENT OF THE VEHICLE, WHICH CAUSED THE RADIO AND NAVIGATION SYSTEM TO EXPERIENCE A SHORT CIRCUIT FAILURE. THE CONTACT WAS CONCERNED THAT DUE TO A DESIGN FLAW IN THE DRAINING SYSTEM IN THE REAR SUN ROOF OF THE V…
Read full complaint
TL* THE CONTACT OWNS A 2007 BMW X5. THE CONTACT STATED THAT WATER DRAINED INTO THE MODULE ON THE REAR DRIVER SIDE COMPARTMENT OF THE VEHICLE, WHICH CAUSED THE RADIO AND NAVIGATION SYSTEM TO EXPERIENCE A SHORT CIRCUIT FAILURE. THE CONTACT WAS CONCERNED THAT DUE TO A DESIGN FLAW IN THE DRAINING SYSTEM IN THE REAR SUN ROOF OF THE VEHICLE, THAT WATER COULD ENTER THE COMPARTMENT WHERE THE MODULES WERE LOCATED, CAUSING AN ELECTRICAL FAILURE, A VEHICLE STALL, OR AN ELECTRICAL FIRE. THE VEHICLE WAS TAKEN TO THE DEALER TO BE DIAGNOSED. THE CONTACT WAS INFORMED THAT DRAIN NEEDED TO BE REPAIRED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 49,000.
NHTSA ODI #10809335
63,000 miles · Jun 17, 2013
Electrical SystemEngine And Engine Cooling
THE ELECTRIC WATER PUMP HAS CONSTANTLY FAILED EVEN AFTER REPLACING IT AND CAUSED ALSO DAMAGE TO FUSE BOX AND THERMOSTAT MOST OF THE TIME. BMW MUST BE FORCED TO RECALL THE 2007 X5 3.0I AND GET THIS PROBLEM FIXED ONCE AND FOR ALL. *TR
NHTSA ODI #10520291
58,000 miles · Jul 28, 2012
Electrical SystemElectronic Stability Control (esc)Exterior Lighting
IT WAS THE NIGHT OF INDEPENDENCE DAY 2012, IT HAD RAINED MODERATELY HARD EARLIER IN THE DAY. WHEN I STARTED MY 2007 BMW X5 3.0SI TO DRIVE HOME, I WAS GREETED WITH A BUNCH OF WARNINGS AND ERRORS ON BOTH MY INSTRUMENT CLUSTER AND NAVIGATION DISPLAY. THE MOST MAJOR ONE READ "ELECTRONIC SYSTEM MALFUNCTION: TAKE TO NEAREST BMW CENTER…
Read full complaint
IT WAS THE NIGHT OF INDEPENDENCE DAY 2012, IT HAD RAINED MODERATELY HARD EARLIER IN THE DAY. WHEN I STARTED MY 2007 BMW X5 3.0SI TO DRIVE HOME, I WAS GREETED WITH A BUNCH OF WARNINGS AND ERRORS ON BOTH MY INSTRUMENT CLUSTER AND NAVIGATION DISPLAY. THE MOST MAJOR ONE READ "ELECTRONIC SYSTEM MALFUNCTION: TAKE TO NEAREST BMW CENTER." THE ABS LIGHT WAS ALSO LIT UP. SINCE IT WAS LATE AT NIGHT, THE DEALERSHIP WAS CLOSED AND SO I PROCEEDED TO TRY TO DRIVE HOME. ON THE DRIVE HOME, I NOTICED THAT MY A/C SYSTEM SHUT ITSELF OFF AND THAT MY TURN SIGNALS WERE EXTREMELY LAGGY & AT TIMES, WERE NOT EVEN TURNING ON ' A REAL TRAFFIC HAZARD. FORTUNATELY, I MADE IT HOME, BUT TURNING THE CAR OFF WAS TRICKY BECAUSE EACH TIME, ODDLY, THE LIGHTS INSIDE THE CAR AND AMBIENT LIGHTING ON DIFFERENT PARTS OF THE CAR WERE STILL LIT EVEN WHEN I REMOVED THE KEYFOB AND LOCKED THE CAR. EXAMPLES INCLUDE THE RADIO UNIT, THE ENGINE START BUTTON. THE NEXT MORNING, I TOOK THE CAR TO THE BMW DEALERSHIP AND THEY CHARGED ME $200+ JUST TO PERFORM DIAGNOSTICS ON THE CAR. THEY ENDED UP FINDING NOTHING AND SUGGESTED THAT I PAY MORE FOR THEM TO TAKE OFF THE TWO FRONT SEATS AND INSPECT THE WIRES UNDER THE CARPET IN THE FRONT OF THE CAR (I FOUND OUT THAT THIS BECAUSE THEY KNEW ABOUT NHTSA ITEM #: 10032845 / SERVICE BULLETIN # SIB-61-13-07). I DECLINED BECAUSE I DID NOT WANT TO SPEND ANY MORE MONEY ALL FOR THEM TO NOT BE ABLE TO FIND ANYTHING AGAIN. AS OF JULY 28, 2012, THE ELECTRICAL ISSUE STILL OCCURS AFTER A MODERATE TO HEAVY RAINSTORM. I BELIEVE (ALONG WITH MANY BMW X5 OWNERS WITH THE SAME ISSUE) THAT IT HAS TO DO WITH A FAULTY DRAINAGE PIPE RELATING TO THE PANORAMIC MOONROOF, WHICH ALLOWS FOR WATER TO LEAK INSIDE THE CAR AND SCREW UP THE CAR'S WIRING. PLEASE DO SOMETHING. THIS IS SOMETHING BMW SHOULD BE RESPONSIBLE FOR & REPAIR AT NO COST. WHY SHOULD I PAY TO RESOLVE A DESIGN FLAW THAT BMW MADE!?? *TR
NHTSA ODI #10468057
33,000 miles · Mar 22, 2012
Electrical System
TL* THE CONTACT OWNS A 2007 BMW X5. THE CONTACT STATED THAT ONLY THE FRONT DRIVER'S DOOR COULD BE OPENED. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHERE THE CONTACT WAS INFORMED THAT THE FAILURE WAS CAUSED BY AN ELECTRICAL SYSTEM FAILURE. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND THE C…
Read full complaint
TL* THE CONTACT OWNS A 2007 BMW X5. THE CONTACT STATED THAT ONLY THE FRONT DRIVER'S DOOR COULD BE OPENED. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER WHERE THE CONTACT WAS INFORMED THAT THE FAILURE WAS CAUSED BY AN ELECTRICAL SYSTEM FAILURE. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE AND THE CONTACT WAS AWAITING A RESPONSE. THE FAILURE MILEAGE WAS 33,000. THE VIN WAS UNAVAILABLE.
NHTSA ODI #10452638
56,201 miles · Sep 16, 2011
Electrical SystemPower Train
ON 13 JULY, 2011, WITH ONLY 56,201 MILES, OUR BMW X5 SUFFERED WHAT AN INDEPENDENT BMW AUTO REPAIR SHOP LATER DIAGNOSED AS A "TOTAL ELECTRICAL MELTDOWN INVOLVING ALMOST ALL POWERTRAIN COMPONENTS AND DATA BUS SYSTEM." *TT SYMPTOMS UPON STARTUP THAT MORNING INCLUDED A LEVEL CONTROL SYSTEM MALFUNCTION LIGHT, A TRANSMISSION MALFUNC…
Read full complaint
ON 13 JULY, 2011, WITH ONLY 56,201 MILES, OUR BMW X5 SUFFERED WHAT AN INDEPENDENT BMW AUTO REPAIR SHOP LATER DIAGNOSED AS A "TOTAL ELECTRICAL MELTDOWN INVOLVING ALMOST ALL POWERTRAIN COMPONENTS AND DATA BUS SYSTEM." *TT SYMPTOMS UPON STARTUP THAT MORNING INCLUDED A LEVEL CONTROL SYSTEM MALFUNCTION LIGHT, A TRANSMISSION MALFUNCTION WARNING, A PARKING BRAKE MALFUNCTION WARNING, A PASSENGER RESTRAINT MALFUNCTION WARNING, AN ALL-WHEEL DRIVE, DSC, ABS, AND EMERGENCY ABV MALFUNCTION WARNING, AS WELL AS RAPID WINDSHIELD WIPER MOVEMENT AND AN INTERMITTENT ENGINE START BUTTON. I AM AN OFFICER IN THE UNITED STATES NAVY, ON ACTIVE DUTY, AND I DEPLOYED THAT MORNING FOR ALMOST SIX WEEKS; I HAVE RECENTLY RETURNED. THE BURDEN OF COORDINATING AN AUTOMOBILE TOW AND REPAIR THAT DAY WAS LEFT TO MY WIFE, THE MOTHER OF OUR TWO YOUNG CHILDREN. TO SAY THAT THIS WAS AN INCONVENIENCE TO HER IS A GROSS UNDERSTATEMENT. WE PURCHASED THE BMW BASED ON ITS PREVIOUS REPUTATION FOR QUALITY, AND WE PAID MUCH MORE FOR THIS VEHICLE THAN WE WOULD HAVE FOR SOMETHING LIKE A HONDA ODYSSEY OR A TOYOTA SIENNA. WE WERE WILLING TO PAY MORE WITH THE UNDERSTANDING THAT, DURING MY LONG AND FREQUENT ABSENCES IN THE SERVICE OF OUR COUNTRY, MY WIFE AND FAMILY WOULD HAVE A RELIABLE AND SAFE VEHICLE. I FEEL THIS DECISION TO PURCHASE THIS BMW PRODUCT WAS A MISTAKE, AND ONE I NEVER INTEND TO REPEAT. THE VEHICLE WAS ONLY 6,000 MILES OUTSIDE OF THE 50,000 MILE WARRANTY, AND YET NONE OF THE $1,781.31 INVOICE WAS COVERED BY BMW; IT WAS COVERED SOLELY BY MY SAVINGS. I CAN NOT IN GOOD CONSCIENCE RECOMMEND ANY BMW PRODUCT TO ANY OF MY FRIENDS OR COLLEAGUES.
NHTSA ODI #10425761
12,000 miles · Jun 13, 2011
Electrical System
IN JULY 2007 I PURCHASED A BRAND NEW, FULLY LOADED 2007 BMW X5 4.8. BACK THEN, IT WAS MY DREAM CAR. NOW, IT IS A NIGHTMARE. FROM THE BEGINNING, WE HAVE EXPERIENCED DIFFERENT MINOR ISSUES WITH THE CAR (DVD PLAYER NOT WORKING, FOR EXAMPLE) THAT THE DEALERSHIP FIXED. HOWEVER, ONCE WE STARTED HAVING PROBLEMS WITH THE CAR NOT STARTIN…
Read full complaint
IN JULY 2007 I PURCHASED A BRAND NEW, FULLY LOADED 2007 BMW X5 4.8. BACK THEN, IT WAS MY DREAM CAR. NOW, IT IS A NIGHTMARE. FROM THE BEGINNING, WE HAVE EXPERIENCED DIFFERENT MINOR ISSUES WITH THE CAR (DVD PLAYER NOT WORKING, FOR EXAMPLE) THAT THE DEALERSHIP FIXED. HOWEVER, ONCE WE STARTED HAVING PROBLEMS WITH THE CAR NOT STARTING, THAT WAS NO LONGER A "MINOR" ISSUE. THE FIRST TIME THE CAR DID NOT START WAS AROUND THANKSGIVING IN 2008, ONLY A LITTLE MORE THAN A YEAR AFTER I HAD PURCHASE MY CAR. BY THE SUMMER OF 2009, THE PROBLEM GOT WORSE AND HALF THE TIME THE CAR WOULD NOT START. WE FINALLY TOOK THE CAR IN (NOV 2009) AND THE DEALERSHIP TOLD US THE BATTERY WAS DEATH, AND THEY REPLACED THE BATTERY AT NO CHARGE (WARRANTY). EVERYTHING WAS FINE UNTIL MARCH 26, 2011, WHEN I WAS READY TO LEAVE AND MY CAR DID NOT START. AT THIS POINT, I WAS SO FRUSTRATED THAT I IMMEDIATELY CALLED THE DEALERSHIP AND TOLD THEM I DID NOT WANT A CAR THAT DOESN'T WORK PARKED IN MY GARAGE, SO I WAS GOING TO DROP IT OFF. IT WAS A SATURDAY, SO I DID NOT HEAR BACK FROM THE DEALERSHIP UNTIL THE FOLLOWING MONDAY, ONLY TO TELL ME THAT THE BATTERY WAS VERY LOW AND NEEDED TO BE REPLACED AGAIN. THEY ALSO TOLD ME THAT IT WAS BECAUSE OF MY DRIVING HABITS, BECAUSE MOST OF MY TRIPS ARE VERY SHORT (LESS THAN 5 MI) TRIPS. I ASKED THEM IF I NEEDED TO CHANGE MY DRIVING HABITS IN ORDER FOR MY CAR TO WORK, AND THEY SAID "HMM, YEAH". REALLY??? TO TOP IT OFF, SINCE THE PROBLEM WAS CAUSED DUE TO MY "DRIVING HABITS", I NEEDED TO PAY FOR THE REPLACEMENT OF THE BATTERY. I BELIEVE THE DESIGN OF THE OF THE ELECTRICAL SYSTEM HAS PROBLEMS. NO CAR, ESPECIALLY NO HIGH END CAR, SHOULD NOT WORK BECAUSE "IT IS NOT DRIVEN ENOUGH". DID BMW ENGINEERS FINISHED THE DESIGN AND SAID, IT IS DONE, BUT IT WILL ONLY WORK IF YOU DRIVE IT ENOUGH!. BMW NEEDS TO FIX THIS PROBLEM AND STOP BLAMING THE CAR OWNERS FOR THEIR POOR DESIGN.
NHTSA ODI #10406749
45,000 miles · Jun 13, 2011
Electrical SystemStructure
TL* THE CONTACT OWNS A 2007 BMW X5. THE CONTACT STATED DURING RAINY WEATHER, WATER LEAKED INTO THE SATELLITE RADIO RECEIVER MODULE AND CAUSED SEVERE DAMAGE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR DIAGNOSIS WHERE THEY INFORMED THE COTNACT THAT THE SATELLITE MODULE WOULD NEED TO BE REPLACED. THE PART WAS NOT IN STOCK AN…
Read full complaint
TL* THE CONTACT OWNS A 2007 BMW X5. THE CONTACT STATED DURING RAINY WEATHER, WATER LEAKED INTO THE SATELLITE RADIO RECEIVER MODULE AND CAUSED SEVERE DAMAGE. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR DIAGNOSIS WHERE THEY INFORMED THE COTNACT THAT THE SATELLITE MODULE WOULD NEED TO BE REPLACED. THE PART WAS NOT IN STOCK AND THE VEHICLE WOULD BE REPAIRED WHEN THE PART BECAME AVAILABLE. THE MANUFACTURER WAS MADE AWARE OF THE DEFECT. THE APPROXIMATE FAILURE MILEAGE WAS 45,000. UPDATED 07/06/11 UPDATED 3/15/12 *CN
NHTSA ODI #10406083
Official recalls
5Mar 2, 2022
BMW of North America, LLC (BMW) is recalling certain 2008-2013 1 Series Coupe (128i); 2007-2013 3 Series Coupe (328i, 328xi, 328i xDrive); 2007-2010 X3 SAV (X3 3.0si, X3 xDrive30i); 2008-2013 1 Series Convertible (128i); 2006-2011 3 Series Sedan (325i, 325xi, 328i, 328xi, 328i xDrive, 330i, 330xi); 2006-2012 3 Series Wagon (328i, 328i xDrive); 2007-2013 3 Series Convertible (328i); 2006-2010 5 Series Sedan (525i, 525xi, 528i, 528xi, 530i, 530xi); 2006-2007 5 Series Wagon (530xi); 2007-2010 X5 SAV (X5 3.0si, X5 xDrive30i); 2006-2008 Z4 Coupe (Z4 3.0si); and 2006-2011 Z4 Roadster (Z4 3.0i, Z4 3.0si, Z4 sDrive30i) vehicles. The heater for the positive crankcase ventilation (PCV) valve may short circuit.
Consequence & remedy
Consequence: An electrical short can cause the PCV valve heater to overheat, increasing the risk of a fire while driving or, soon after driving when parked.
Remedy: This recall supersedes and expands previous NHTSA recalls 17V-683 and 19V-273. Dealers will install an electrical wiring harness with fuse protection for the PCV Valve heater in potentially affected vehicles, free of charge. This recall supersedes and expands previous NHTSA recalls 17V-683 and 19V-273. Vehicles previously repaired under the prior recalls will need to come back for the new recall remedy. The remedy is currently being developed. Interim owner notification letters informing owners of the safety risk were mailed on April 1, 2022. Owner notification letters were mailed on July 22, 2022. Owners may contact BMW customer service at 1-800-525-7417.
Feb 5, 2016
BMW of North America, LLC (BMW) is recalling certain model year 2008-2013 128i and 135i coupes and convertibles and 1 Series M coupes, 2006-2011 325i, 325xi, 328i, 328xi, 328i xDrive, 330i, 330xi, 335i, 335xi, 335i xDrive Sedans, 2009-2011 335d sedans, 2006-2012 325xiT, 328i and 328xi sports wagons, 2007-2013 328i, 328xi, 328i xDrive, 335i, 335xi, 335i xDrive, 335is and M3 Coupes and Convertibles, 2013-2015 X1 sDrive28i, X1 xDrive28i and X1 xDrive35i SAVs, 2007-2010 X3 xDrive30i SAVs, 2007-2013 X5 xDrive30i, X5 xDrive35i, X5 xDrive48i, X5 xDrive50i and X5 M SAVs, 2009-2013 BMW X5 xDrive35d SAVs, 2008-2014 X6 xDrive35i, X6 xDrive50i, and X6 M SACs, 2010-2011 BMW X6 xDrive50i SACs and 2008-2011 M3 Sedan vehicles. Upon deployment of the driver's frontal air bag, excessive internal pressure may 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: BMW will notify owners, and dealers will replace the driver's frontal air bag module or inflator depending on the vehicle model, free of charge. The recall began March 9, 2018. Owners may contact BMW customer service at 1-800-525-7417.
Feb 7, 2013
BMW is recalling certain model year 2007-2010 X5 SAV vehicles, manufactured September 12, 2006, through March 18, 2010 and equipped with an 8-cylinder engine. The brake vacuum pump may leak a small amount of lubricating oil into the hose. The contamination could result in a loss of power assist braking.
Consequence & remedy
Consequence: The loss of power assist in braking could increase stopping distance and lead to a vehicle crash.
Remedy: BMW will notify owners, and dealers will replace the brake vacuum line with one that contains a check valve, free of charge. The recall began during March 2013. Owners may call BMW at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.
Additional source detail variants (2)
Service Brakes
BMW is recalling certain model year 2007-2010 X5 SAV vehicles, manufactured September 12, 2006, through March 18, 2010 and equipped with an 8-cylinder engine. The brake vacuum pump may leak a small amount of lubricating oil into the hose. The contamination could result in a loss of power assist braking.
Consequence: The loss of power assist in braking could increase stopping distance and lead to a vehicle crash.
Remedy: BMW will notify owners, and dealers will replace the brake vacuum line with one that contains a check valve, free of charge. The recall began during March 2013. Owners may call BMW at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.
Service Brakes, Hydraulic:power Assist
BMW is recalling certain model year 2007-2010 X5 SAV vehicles, manufactured September 12, 2006, through March 18, 2010 and equipped with an 8-cylinder engine. The brake vacuum pump may leak a small amount of lubricating oil into the hose. The contamination could result in a loss of power assist braking.
Consequence: The loss of power assist in braking could increase stopping distance and lead to a vehicle crash.
Remedy: BMW will notify owners, and dealers will replace the brake vacuum line with one that contains a check valve, free of charge. The recall began during March 2013. Owners may call BMW at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.
Oct 12, 2007
ON CERTAIN VEHICLES EQUIPPED WITH V8 ENGINES, IN CONDITIONS OF BELOW FREEZING TEMPERATURES COMBINED WITH LOW HUMIDITY, IT IS POSSIBLE FOR ELECTROSTATIC DISCHARGE TO OCCUR AT THE FUEL RAILS. IF THIS WERE TO OCCUR, THE ENGINE ELECTRONIC CONTROL UNIT (ECU) COULD BE AFFECTED SO THAT ENGINE STALLING COULD RESULT.
Consequence & remedy
Consequence: IF STALLING WERE TO OCCUR, THE DRIVER MAY NOT BE ABLE TO MAINTAIN VEHICLE SPEED OR ACCELERATE AND THE POWER STEERING COULD FAIL INCREASING THE RISK OF A CRASH.
Remedy: DEALERS WILL ATTACH TWO GROUND CABLES IN THE ENGINE COMPARTMENT FREE OF CHARGE. THE RECALL BEGAN ON OCTOBER 29, 2007. OWNERS MAY CONTACT BMW AT 1-800-831-1117.
Aug 29, 2007
CERTAIN PASSENGER VEHICLES FAIL TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 135, "PASSENGER CAR BRAKE SYSTEMS." THE CAP OF THE BRAKE FLUID RESERVOIR HAS BEEN DESIGNED IN ORDERTO RECOGNIZE A LOW FLUID LEVEL OF THE HYDRAULIC BRAKE SYSTEM BY TRIGGERING A RED WARNING LAMP IN THE INSTRUMENT CLUSTER. A SWITCH THAT IS ATTACHED TO THIS CAP COULD MALFUNCTION AT HIGH TEMPERATURES.
Consequence & remedy
Consequence: IF THIS HAPPENED, THE RED WARNING LAMP IN THE INSTRUMENT CLUSTER WOULD NOT BE ACTIVATED. LOSS OF THE HYDRAULIC BRAKE SYSTEM MAY CAUSE INCREASED STOPPING DISTANCES WHICH COULD RESULT IN A CRASH.
Remedy: DEALERS WILL REPLACE THE BRAKE FLUID RESERVOIR CAP FREE OF CHARGE. THE RECALL BEGAN ON SEPTEMBER 20, 2007. OWNERS MAY CONTACT BMW AT 1-800-831-1117.
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
1EA21002 · 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.
Illustration