NHTSA owner reports · September 18, 2026 snapshot.
Power Train complaints
17 reportsClear category filterMileage unknown · Jan 7, 2026
Power Train
The vehicle unexpectedly shifts into neutral. I purchased the vehicle in 2023 at a used car dealership. I mentioned that this was happening to the salesmen roughly 1-2 months after I purchased the vehicle when it first happened I asked him if there were any recalls or any repairs done that I should know about. I was told there …
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The vehicle unexpectedly shifts into neutral. I purchased the vehicle in 2023 at a used car dealership. I mentioned that this was happening to the salesmen roughly 1-2 months after I purchased the vehicle when it first happened I asked him if there were any recalls or any repairs done that I should know about. I was told there were no recalls and no repairs done on the truck. I was told to take it to a dealer to have it check. I called the dealer and mentioned that I saw a recall for this same issue from 2016. I was told there wasn’t a recall on the vin #. The truck is not safe to drive. I’m afraid I will cause a serious accident with the truck unexpectedly shifting into neutral.
NHTSA ODI #11709437
115,000 miles · Oct 22, 2025
Power Train
The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated that while driving at an undisclosed speed, the vehicle suddenly lost motive power after shifting into neutral, as indicated by the gear shift indicator light. The vehicle returned to normal functionality, but the failure became a regular occurrence. No wa…
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The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated that while driving at an undisclosed speed, the vehicle suddenly lost motive power after shifting into neutral, as indicated by the gear shift indicator light. The vehicle returned to normal functionality, but the failure became a regular occurrence. No warning lights were illuminated. The vehicle was not taken to the dealer or an independent mechanic. The vehicle was not repaired. After investigating the failure, the contact related the failure to NHTSA Campaign Number: 16V614000 (Power Train), but the VIN was not included. The manufacturer was not notified of the failure. The failure mileage was 115,000.
NHTSA ODI #11695086
Mileage unknown · Jun 8, 2025
EnginePower Train
I am reporting a critical and systemic defect affecting Land Rover vehicles equipped with the 2.0L GTDi turbo petrol engine (240 hp), including my 2015 Evoque, My engine suffered catastrophic failure at ~118,000 miles while driving caused by a premature timing chain or tensioner failure. Pistons & valves collides, cams clashed …
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I am reporting a critical and systemic defect affecting Land Rover vehicles equipped with the 2.0L GTDi turbo petrol engine (240 hp), including my 2015 Evoque, My engine suffered catastrophic failure at ~118,000 miles while driving caused by a premature timing chain or tensioner failure. Pistons & valves collides, cams clashed and wouldn't rotate, loss of compression and dangerously instantaneous loss of power/speed/control without warning. The damage required full engine replacement. This significantly increases the risk of crashes & deaths especially at high speeds, traffic congestion, windy roads or hills, night time driving, poor weather conditions. Without warning the driver is helpless without power or ability to move to safety and rear end collision or loss of control is highly likely. Land Rover’s Passport to Service for the 2015 model year does not include timing chain inspection or replacement at any interval—not at 60k, 90k, or even 120k miles. The chain is treated as a “lifetime” component, giving drivers no opportunity to prevent failure. Vehicle had all proper maintenance, recent oil changes at low intervals, and official Land Rover dealership underwent full diagnostics and testing with the conclusion this fault was not user/driver related or to any part myself. Online forums, technician reports, and owner cases show this issue is widespread and recurring across many model years and builds using this engine. The repair is anywhere from 15-20k USD for the evoque (using a reman or new engine). Notably, Land Rover has previously settled class-action lawsuits (e.g., 2012-2014 Lr4 for the or 5.0L V8) where timing chain failures caused major damage—offering full or prorated reimbursement to owners. There are also industry precedents, such as VW/Audi 2.0T engines, in which tensioner defects led to class actions covering engine replacements.
NHTSA ODI #11665567
Mileage unknown · Aug 25, 2024
Power Train
Gear shift stuck in park or will get stuck in reverse after turning car on. Have to turn on and off multiple times before gear shift starts working again
NHTSA ODI #11610675
155,000 miles · May 30, 2024
EnginePower Train
The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated that while driving at an undisclosed speed, the transmission inadvertently shifted from the drive(D) to neutral(N) and the vehicle lost motive power. A bystander helped shift the transmission into park(P) and then into drive(D). The contact was able to dri…
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The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated that while driving at an undisclosed speed, the transmission inadvertently shifted from the drive(D) to neutral(N) and the vehicle lost motive power. A bystander helped shift the transmission into park(P) and then into drive(D). The contact was able to drive to the residence. The vehicle failed to restart while at the residence. The vehicle was towed to the dealer, where it was determined that the variable valve timing (VVT) solenoid needed to be replaced. The vehicle was not repaired. The manufacturer was not made aware of the failure. The failure mileage was approximately 155,000.
NHTSA ODI #11591502
156,000 miles · Jan 2, 2024
Power Train
The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated while driving 7 MPH and coming to a stop, the vehicle downshifted into neutral and displayed a message "Gear Fault". The battery warning light illuminated. The vehicle was restarted and driven to the residence. The contact stated that the failure persisted…
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The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated while driving 7 MPH and coming to a stop, the vehicle downshifted into neutral and displayed a message "Gear Fault". The battery warning light illuminated. The vehicle was restarted and driven to the residence. The contact stated that the failure persisted. The vehicle was taken to the dealer to be diagnosed; however, the vehicle was not repaired. The vehicle was not included in NHTSA Campaign Number: 16V614000 (Power Train). The manufacturer was made aware of the failure. The approximate failure mileage was 156,000.
NHTSA ODI #11563104
Mileage unknown · Sep 13, 2023
Power TrainUnknown Or Other
My trunk door will open up on its own. I will come outside in the morning and my trunk will be open,or as we are getting in our getting out of the vehicle the trunk door will come up all by itself. I have a toddler so this posses a serious safty concern. In addition, my power train just stops on its own where the vehicle wont ac…
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My trunk door will open up on its own. I will come outside in the morning and my trunk will be open,or as we are getting in our getting out of the vehicle the trunk door will come up all by itself. I have a toddler so this posses a serious safty concern. In addition, my power train just stops on its own where the vehicle wont accelerate as it should. i have kept up with all of the service request and needed repairs on the vehicle.
NHTSA ODI #11544376
Mileage unknown · May 31, 2023
Power Train
During routine maintenance (motor oil change), I discovered the transfer case leaking oil from a sealing cap. Upon further investigation, I discovered Land Rover is aware of the issue and they have a Technical Bulletin (LTB00834NAS1) for the repair. I contacted Land Rover Corporate and the local dealer, they both refused to re…
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During routine maintenance (motor oil change), I discovered the transfer case leaking oil from a sealing cap. Upon further investigation, I discovered Land Rover is aware of the issue and they have a Technical Bulletin (LTB00834NAS1) for the repair. I contacted Land Rover Corporate and the local dealer, they both refused to repair it free of charge since the vehicle is out of warranty. This is a safety issue and Land Rover should repair it with a recall. If all the oil leaks out (transfer case only holds approx 1 pint), the transfer case would seize and potentially cause a crash.
NHTSA ODI #11524732
Mileage unknown · Mar 7, 2023
EngineFuel/propulsion SystemPower Train
I was driving on the highway and my turbo went out. My car has not been the same since. I’ve taken it to the deal many times but the engine is not the same and the car shakes when idol and does not properly accelerate
NHTSA ODI #11510703
85,000 miles · May 24, 2022
Power Train
The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated while driving 40 MPH and slowing down to merge into traffic, the accelerator pedal was depressed and the RPM revved however, the vehicle failed to respond. The contact stated the "gear box fault" warning light was illuminated. The contact coasted off to th…
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The contact owns a 2015 Land Rover Range Rover Evoque. The contact stated while driving 40 MPH and slowing down to merge into traffic, the accelerator pedal was depressed and the RPM revved however, the vehicle failed to respond. The contact stated the "gear box fault" warning light was illuminated. The contact coasted off to the side of the road. The vehicle came to a stop and the contact turned off the vehicle. When the vehicle was restarted, the vehicle failed to shift into drive and instead remained in neutral. The contact had the vehicle towed to an independent mechanic who diagnosed that the secondary battery needed to be replaced. The battery was replaced but the vehicle was not repaired. The vehicle was towed to a dealer where it was diagnosed and determined that the transmission needed to be replaced. The vehicle was not repaired. The contact researched online and related the failure to NHTSA Campaign Number: 16V614000 (Power Train). The manufacturer had been informed of the failure. The failure mileage was approximately 85,000. The contact has stated that the vehicle is no longer in their possession.
NHTSA ODI #11465979
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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