NHTSA owner reports · September 18, 2026 snapshot.
Unknown Or Other complaints
29 reportsClear category filterMileage unknown · Aug 29, 2026
Service BrakesSteeringUnknown Or Other
My Honda Civic is experiencing multiple serious system warnings, including Check VSA System, Check Power Steering System, Check Brake System, and Check ABS System. This appears to be a recurring issue reported by Honda Civic owners in different places, and I believe Honda needs to investigate the problem and take responsibility …
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My Honda Civic is experiencing multiple serious system warnings, including Check VSA System, Check Power Steering System, Check Brake System, and Check ABS System. This appears to be a recurring issue reported by Honda Civic owners in different places, and I believe Honda needs to investigate the problem and take responsibility for properly addressing it because these systems directly affect vehicle safety and driver control.
NHTSA ODI #11760642
Mileage unknown · Aug 30, 2024
Unknown Or Other
Intelligent inverter unit need replace, there was a recall on Honda Civics with this problem. "But our civic was not on the recall list, which it should have been no reason was given why it was not, it fit all the recall criteria but was not recalled. Could have broken down on the highway in an unsafe area. Sterling Honda inspec…
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Intelligent inverter unit need replace, there was a recall on Honda Civics with this problem. "But our civic was not on the recall list, which it should have been no reason was given why it was not, it fit all the recall criteria but was not recalled. Could have broken down on the highway in an unsafe area. Sterling Honda inspected the unit and said it needed to be replaced, which we did at a cost of $2500. Would like to know why it was not recalled. It fit all the recall criteras.
NHTSA ODI #11611823
Mileage unknown · Jul 21, 2024
Unknown Or Other
ABS (Antilock Brake System) failure which also affects the VSA (Vehicle Stability Assist).
NHTSA ODI #11603607
Mileage unknown · Sep 21, 2022
Service BrakesSteeringUnknown Or Other
ABS check light, VSA check light, Power Steering light comes on. They come on everytime the car is started. Sometimes it is immediately. Sometimes it is delayed. The lights come in that order. My car diagnostic scanning tool says ABS will fail at 30 mph. I lack the funds to get car looked at.
NHTSA ODI #11485591
Mileage unknown · Feb 2, 2022
SteeringUnknown Or Other
The electric power steering pump is failing while driving my vehicle. When driving the vehicle, if I make a turn any way, than my vehicle shuts off and locks up completely causing me to not be able to go or move without turning the vehicle off and on quickly to get out of the way. It has caused me to almost get rear ended as we…
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The electric power steering pump is failing while driving my vehicle. When driving the vehicle, if I make a turn any way, than my vehicle shuts off and locks up completely causing me to not be able to go or move without turning the vehicle off and on quickly to get out of the way. It has caused me to almost get rear ended as well. I have spoke to mechanics at multiple shops and even Spoke to honda world about it; who advised me to take the steps of looking into a recall or submitting an incident report to make a claim.
NHTSA ODI #11449932
Mileage unknown · Jul 9, 2021
Unknown Or Other
Black Crystal Pearl Paint fading on roof
NHTSA ODI #11424062
120,000 miles · Mar 23, 2021
Electrical SystemService BrakesUnknown Or Other
I WAS DRIVING NORMAL ON A BUSY STREET (WITH GAS IN MY TANK) AND SUDDENLY MY CAR AIRBAG LIGHTS APPEARED ON THE SCREEN AND KEPT FLASHING. THEN ALL OF A SUDDEN MY ABS EMERGENCY BREAK LIGHTS SHOWED UP ON THE SCREEN AND EVERYTHING IN MY CAR STARTED FLASHING AND AUTOMATICALLY TOOK OVER. THE CAR WOULDN'T BREAK EVEN WHEN I WAS PRESSING …
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I WAS DRIVING NORMAL ON A BUSY STREET (WITH GAS IN MY TANK) AND SUDDENLY MY CAR AIRBAG LIGHTS APPEARED ON THE SCREEN AND KEPT FLASHING. THEN ALL OF A SUDDEN MY ABS EMERGENCY BREAK LIGHTS SHOWED UP ON THE SCREEN AND EVERYTHING IN MY CAR STARTED FLASHING AND AUTOMATICALLY TOOK OVER. THE CAR WOULDN'T BREAK EVEN WHEN I WAS PRESSING ON THE BREAK, IT KEPT MOVING EVEN WHEN THE ELECTRICAL SYSTEM TOOK OVER! MY CAR SHUT DOWN IN THE MIDDLE OF THE BUSY STREET BY ITSELF. THE EMERGERNCY BREAK LIGHTS ALSO DIDNT TURNED OFF! IT WAS A VERY SCARY MOMENT BECAUSE, I WAS ABLE TO DO ANYTHING WITH THE CAR LOCKED AND SHUT OFF. RIGHT NOW I HAD TO GET AAA TO TOW IT TO A MECHANIC BECAUSE, NOTHING IS TURNING ON. PLEASE LET ME KNOW IF THIS IS AN MANUFACTURING ISSUE OR NOT?!
NHTSA ODI #11404489
98,000 miles · Mar 18, 2021
SteeringUnknown Or Other
TWO LIGHTS ON MY DASH CAME ON , ONE LIGHT IS FOR ELECTRONIC POWER STEERING AND THE OTHER IS FOR VEHICLE STABILITY ASSIST. THESE LIGHTS CAME ON RANDOMLY WHILE DRIVING AT LESS THAN 15 MILES PER HOUR PULLING AWAY FROM A CURB. AS A RESULT, MY POWER STEERING BECAME HEAVY, ALTHOUGH IT STILL FUNCTIONS. VEHICLE STABILITY CONTROL IS NO L…
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TWO LIGHTS ON MY DASH CAME ON , ONE LIGHT IS FOR ELECTRONIC POWER STEERING AND THE OTHER IS FOR VEHICLE STABILITY ASSIST. THESE LIGHTS CAME ON RANDOMLY WHILE DRIVING AT LESS THAN 15 MILES PER HOUR PULLING AWAY FROM A CURB. AS A RESULT, MY POWER STEERING BECAME HEAVY, ALTHOUGH IT STILL FUNCTIONS. VEHICLE STABILITY CONTROL IS NO LONGER USABLE. FURTHER INSPECTION FROM A CODE READER SHOWS THAT THESE LIGHTS CAME ON AS A RESULT OF A GROUND TO BODY SHORT.
NHTSA ODI #11403718
Mileage unknown · Aug 31, 2020
Air BagsUnknown Or Other
MY 2013 HONDA CIVIC HAS 43,000 MILES AND THE STARTER IS ALREADY BREAKING. I READ THAT THE 2013 ACCORD WAS RECALLED FOR THE STARTER BUT NOT THE CIVIC. ACCORDING TO THE HONDA DEALERSHIP THE SAME STARTERS WERE USED IN BOTH CARS, BUT THE CIVIC WAS NOT RECALLED. THE PASSENGER AIRBAG IS DEFECTIVE AS WELL, BUT HONDA TOLD ME THERE IS AN…
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MY 2013 HONDA CIVIC HAS 43,000 MILES AND THE STARTER IS ALREADY BREAKING. I READ THAT THE 2013 ACCORD WAS RECALLED FOR THE STARTER BUT NOT THE CIVIC. ACCORDING TO THE HONDA DEALERSHIP THE SAME STARTERS WERE USED IN BOTH CARS, BUT THE CIVIC WAS NOT RECALLED. THE PASSENGER AIRBAG IS DEFECTIVE AS WELL, BUT HONDA TOLD ME THERE IS AN EXTENDED WARRANTY TO REPLACE THEM. HOWEVER, THEY SAY I AM RESPONSIBLE SO REPLACING THE STARTER.
NHTSA ODI #11352300
Mileage unknown · Feb 29, 2020
Air BagsSteeringUnknown Or Other
THE VSA STAY ON AND MY POWER STEER TURN ON AND OFF SOMETIMES IT'S HARD TO TURN I HARD TO PULL OVER THE FREEWAY TO SHUT THE CAR OFF AND THEN ON IN ORDER TO RETAIN MY POWER STEERING, MY TRACTION CONTROL DOESN'T WORK WICH AM GUESSING IT'S RELATED WITH THE VSA AND MY AIRBAG LIGHT TURNS ON MY DASH THEN TURNS OFF AM A LITTLE TERRIFIE…
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THE VSA STAY ON AND MY POWER STEER TURN ON AND OFF SOMETIMES IT'S HARD TO TURN I HARD TO PULL OVER THE FREEWAY TO SHUT THE CAR OFF AND THEN ON IN ORDER TO RETAIN MY POWER STEERING, MY TRACTION CONTROL DOESN'T WORK WICH AM GUESSING IT'S RELATED WITH THE VSA AND MY AIRBAG LIGHT TURNS ON MY DASH THEN TURNS OFF AM A LITTLE TERRIFIED I MIGHT LOOSE COMPLETE CONTROL OFF MY CAR AND MY AIRBAG WILL GO OFF OR NOT EVEN POP OFF INCASE OF AN ACCIDENT OR I MIGHT CAUSE AN ACCIDENT IF I KEEP LOOSENING MY POWER STEERING (ELECTRONICAL POWER STEERING)
NHTSA ODI #11312191
NHTSA investigations
2EA21002 · 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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