NHTSA owner reports · September 18, 2026 snapshot.
Latches/locks/linkages complaints
20 reportsClear category filter70,000 miles · Apr 8, 2016
Electrical SystemEngineLatches/locks/linkages
TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. WHILE THE VEHICLE WAS IN PARK OR DRIVE, ALL FOUR DOORS FAILED TO UNLOCK AND THE KEY FOB FAILED TO UNLOCK THE DOOR. IN ADDITION, WHILE DRIVING 50 MPH, THE CHECK ENGINE, STABILITY TRACK DISENGAGE, AND TRACTION CONTROL LIGHTS ILLUMINATED. THE VEHICLE DECELERATED. THE VEHICLE WAS TAKEN…
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TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. WHILE THE VEHICLE WAS IN PARK OR DRIVE, ALL FOUR DOORS FAILED TO UNLOCK AND THE KEY FOB FAILED TO UNLOCK THE DOOR. IN ADDITION, WHILE DRIVING 50 MPH, THE CHECK ENGINE, STABILITY TRACK DISENGAGE, AND TRACTION CONTROL LIGHTS ILLUMINATED. THE VEHICLE DECELERATED. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE OIL SPILLED AND CAUSED THE SPARK PLUGS TO FAIL. THE SPARK PLUGS WERE REPLACED NUMEROUS TIMES. THE VEHICLE WAS NOT DIAGNOSED NOR REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 70,000.
NHTSA ODI #10854329
137,000 miles · Nov 17, 2015
Latches/locks/linkagesStructureInjury
TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. WHILE THE VEHICLE WAS PARKED, THE CONTACT'S WIFE PROCEEDED TO OPEN THE PASSENGER SIDE DOOR FROM THE INSIDE. THE CHROME PAINT ON THE DOOR HANDLE FRACTURED AND CUT HER HAND. NO MEDICAL ATTENTION WAS REQUIRED. THE VEHICLE WAS TAKEN TO A DEALER WHERE IT WAS NOT DIAGNOSED OR REPAIRED. T…
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TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. WHILE THE VEHICLE WAS PARKED, THE CONTACT'S WIFE PROCEEDED TO OPEN THE PASSENGER SIDE DOOR FROM THE INSIDE. THE CHROME PAINT ON THE DOOR HANDLE FRACTURED AND CUT HER HAND. NO MEDICAL ATTENTION WAS REQUIRED. THE VEHICLE WAS TAKEN TO A DEALER WHERE IT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 137,000.......UPDATED 12/30/15 *BF THE CONSUMER STATED AN EXTERIOR DOOR HANDLE, THAT BROKE OFF, HAD TO BE REPLACED. THROUGH RESEACHTHE CONTACT DISCOVERED CHROME PEELING OFF OF THE INTERIOR DOOR CAUSING THE PASSENGER OR DRIVER TO CUT HIS OR HER HAND. UPDATED 2/23/2016*JS *CN
NHTSA ODI #10794336
3,000 miles · Sep 5, 2013
Latches/locks/linkages
DOOR HANDLE FAILURE THREE TIMES, WAITING FOR FOURTH TO FAIL AT ANYTIME. GM COMPLAINT DEPT REFUSES TO ACCEPT RESPONSIBILITY. THREE DOOR LOCKS FAILED BY 39,000 MILES, LAST ONE BEING RIGHT PASSENGER DOOR. WE HAVE A 1978 CHEVY PU AND THE DOOR LOCKS NEVER FAILED! THIS IS ABSURD, A $55,000 TOP OF THE LINE LTZ MODEL SHOULD NOT HAVE THI…
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DOOR HANDLE FAILURE THREE TIMES, WAITING FOR FOURTH TO FAIL AT ANYTIME. GM COMPLAINT DEPT REFUSES TO ACCEPT RESPONSIBILITY. THREE DOOR LOCKS FAILED BY 39,000 MILES, LAST ONE BEING RIGHT PASSENGER DOOR. WE HAVE A 1978 CHEVY PU AND THE DOOR LOCKS NEVER FAILED! THIS IS ABSURD, A $55,000 TOP OF THE LINE LTZ MODEL SHOULD NOT HAVE THIS PROBLEM, AND GM WON'T ACKNOWLEDGE POOR QUALITY PARTS AND WORKMANSHIP! WHAT CAN A CONSUMER DO TO RECTIFY THIS SITUATION?. *JB
NHTSA ODI #10542044
61,000 miles · Aug 4, 2013
Electrical SystemLatches/locks/linkages
REAR HATCH DOOR ACTUATOR WENT OUT. THE DOOR IS IN THE LOCKED POSITION AND CANNOT BE OPENED WITH CONSOLE BUTTON, KEY FOB OR EXTERIOR HANDLE. THERE IS NO WAY TO OPEN THE REAR HATCH FROM THE INSIDE OF THE VEHICLE CREATING A SAFETY HAZARD FOR PASSENGERS RIDING IN THE 3RD SEAT. THE REAR HATCH IS NOT ACCESSIBLE FOR USE SINCE I IS IN A…
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REAR HATCH DOOR ACTUATOR WENT OUT. THE DOOR IS IN THE LOCKED POSITION AND CANNOT BE OPENED WITH CONSOLE BUTTON, KEY FOB OR EXTERIOR HANDLE. THERE IS NO WAY TO OPEN THE REAR HATCH FROM THE INSIDE OF THE VEHICLE CREATING A SAFETY HAZARD FOR PASSENGERS RIDING IN THE 3RD SEAT. THE REAR HATCH IS NOT ACCESSIBLE FOR USE SINCE I IS IN A LOCKED POSITION AND CANNOT BE OPENED. I HAVE FILED A COMPLAINT WITH GM. THEIR CS REPRESENTATIVE CONTACTED ME TO LET ME KNOW THAT MY LOCAL DEALERSHIP CAN FIX THE PROBLEM AT MY EXPENSE. TENS OF THOUSANDS OF THESE COMPLAINTS HAVE BEEN FILED WITH GM OVER THE LAST 2 YRS. AND THERE HAS BEEN NO RECALL FOR THIS POTENTIALLY FATAL SAFETY HAZARD. *TR
NHTSA ODI #10533536
50,000 miles · Jul 15, 2013
Electrical SystemLatches/locks/linkages
I PURCHASED A 2008 SUBURBAN LTZ IN JULY 2011. SHORTLY AFTER WE PURCHASED THE VEHICLE 3 OF THE DOORS LOCKS HAVE STOPPED FUNCTIONING COMPLETELY, THE 4TH DOOR WORKS SPORADICALLY (DRIVER SIDE, PASSENGER). THE LOCKS DO NOT WORK AT ALL WITH THE KEYLESS ENTRY NOR THE MAIN LOCK BUTTON FROM THE DRIVER SIDE DOOR. I HAVE BEEN TOLD THAT …
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I PURCHASED A 2008 SUBURBAN LTZ IN JULY 2011. SHORTLY AFTER WE PURCHASED THE VEHICLE 3 OF THE DOORS LOCKS HAVE STOPPED FUNCTIONING COMPLETELY, THE 4TH DOOR WORKS SPORADICALLY (DRIVER SIDE, PASSENGER). THE LOCKS DO NOT WORK AT ALL WITH THE KEYLESS ENTRY NOR THE MAIN LOCK BUTTON FROM THE DRIVER SIDE DOOR. I HAVE BEEN TOLD THAT IT IS A PROBLEM WITH THE LOCK ACTUATORS MALFUNCTIONING AND THAT IT IS ALSO A WELL KNOWN ISSUE FROM VARIOUS DEALERS AND PER MY RESEARCH ON THE INTERNET. IN ORDER TO UNLOCK THE DOORS, I MUST MANUALLY USE THE KEY TO UNLOCK THE DRIVER SIDE DOOR THEN UNLOCK ALL THE OTHER DOORS BY HAND ONE BY ONE. THEN WE MUST LOCK ALL DOORS MANUALLY AFTER ENTERING BECAUSE THE LOCKS ALSO DO NOT LOCK AUTOMATICALLY WHEN YOU TAKE THE CAR OUT OF THE PARK POSITION. ALTHOUGH THE POWER LOCKS ARE A LUXURY, THIS ALSO BECOMES A SAFETY ISSUE. A VEHICLE WITH AN ORIGINAL ASKING PRICE OF OVER $55,000 SHOULD NEVER HAVE THIS ISSUE AND I'M NOT SURE WHY CHEVROLET FAILS TO TAKE ACTION FOR A CLEAR SAFETY DANGER. AS A MOTHER OF 3 CHILDREN I FIND THIS TO BE A VERY SERIOUS SAFETY ISSUE. A CHILD COULD EASILY OPEN THE DOOR AND FALL OUT OF THE MOVING VEHICLE OR IF WE WERE INVOLVED IN A CAR ACCIDENT ANY ONE OF MY FAMILY MEMBERS (ADULT OR CHILD) COULD POTENTIALLY BE EJECTED FROM THE VEHICLE, CAUSING EITHER SERIOUS INJURY OR WORSE!! I REALIZE THE CHILD SAFETY LOCKS CAN BE ACTIVATED TO KEEP A CHILD FROM OPENING THE DOOR ACCIDENTALLY, BUT THAT WILL NOT PREVENT A CARJACKER OR ANYONE ELSE FOR THAT MATTER FROM JUMPING IN AND STEALING THE CAR OR KIDNAPPING A CHILD. IN MY OPINION, THEIR DEFINITELY NEEDS TO BE A RECALL ISSUED FOR THIS MAJOR LOCKING MALFUNCTION BASED ON MY EXPERIENCE AND HUNDREDS OF OTHERS I HAVE RESEARCHED. *TR
NHTSA ODI #10524919
87,000 miles · Oct 25, 2012
Latches/locks/linkages
TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, THE AUTOMATIC DOOR LOCKS WOULD UNLOCK INDEPENDENTLY. THE VEHICLE WAS TAKEN TO A DEALER FOR DIAGNOSIS. THE TECHNICIAN ADVISED HER THAT THE FAILURE MAY BE DUE TO THE LOCK ACTUATORS. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTUR…
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TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEEDS, THE AUTOMATIC DOOR LOCKS WOULD UNLOCK INDEPENDENTLY. THE VEHICLE WAS TAKEN TO A DEALER FOR DIAGNOSIS. THE TECHNICIAN ADVISED HER THAT THE FAILURE MAY BE DUE TO THE LOCK ACTUATORS. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS CONTACTED AND THEY OFFERED NO ASSISTANCE. THE FAILURE MILEAGE WAS UNKNOWN. THE CURRENT MILEAGE WAS APPROXIMATELY 87,000.
NHTSA ODI #10482193
56,569 miles · Jul 30, 2012
Electrical SystemLatches/locks/linkages
DRIVER SIDE REAR DOOR LOCK QUIT WORKING, SHORTLY AFTER THAT DRIVER DOOR QUIT LOCK QUIT WORKING, TOOK INTO DEALER FOR REPAIR, SAID IT WOULD BE ABOUT $1000 FOR 2 DOOR LOCK ACTUATOR REPLACEMENTS, A FEW MONTHS LATER THE PSGR REAR DOOR LOCK QUIT WORKING. *TR
NHTSA ODI #10468380
60,000 miles · Jul 17, 2012
Electrical SystemLatches/locks/linkages
DOOR LOCK ACTUATORS FAIL CAUSING DOORS TO REMAIN LOCKED AND INOPERABLE. SEVERAL ACCOUNTS ON THE INTERNET CLAIM MULTIPLE FAILURES AT THE SAME TIME AND OR REPLACED ACTUATORS FAILING A SECOND TIME. VEHICLE CAN NOT BE ENTERED OR EXITED EASILY IN AN EMERGENCY CAUSING A SAFETY ISSUE. *TR
NHTSA ODI #10466007
40,000 miles · Oct 31, 2011
Latches/locks/linkages
THE DOOR LOCK ACTUATOR DOES NOT WORK ON THE DRIVER'S DOOR. *TR
NHTSA ODI #10433659
45,000 miles · Aug 10, 2011
Latches/locks/linkages
TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. WHILE PARKED, THE CONTACT NOTICED THAT ALL THE ELECTRONIC DOOR LOCKS WOULD UNLOCK AND LOCK INVOLUNTARILY. IN ORDER TO PROPERLY USE THE DOOR LOCKS, THEY HAD TO BE OPERATED MANUALLY. THE FAILURE ALSO OCCURRED WHILE DRIVING. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTICS, WHERE T…
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TL* THE CONTACT OWNS A 2008 CHEVROLET SUBURBAN. WHILE PARKED, THE CONTACT NOTICED THAT ALL THE ELECTRONIC DOOR LOCKS WOULD UNLOCK AND LOCK INVOLUNTARILY. IN ORDER TO PROPERLY USE THE DOOR LOCKS, THEY HAD TO BE OPERATED MANUALLY. THE FAILURE ALSO OCCURRED WHILE DRIVING. THE VEHICLE WAS TAKEN TO THE DEALER FOR DIAGNOSTICS, WHERE THE TECHNICIANS STATED THAT THE LOCK MECHANISM FAILED. THE CONTACT WAS UNAWARE OF THE REPAIRS THAT WOULD NEED TO BE PERFORMED. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 45,000.
NHTSA ODI #10418372
Official recalls
4Feb 5, 2021
General Motors, LLC (GM) is recalling certain 2007-2011 Cadillac Escalade, Escalade ESV, Escalade EXT, Chevrolet Avalanche, Silverado 1500, Suburban, Tahoe, GMC Sierra 1500, Yukon, Yukon XL, and 2009-2011 Chevrolet Silverado 2500, Silverado 3500, GMC Sierra 2500 and Sierra 3500 vehicles originally sold, or ever registered, in the states of Alabama, California, Florida, Georgia, Hawaii, Louisiana, Mississippi, South Carolina, Texas, Puerto Rico, American Samoa, Guam, the Northern Mariana Islands (Saipan), and the U.S. Virgin Islands or "Zone A." Additionally, GM is recalling certain 2007-2008 Cadillac Escalade, Escalade ESV, Escalade EXT, Chevrolet Avalanche, Silverado 1500, Suburban, Tahoe, GMC Sierra 1500, Yukon, Yukon XL vehicles originally sold, or ever registered, in the states of Arizona, Arkansas, Delaware, District of Columbia, Illinois, Indiana, Kansas, Kentucky, Maryland, Missouri, Nebraska, Nevada, New Jersey, New Mexico, North Carolina, Ohio, Oklahoma, Pennsylvania, Tennessee, Virginia, and West Virginia or "Zone B." These vehicles are equipped with non-desiccated passenger frontal inflators containing phase-stabilized ammonium nitrate (PSAN) propellant. These inflators may explode due to propellant degradation occurring after long-term exposure to high absolute humidity, high temperatures, and high temperature cycling.
Consequence & remedy
Consequence: An inflator explosion may result in sharp metal fragments striking the driver or other occupants, resulting in serious injury or death.
Remedy: GM will notify owners, and dealers will replace the front passenger air bag inflator with an alternate one, free of charge. Interim letters notifying owners of the safety risk were mailed on February 22, 2021. Second notification letters will be mailed once the remedy is available. Owner notification letters were mailed on March 1, 2021. Owners may contact Chevrolet customer service at 1-800-222-1020; Cadillac customer service at 1-800-458-8006; and GMC customer service at 1-800-462-8782. GM's number for this recall is N212328760.
Feb 5, 2021
General Motors, LLC (GM) is recalling certain 2009 Cadillac Escalade, Escalade ESV, Escalade EXT, Chevrolet Avalanche, Silverado 1500, Silverado 2500, Silverado 3500, Suburban, Tahoe, GMC Sierra 1500, Sierra 2500, Sierra 3500, Yukon, and Yukon XL vehicles originally sold, or ever registered, in the states of Arizona, Arkansas, Delaware, District of Columbia, Illinois, Indiana, Kansas, Kentucky, Maryland, Missouri, Nebraska, Nevada, New Jersey, New Mexico, North Carolina, Ohio, Oklahoma, Pennsylvania, Tennessee, Virginia, and West Virginia or "Zone B." Additionally, GM is recalling certain 2007-2008 Cadillac Escalade, Escalade ESV, and Escalade EXT, Chevrolet Avalanche, Silverado 1500, Suburban, Tahoe, GMC Sierra 1500, Yukon, and Yukon XL vehicles originally sold, or ever registered, in the states of Alaska, Colorado, Connecticut, Idaho, Iowa, Maine, Massachusetts, Michigan, Minnesota, Montana, New Hampshire, New York, North Dakota, Oregon, Rhode Island, South Dakota, Utah, Vermont, Washington, Wisconsin, and Wyoming or "Zone C." These vehicles are equipped with non-desiccated passenger frontal inflators containing phase-stabilized ammonium nitrate (PSAN) propellant. These inflators may explode due to propellant degradation occurring after long-term exposure to high absolute humidity, high temperatures, and high temperature cycling.
Consequence & remedy
Consequence: An inflator explosion may result in sharp metal fragments striking the driver or other occupants, resulting in serious injury or death.
Remedy: GM will notify owners, and dealers will replace the front passenger air bag inflator with an alternate one, free of charge. Interim letters notifying owners of the safety risk were mailed on February 23, 2021. Second notification letters will be mailed once the remedy is available. Owner notification letters were mailed on September 20, 2021. Owners may contact Chevrolet customer service at 1-800-222-1020, Cadillac customer service at 1-800-458-8006, and GMC customer service at 1-800-462-8782. GM's number for this recall is N212328780.
Jun 4, 2010
GM IS RECALLING CERTAIN MODEL YEAR 2006-2009 BUICK, LUCERNE; CADILLAC DTS; HUMMER H2; MODEL YEAR 2008-2009 BUICK ENCLAVE; CADILLAC CTS; MODEL YEAR 2007-2009 CADILLAC ESCALADE, ESCALADE ESV, ESCALADE EXT; CHEVROLET AVALANCHE, SILVERADO, SUBURBAN, TAHOE; GMC ACADIA, SIERRA, YUKON, YUKON XL; SATURN OUTLOOK; AND MODEL YEAR 2009 CHEVROLET TRAVERSE VEHICLES EQUIPPED WITH A HEATED WASHER FLUID SYSTEM (HWFS). A RECALL WAS IMPLEMENTED IN 2008 TO ADD A FUSE TO THE CONTROL CIRCUIT HARNESS TO ADDRESS THE POTENTIAL CONSEQUENCES OF A PRINTED CIRCUIT BOARD (PCB) ELECTRICAL SHORT. HOWEVER, THERE HAVE BEEN NEW REPORTS OF THERMAL INCIDENTS ON HWFS MODULES AFTER THIS IMPROVEMENT WAS INSTALLED. THESE INCIDENTS RESULTED FROM A NEW FAILURE MODE ATTRIBUTED TO THE DEVICE'S THERMAL PROTECTION FEATURE. THE SIGNIFICANCE VARIES FROM MINOR DISTORTION TO CONSIDERABLE MELTING OF THE PLASTIC AROUND THE HWFS FLUID CHAMBER.
Consequence & remedy
Consequence: IT IS POSSIBLE FOR THE HEATED WASHER MODULE TO IGNITE AND A FIRE MAY OCCUR.
Remedy: DEALERS WILL PERMANENTLY DISABLE AND REMOVE THE HEATED WASHER FLUID MODULE. AN UPDATED PAGE FOR THE OWNER MANUAL WILL BE PROVIDED AND INSERTED IN THE OWNER MANUAL TO DOCUMENT THAT THE FEATURE HAS BEEN PERMANENTLY DISABLED AND REMOVED FROM THE VEHICLE. THE SAFETY RECALL BEGAN ON JUNE 11, 2010. OWNERS MAY CONTACT BUICK AT 1-866-608-8080, CADILLAC AT 1-866-982-2339, CHEVROLET AT 1-800-630-2438, SATURN AT 1-800-972-8876, GMC AT 1-866-996-9463 AND HUMMER AT 1-800-732-5493 OR AT THE OWNER CENTER AT WWW.GMOWNERCENTER.COM.
Aug 28, 2008
GM IS RECALLING 857,735 MY 2006-2008 BUICK LUCERNE; CADILLAC DTS; HUMMER H2; MY 2007-2008 CADILLAC ESCALADE, ESCALADE ESV, ESCALADE EXT; CHEVROLET AVALANCHE, SILVERADO, SUBURBAN, TAHOE; GMC ACADIA, SIERRA, YUKON, YUKON XL, SATURN OUTLOOK; AND MY 2008 BUICK ENCLAVE VEHICLES EQUIPPED WITH A HEATED WIPER WASHER FLUID SYSTEM. A SHORT CIRCUIT ON THE PRINTED CIRCUIT BOARD FOR THE WASHER FLUID HEATER MAY OVERHEAT THE CONTROL-CIRCUIT GROUND WIRE.
Consequence & remedy
Consequence: THIS MAY CAUSE OTHER ELECTRICAL FEATURES TO MALFUNCTION, CREATE AN ODOR, OR CAUSE SMOKE INCREASING THE RISK OF A FIRE.
Remedy: DEALERS WILL INSTALL A WIRE HARNESS WITH AN IN-LINE FUSE FREE OF CHARGE. THE RECALL BEGAN ON SEPTEMBER 12, 2008. OWNERS MAY CONTACT BUICK AT 1-866-608-8080; CADILLAC AT 1-800-982-2339 OR HTTP://WWW.CADILLAC.COM; CHEVROLET AT 1-800-630-2438; SATURN AT 1-800-972-8876 OR HTTP://WWW.SATURN.COM, GMC AT 1-866-996-9436; OR HUMMER AT 1-800-732-5493; OR THROUGH THEIR WEBSITE AT <A HREF=HTTP://WWW.GMOWNERCENTER.COM>HTTP://WWW.GMOWNERCENTER.COM</A> .
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.
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