I HAD WARMED UP MY CAR FOR APPROX. 5 MINUTES ON 1/1/2017, DROVE APPROXIMATELY 10 MILES TO A NEARBY CITY, AND TURNED ONTO A CITY STREET DRIVING 30 MPH. I ARRIVED AT A TURN ONTO ANOTHER CITY STREET, COMPLETED THE TURN, AND AS I BEGAN TO ACCELERATE, MY VEHICLE FELT AS IF IT HAD SHIFTED INTO NEUTRAL ON ITS OWN. AS I PRESSED THE ACCE…
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I HAD WARMED UP MY CAR FOR APPROX. 5 MINUTES ON 1/1/2017, DROVE APPROXIMATELY 10 MILES TO A NEARBY CITY, AND TURNED ONTO A CITY STREET DRIVING 30 MPH. I ARRIVED AT A TURN ONTO ANOTHER CITY STREET, COMPLETED THE TURN, AND AS I BEGAN TO ACCELERATE, MY VEHICLE FELT AS IF IT HAD SHIFTED INTO NEUTRAL ON ITS OWN. AS I PRESSED THE ACCELERATOR, THE RPMS WOULD RISE BUT THE VEHICLE WAS ONLY COASTING DOWN THE STREET. I CHECKED THE GEAR SHIFTER, AND IT WAS STILL LOCATED IN THE DRIVE POSITION (AUTOMATIC) I THEN CHECKED THE INSTRUMENT CLUSTER AND IT SHOWED DRIVE WITH NO MAINTENANCE OR PROBLEM LIGHTS ILLUMINATED. I IMMEDIATELY PULLED OVER SHIFTED THE VEHICLE INTO PARK, THEN BACK INTO DRIVE. EVERYTHING SEEMED NORMAL, SO I CONTINUED DRIVING DOWN THE SAME STREET AND ABOUT 10 SECONDS LATER THE SAME ISSUE HAPPENED. I FOLLOWED THE SAME PROCESS AS BEFORE AND THEN CONTINUED TO MY DESTINATION. I BELIEVE THAT THIS ISSUE IS CAUSED BY SOMETHING FAULTY WITH THE TRANSMISSION OR RELATED COMPONENTS. IT SEEMS TO HAVE DONE THIS RANDOMLY OR WHEN SHIFTING INTO DIFFERENT GEARS. ALSO SEEMS FAULTY AS THEIR ARE NO OTHER INDICATORS OF AN ISSUE. I FEEL THAT THIS IS A VERY DANGEROUS ISSUE AS IF THIS WERE TO HAPPEN DURING MY TRANSIT TO WORK EACH DAY (VIA HIGHWAY, TRAVELING 65 MPH) THE POSSIBILITY OF AN ACCIDENT IS GREAT I BELIEVE. I HAVE CONDUCTED SOME RESEARCH ONLINE AND MY FINDINGS INDICATE SEVERAL OTHER OWNERS OF THE SAME VEHICLE HAVE HAD THIS SAME ISSUE WITH THEIR TRANSMISSION, COSTING THEM UNNECESSARY DOLLARS AS WELL AS RISKING SAFETY BY SOMETHING I BELIEVE TO BE FAULTY EQUIPMENT. *TR
NHTSA ODI #10939013
42,000 miles · Sep 11, 2016
Power Train
EXPERIENCING NOISY/CLUNKY SHIFTING WHEN MOVING UP OR DOWN BETWEEN 1ST, 2ND AND 3RD GEARS. (LOWER TWO GEARS WORSE) HAPPENS WHETHER CAR IS STATIONARY OR MOVING BUT SEEMS WORSE WHEN STATIONARY, THOUGH THIS MAY BE DUE TO LESS ENGINE NOISE AND BEING ABLE TO FOCUS MORE ON THE ISSUE. STARTED TO HAPPEN BEFORE EVEN REACHING 50K MILES.
NHTSA ODI #10905639
20,000 miles · Jun 29, 2016
Electrical SystemPower TrainUnknown Or Other
WHEN BREAKING MY HEADLIGHTS FLICKER ON AND OFF. IT ONLY OCCURS WHEN BREAKING. SECOND ISSUE: WHEN BACKING UP FROM REVERSE GEAR AND PUTTING CAR INTO DRIVE THE TRANSMISSION HESITATES TO ENGAGE AND THE CAR SURGES FORWARD LIKE IT IS NOT IN GEAR. IT WILL ALSO MAKE A METAL ON METAL SOUND WHEN FOOT IS NOT ON THE BRAKE PEDAL. THIRD…
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WHEN BREAKING MY HEADLIGHTS FLICKER ON AND OFF. IT ONLY OCCURS WHEN BREAKING. SECOND ISSUE: WHEN BACKING UP FROM REVERSE GEAR AND PUTTING CAR INTO DRIVE THE TRANSMISSION HESITATES TO ENGAGE AND THE CAR SURGES FORWARD LIKE IT IS NOT IN GEAR. IT WILL ALSO MAKE A METAL ON METAL SOUND WHEN FOOT IS NOT ON THE BRAKE PEDAL. THIRD ISSUE: AT 55 MPH THE VEHICLE SHAKES. DEALER SAID THEY CANNOT DUPLICATE IT BUT IT HAPPENS ALWAYS AT 55MPH.
NHTSA ODI #10881518
23,000 miles · Apr 15, 2016
Power TrainVehicle Speed Control
TL* THE CONTACT OWNS A 2013 MAZDA MAZDA3. THE CONTACT STATED THAT WHILE STOPPED AT A STOP LIGHT, THE VEHICLE REVVED AND VIOLENTLY JERKED FORWARD WITHOUT WARNING. THE FAILURE RECURRED NUMEROUS TIMES. THE VEHICLE WAS NOT TAKEN TO A DEALER OR DIAGNOSED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS APP…
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TL* THE CONTACT OWNS A 2013 MAZDA MAZDA3. THE CONTACT STATED THAT WHILE STOPPED AT A STOP LIGHT, THE VEHICLE REVVED AND VIOLENTLY JERKED FORWARD WITHOUT WARNING. THE FAILURE RECURRED NUMEROUS TIMES. THE VEHICLE WAS NOT TAKEN TO A DEALER OR DIAGNOSED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 23,000. UPDATED 05/11/16*LJ *TR
NHTSA ODI #10855633
500 miles · Jan 5, 2015
Power Train
MY CAR HAS HAD AUTOMATIC TRANSMISSION ISSUES SINCE I BOUGHT IT. INTERMITTENT LACK OF ACCELERATION AFTER COMING OUT OF A PARKING LOT, MAKING A SLOW TURN AND SLOWING DOWN THEN NEEDING TO SPEED UP ON THE FREEWAY. I HAVE ALMOST BEEN REAR ENDED MULTIPLE TIMES BECAUSE OF THE CAR'S INABILITY TO SPEED UP IMMEDIATELY. THE DEALER I GO …
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MY CAR HAS HAD AUTOMATIC TRANSMISSION ISSUES SINCE I BOUGHT IT. INTERMITTENT LACK OF ACCELERATION AFTER COMING OUT OF A PARKING LOT, MAKING A SLOW TURN AND SLOWING DOWN THEN NEEDING TO SPEED UP ON THE FREEWAY. I HAVE ALMOST BEEN REAR ENDED MULTIPLE TIMES BECAUSE OF THE CAR'S INABILITY TO SPEED UP IMMEDIATELY. THE DEALER I GO TO HAS TEST DROVE IT AND SINCE THE PROBLEM DIDN'T OCCUR ON THE SHORT TEST DRIVE THEY COULDN'T GET MAZDA TO APPROVE THE REPAIR. THE TECHNICIAN HAS DEALT WITH THIS PROBLEM BEFORE ON MULTIPLE MAZDA 3'S AND TOLD ME IT WAS THE TRANSMISSION VALVE BODY THAT NEEDED TO BE REPLACED. I CONTACTED MAZDA AND THEY BASICALLY TOLD ME TO POUND SAND, THAT THEY WOULDN'T FIX IT UNLESS IT OCCURRED WHILE THE DEALER TECH DROVE. THEY DIDN'T OFFER TO GIVE ME A RENTAL CAR SO THE TECH COULD KEEP IT FOR A FEW DAYS AND DRIVE IT, NOTHING. THIS IS A DANGEROUS SITUATION THAT MAZDA KNOWS ABOUT AND THEY REFUSE TO ACKNOWLEDGE IT. *TR
NHTSA ODI #10670294
6,500 miles · Mar 7, 2014
EnginePower Train
I STARTED THE CAR AND THE CHECK ENGINE LIGHT CAME ON. SHIFTED INTO GEAR THE "AT" LIGHT CAME ON. BROUGHT IT IN FOR SERVICE AND THEY NEED TO REPLACE THE "TRANS VALVEBODY". LOOKS LIKE A RECURRING THEME HERE. THE CAR IS A 2013 MAZDA3 I GRAND TOURING HATCHBACK THAT IS ONLY ABOUT 7 MONTHS OLD AND HAS LESS THAN 7000 MILES. *TR
NHTSA ODI #10567736
1,000 miles · Nov 19, 2013
Power Train
MY CAR SUDDENLY SHIFTED INTO NEUTRAL AND WOULD NOT SHIFT OUT OF IT. I COASTED TO A STOP, STOPPED THE CAR, WAITED A BIT, THEN RESTARTED. IT WENT ABOUT HALF A MILE AND THE SAME THING HAPPENED. THE DEALER SAID IT'S A FAULTY TRANSMISSION VALVE BODY (AND I WAS TOLD IT'S A KNOWN ISSUE, BUT DIDN'T SEE ANYTHING HERE OR ON MAZDA'S WEBSIT…
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MY CAR SUDDENLY SHIFTED INTO NEUTRAL AND WOULD NOT SHIFT OUT OF IT. I COASTED TO A STOP, STOPPED THE CAR, WAITED A BIT, THEN RESTARTED. IT WENT ABOUT HALF A MILE AND THE SAME THING HAPPENED. THE DEALER SAID IT'S A FAULTY TRANSMISSION VALVE BODY (AND I WAS TOLD IT'S A KNOWN ISSUE, BUT DIDN'T SEE ANYTHING HERE OR ON MAZDA'S WEBSITE). I WAS VERY LUCKY TO HAVE JUST GOTTEN OFF THE FREEWAY BEFORE THIS HAPPENED. *TR
NHTSA ODI #10552879
3,660 miles · Sep 13, 2013
EnginePower Train
MY NEW 2013 MAZDA3 WITH ONLY 3660 MILES FAILED ON A BUSY HIGHWAY. FIRST, THE ENGINE MADE A LOUD NOISE EVERY TIME I SHIFTED GEARS (MANUAL SHIFT.) THEN, I COULD NOT CHANGE GEARS AT ALL, AND THE ENGINE FAILED----I JUST BARELY GOT IT TO THE SHOULDER BEFORE IT QUIT ENTIRELY. THE DEALER SAYS THE CLUTCH NEEDS TO BE REPLACED. I'VE HA…
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MY NEW 2013 MAZDA3 WITH ONLY 3660 MILES FAILED ON A BUSY HIGHWAY. FIRST, THE ENGINE MADE A LOUD NOISE EVERY TIME I SHIFTED GEARS (MANUAL SHIFT.) THEN, I COULD NOT CHANGE GEARS AT ALL, AND THE ENGINE FAILED----I JUST BARELY GOT IT TO THE SHOULDER BEFORE IT QUIT ENTIRELY. THE DEALER SAYS THE CLUTCH NEEDS TO BE REPLACED. I'VE HAD THE CAR LESS THAN 6 MONTHS. *TR
Mazda North American Operations (Mazda) is recalling certain model year 2010-2013 Mazda3 and Mazdaspeed3 vehicles manufactured November 18, 2008, to June 8, 2013, 2012-2015 Mazda5 vehicles manufactured October 26, 2010, to June 22, 2015, 2016 CX-3 vehicles manufactured June 1, 2015, to December 26, 2015, and 2013-2016 CX-5 vehicles manufactured December 15, 2011, to December 26, 2015. On the affected vehicles, the lift gate support struts may corrode, possibly causing the struts to break and/or the lift gate to drop unexpectedly.
Consequence & remedy
Consequence: If the lift gate falls unexpectedly, it may hit the user, increasing their risk of injury.
Remedy: Mazda dealers will replace the both lift gate supports, free of charge, however parts are not currently available. The recall began April 2017. Owners may contact Mazda customer service at 1-800-222-5500. Mazda's number for this recall is 9916H.
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
1
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.
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