TAKATA RECALL POSSIBILITY? MY AIRBAG SENSOR HAS BEEN ON FOR MONTHS. THERE HAS BEEN NO RECALL, YET I'VE READ TONS OF THE SAME COMPLAINT ON THE SAME VEHICLE. IT SAYS "CHECK AIRBAG SYSTEM" IMMEDIATELY AFTER STARTING THE CAR. I DON'T KNOW HOW THERE'S NOT BEEN A RECALL YET WHEN THE AIRBAG THING IS A SERIOUS ISSUE AND THERE AR…
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TAKATA RECALL POSSIBILITY? MY AIRBAG SENSOR HAS BEEN ON FOR MONTHS. THERE HAS BEEN NO RECALL, YET I'VE READ TONS OF THE SAME COMPLAINT ON THE SAME VEHICLE. IT SAYS "CHECK AIRBAG SYSTEM" IMMEDIATELY AFTER STARTING THE CAR. I DON'T KNOW HOW THERE'S NOT BEEN A RECALL YET WHEN THE AIRBAG THING IS A SERIOUS ISSUE AND THERE ARE A LOT OF THESE COMPLAINTS OUT THERE. PLEASE ADVISE.
NHTSA ODI #11165914
108,000 miles · Jan 8, 2019
Air Bags
THE AIRBAG CHECK AIRBAG SYSTEM WARNING COMES ON PERIODICALLY I HAD IT REPAIRED AT A HONDA DEALER AND THREE WEEKS LATER IT CAME BACK ON BUT WENT AWAY. I AM CONCERNED BECAUSE IT COST ME A LOT OF MONEY TO REPAIR THIS THE HONDA DEALER SAID IT HAD NOTHING TO DO WITH AIRBAGS OR RECALLS. BUT HONESTLY THIS HAS EVERYTHING IN THE WORLD TO…
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THE AIRBAG CHECK AIRBAG SYSTEM WARNING COMES ON PERIODICALLY I HAD IT REPAIRED AT A HONDA DEALER AND THREE WEEKS LATER IT CAME BACK ON BUT WENT AWAY. I AM CONCERNED BECAUSE IT COST ME A LOT OF MONEY TO REPAIR THIS THE HONDA DEALER SAID IT HAD NOTHING TO DO WITH AIRBAGS OR RECALLS. BUT HONESTLY THIS HAS EVERYTHING IN THE WORLD TO DO WITH THE SRS SYSTEM AND SHOULD BE SOMETHING COVERED BY THE MANUFACTURER.
NHTSA ODI #11165892
Mileage unknown · Dec 25, 2018
Air BagsElectronic Stability Control (esc)Exterior Lighting
ALSO WASN'T ABLE TO SELECT THE STEERING, THE SPEED CONTROL BRAKES AND THE WHEELS/TIRES. THE CAR HAS COMPLETELY SHUT OFF WHILE DRIVING GOING 60 ON THE HIGHWAY. SINCE I'VE GOT THIS CAR IT'S BEEN A HUGE PAIN AND HAS BEEN IN THE SHOP NEARLY THE ENTIRE TIME I'VE HAD IT. I'M CURRENTLY MAKING MONTHLY PAYMENTS ON IT AND HAVE HAD THE CA…
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ALSO WASN'T ABLE TO SELECT THE STEERING, THE SPEED CONTROL BRAKES AND THE WHEELS/TIRES. THE CAR HAS COMPLETELY SHUT OFF WHILE DRIVING GOING 60 ON THE HIGHWAY. SINCE I'VE GOT THIS CAR IT'S BEEN A HUGE PAIN AND HAS BEEN IN THE SHOP NEARLY THE ENTIRE TIME I'VE HAD IT. I'M CURRENTLY MAKING MONTHLY PAYMENTS ON IT AND HAVE HAD THE CAR SINCE 2017 AND HAVE PUT OVER $9,000 WORTH OF WORK INTO IT.. IT FINALLY HAS STOPPED WORKING AGAIN I'VE BEEN WITHOUT A CAR FOR OVER A YEAR BECAUSE I CAN'T CONTINUE TO DUMP MONEY INTO IT. THE ABS LIGHT AND CHECK ENGINE HAVE BEEN ON SINCE I'VE GOT IT AND THE TIRE PRESSURE LIGHT HAS ALWAYS BEEN ON SINCE I'VE GOT IT THE AIRBAG LIGHT BLINKS WHILE DRIVING RANDOMLY AND THE ELECTRICAL HAS WENT OUT WHILE DRIVING AS WELL ALL THE LIGHTS AND RADIO WOULD COMPLETELY GO OUT WHILE DRIVING DURING THE DAY THIS HAPPENED THANK GOD BECAUSE HAD IT HAPPENED AT NIGHT I WOULDN'T OF BEEN ABLE TO SEE THE ROAD. THE CAR HAS HAD THE BATTERY REPLACED MANY TIMES AND THE TIRES CONSTANTLY LOOSE THREADING AND FEELS LIKE THE CAR STEERING IS SHAKING WHILE DRIVING. THE CHILD SAFETY RESTRAINT LIGHTS BLINK AS WELL RANDOMLY AS WELL WITH THE AIRBAG LIGHTS. MY STERLING WHEEL HAS COMPLETELY LOCKED UP WHILE DRIVING UNABLE TO MOVE IT AT ALL. THIS CAR HAS COST ME LOADS OF MONEY AND PUT ME IN SUCH A BAD PLACE FINANCIALLY I WISH I NEVER GOT IT.
NHTSA ODI #11163361
Mileage unknown · Nov 21, 2018
Air Bags
TL* TAKATA RECALL. THE CONTACT OWNS A 2013 HONDA CIVIC. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 18V661000 (AIR BAGS). THE DEALER (SOUTH TACOMA HONDA, 7802 S TACOMA WAY, TACOMA, WA 98409, 253-472-2300) WAS CONTACTED AND CONFIRMED THAT PARTS WERE NOT AVAILABLE. THE MANUFACTURER WAS NOT NOTIFIED. THE CONTACT HAD…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2013 HONDA CIVIC. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 18V661000 (AIR BAGS). THE DEALER (SOUTH TACOMA HONDA, 7802 S TACOMA WAY, TACOMA, WA 98409, 253-472-2300) WAS CONTACTED AND CONFIRMED THAT PARTS WERE NOT AVAILABLE. THE MANUFACTURER WAS NOT NOTIFIED. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
NHTSA ODI #11153098
Mileage unknown · Nov 12, 2018
Air Bags
WHEN DRIVING OR PARKED THE "CHECK PASSENGER AIRBAG SYSTEM" ALERT WILL POP UP ON THE DISPLAY. IT WILL TURN ON RANDOMLY AND THEN TURNS BACK OFF. I HAVE HAD HONDA RUN A DIAGNOSTIC ALREADY AND NOTHING WAS FOUND, BUT IT HAS CONTINUED TO OCCUR FOR TWO YEARS
NHTSA ODI #11151070
Mileage unknown · Oct 25, 2018
Air Bags
I AM UNSURE IF THIS IS PART OF THE TAKATA RECALL, HOWEVER USING MY VEHICLE'S HORN FOR THE FIRST TIME TODAY, WHILE IN MOTION, SINCE PURCHASING LESS THAN 30 DAYS AGO, MY "CHECK AIRBAG SYSTEM" SENSOR LIGHT CAME ON ALONG WITH THE DISPLAY MESSAGE. I PARKED AND TURNED THE CAR OFF FOR ABOUT 10 MINS. WARNING MESSAGE WAS GONE BUT AS I PR…
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I AM UNSURE IF THIS IS PART OF THE TAKATA RECALL, HOWEVER USING MY VEHICLE'S HORN FOR THE FIRST TIME TODAY, WHILE IN MOTION, SINCE PURCHASING LESS THAN 30 DAYS AGO, MY "CHECK AIRBAG SYSTEM" SENSOR LIGHT CAME ON ALONG WITH THE DISPLAY MESSAGE. I PARKED AND TURNED THE CAR OFF FOR ABOUT 10 MINS. WARNING MESSAGE WAS GONE BUT AS I PROCEEDED TO DRIVE, THE LIGHT AND MESSAGE RETURNED. UNFORTUNATELY, I BOUGHT THE CAR AT A THIRD PARTY DEALER NOT HONDA AND THEY ARE NOT ASSUMING ANY RESPONSIBILITY OR AT LEAST TRY TO HELP FIX MY ISSUE. THIS IS SUCH A SAFETY HAZARD, ESPECIALLY IN SUCH AUTOMOBILE.
NHTSA ODI #11142547
31,000 miles · Aug 2, 2018
Air Bags
PURCHASED HONDA CERTIFIED USED CIVIC IN 9/2016, CHECK AIRBAG SYSTEM LIGHT STARTED COMING ON RANDOMLY AROUND 2/2017 WHILE VEHICLE WAS STATIONARY AND DRIVING. LIGHT WOULD COME ON MULTIPLE TIMES A DAY, OR SOMETIMES ONLY ONCE EVERY FEW WEEKS. HAVE TAKEN THE CAR TO TWO DIFFERENT HONDA DEALERS (INCLUDING THE ONE IT WAS PURCHASED FROM…
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PURCHASED HONDA CERTIFIED USED CIVIC IN 9/2016, CHECK AIRBAG SYSTEM LIGHT STARTED COMING ON RANDOMLY AROUND 2/2017 WHILE VEHICLE WAS STATIONARY AND DRIVING. LIGHT WOULD COME ON MULTIPLE TIMES A DAY, OR SOMETIMES ONLY ONCE EVERY FEW WEEKS. HAVE TAKEN THE CAR TO TWO DIFFERENT HONDA DEALERS (INCLUDING THE ONE IT WAS PURCHASED FROM) MULTIPLE TIMES AND DEALER IS UNABLE TO SOLVE ISSUE. CHARGING SYSTEM SENSOR AND CABLE REEL HAVE BOTH BEEN REPLACED, BUT LIGHT CONTINUES TO RANDOMLY COME ON. DEALER IS DENYING ANY RESPONSIBILITY AND CONTINUES TO USE THEIR 'COMPUTER FLOW CHART' TO TRY AND DIAGNOSE WITH NO SUCCESS. THIS IS A MAJOR SAFETY ISSUE AND HONDA NEEDS TO ISSUE RECALL AND TAKE RESPONSIBILITY. MULTIPLE REPORTS HAVE BEEN FILED!
NHTSA ODI #11115429
Mileage unknown · Jul 14, 2018
Air BagsStructure
THE 'CHECK AIRBAG' LIGHT COMES ON ALL THE TIME WHEN I SEAT OR WHILE DRIVING. WHEN I BOUGHT THE CAR THE PAINT WAS BUBBLY AND HAD RUST SPOTS.
NHTSA ODI #11111331
Mileage unknown · Jun 4, 2018
Air Bags
AIR BAG SYSTEM CHECK CAME ON WHILE DRIVING 35MPH AND IT TURNED OFF ONCE CAR WAS PARKED AND TURNED OFF. HAS NOT COME ON SINCE. PASSENGER AIRBAG OFF LIGHT DOES NOT LIGHT UP WHEN THERE IS NO ONE IN PASSENGER SEAT. HONDA DEALER RAN TEST. PASSENGER WAS FINE BUT SOMETHING IS WRONG WITH DRIVER SIDE (IRONICALLY). I ASKED IF RECALL WAS O…
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AIR BAG SYSTEM CHECK CAME ON WHILE DRIVING 35MPH AND IT TURNED OFF ONCE CAR WAS PARKED AND TURNED OFF. HAS NOT COME ON SINCE. PASSENGER AIRBAG OFF LIGHT DOES NOT LIGHT UP WHEN THERE IS NO ONE IN PASSENGER SEAT. HONDA DEALER RAN TEST. PASSENGER WAS FINE BUT SOMETHING IS WRONG WITH DRIVER SIDE (IRONICALLY). I ASKED IF RECALL WAS ON FOR MY CAR, IT IS NOT. APPARENTLY I AM NOT THE ONLY ONE WITH THIS SAFETY ISSUE AND I DON'T WANT TO PAY $111 FOR JUST A SYSTEM DIAGNOSTICS TEST THEN ANOTHER $300+ TO GET A REPLACEMENT ON A SAFETY ISSUE THAT I DIDN'T CAUSE. PLEASE HELP!! I DO HAVE RECORDS OF THE SERVICE ON 6/4/2018
NHTSA ODI #11099839
35,000 miles · May 15, 2018
Air BagsCrash
WHILE CAR IS IN MOTION CHECK AIR BAG SENSOR WILL GO OFF. SENSOR WILL STAY ON UNTIL IGNITION IS TURNED OFF AND CAR IS IN PARK. THE SENSOR WILL PERIODICALLY TURN ON AND OFF OVER THE LAST 8MONTHS. WHEN CONTACTING HONDA DEALER ABOUT THE CHECK AIRBAG SENSOR THEY STATED IT NOT RELATED TO THE RECALL. I DISAGREE IF MY SENSOR ARE READ…
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WHILE CAR IS IN MOTION CHECK AIR BAG SENSOR WILL GO OFF. SENSOR WILL STAY ON UNTIL IGNITION IS TURNED OFF AND CAR IS IN PARK. THE SENSOR WILL PERIODICALLY TURN ON AND OFF OVER THE LAST 8MONTHS. WHEN CONTACTING HONDA DEALER ABOUT THE CHECK AIRBAG SENSOR THEY STATED IT NOT RELATED TO THE RECALL. I DISAGREE IF MY SENSOR ARE READING CHECK AIRBAGS SOMETHING MUST BE GOING ON.
NHTSA ODI #11094056
Official recalls
0
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NHTSA investigations
2
EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
EA19001 · Electrical Overstress
Opened Apr 19, 2019 · Closed Sep 19, 2024
Status: closed (inferred from source dates) · Air Bags: Air Bag/restraint Control Module
The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW. The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications. The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU. In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle. Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress (“EOS”) that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time. In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners. Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.
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