NHTSA owner reports · September 18, 2026 snapshot.
Engine complaints
43 reportsClear category filter145,000 miles · Jun 18, 2015
Engine
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE DRIVING 40 MPH, THE BRAKE LIGHTS ILLUMINATED AND THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE FAILED TO CRANK TWICE BEFORE BEING ABLE TO BE RESTARTED. THE ENGINE LIGHT ILLUMINATED SHORTLY AFTER THE FAILURE. THE VEHICLE WAS TAKEN TO A REPAIR FACILITY. THE TECHNICIAN STATED THAT…
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE DRIVING 40 MPH, THE BRAKE LIGHTS ILLUMINATED AND THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE FAILED TO CRANK TWICE BEFORE BEING ABLE TO BE RESTARTED. THE ENGINE LIGHT ILLUMINATED SHORTLY AFTER THE FAILURE. THE VEHICLE WAS TAKEN TO A REPAIR FACILITY. THE TECHNICIAN STATED THAT THE CAM SHAFT SENSOR FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. HOWEVER, THE VEHICLE WAS NOT A PART OF NHTSA CAMPAIGN NUMBER: 03V455000 (ENGINE AND ENGINE COOLING). THE FAILURE MILEAGE WAS 145,000.
NHTSA ODI #10725909
47,000 miles · May 5, 2015
Engine
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE DRIVING AT 35 MPH, THE VEHICLE STALLED. THE CONTACT WAS ABLE TO RESTART THE VEHICLE AND ALL WARNING LIGHTS ON THE INSTRUMENT PANEL ILLUMINATED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE CAM SHAFT SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED …
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE DRIVING AT 35 MPH, THE VEHICLE STALLED. THE CONTACT WAS ABLE TO RESTART THE VEHICLE AND ALL WARNING LIGHTS ON THE INSTRUMENT PANEL ILLUMINATED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE CAM SHAFT SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED HOWEVER, THE FAILURE RECURRED. THE VEHICLE WAS THEN TAKEN TO A DEALER BUT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE CONTACT WAS AWARE OF NHTSA CAMPAIGN NUMBER: 03V455000 (ENGINE AND ENGINE COOLING), BUT THE VIN WAS NOT INCLUDED. THE FAILURE MILEAGE WAS 47,000. UPDATED 7/13/15*CN THE CONSUMER STATED THE VEHICLE HARD TO START. UPDATED 07/16/15*JB
NHTSA ODI #10714726
135,000 miles · Apr 30, 2015
Engine
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE MAKING A RIGHT TURN AT 20 MPH, THE VEHICLE STALLED. THE CONTACT WAS ABLE TO RESTART THE VEHICLE AND THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE CAM SHAFT SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAI…
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE MAKING A RIGHT TURN AT 20 MPH, THE VEHICLE STALLED. THE CONTACT WAS ABLE TO RESTART THE VEHICLE AND THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO DIAGNOSED THAT THE CAM SHAFT SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE CONTACT WAS AWARE OF NHTSA CAMPAIGN NUMBER: 03V455000 (ENGINE AND ENGINE COOLING) BUT THE VIN WAS NOT INCLUDED. THE FAILURE MILEAGE WAS 135,000.
NHTSA ODI #10713921
190,000 miles · Feb 17, 2015
Engine
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE DRIVING APPROXIMATELY 70 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE FAILURE RECURRED TWICE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE CRANK POSITION SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS …
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. WHILE DRIVING APPROXIMATELY 70 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE CHECK ENGINE WARNING LIGHT ILLUMINATED. THE FAILURE RECURRED TWICE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE CRANK POSITION SENSOR NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 190,000.
NHTSA ODI #10683895
Mileage unknown · Oct 30, 2014
EngineVehicle Speed ControlCrash
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT STATED THAT WHILE MAKING A LEFT TURN, THE VEHICLE ACCELERATED INDEPENDENTLY CAUSING THE CONTACT TO CRASH INTO THREE PARKED VEHICLES. THE AIR BAGS FAILED TO DEPLOY. A POLICE REPORT WAS FILED AND NO INJURIES WERE REPORTED. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. ALSO, THE…
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT STATED THAT WHILE MAKING A LEFT TURN, THE VEHICLE ACCELERATED INDEPENDENTLY CAUSING THE CONTACT TO CRASH INTO THREE PARKED VEHICLES. THE AIR BAGS FAILED TO DEPLOY. A POLICE REPORT WAS FILED AND NO INJURIES WERE REPORTED. THE FAILURE RECURRED ON NUMEROUS OCCASIONS. ALSO, THE CONTACT STATED THAT THE AFTER PRECEDING FROM A STOP, THE VEHICLE WOULD STALL WITHOUT WARNING. THE VEHICLE WAS TAKEN TO A CERTIFIED MECHANIC WHO DIAGNOSED THAT THE CRANK CAM POSITION SENSOR NEEDED TO BE REPLACED. THE VEHICLE HAD NOT BEEN REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE VIN WAS UNAVAILABLE. THE FAILURE MILEAGE WAS UNAVAILABLE.
NHTSA ODI #10651434
94,400 miles · Oct 28, 2014
Electrical SystemEngine
AS VERIFIED BY AN INDEPENDENT MECHANIC, THE CAMSHAFT SENSOR SHUT THE CAR DOWN DURING OPERATION ON THE HIGHWAY. I WAS ADVISED THAT THIS SPECIFIC PROBLEM WAS THE SUBJECT OF A RECALL IN 2003 (NOTICE OF WHICH WAS NEVER GIVEN TO ME) AND I FOUND TWO INDEPENDENT INTERNET REFERENCES TO A RECALL FOR THIS SPECIFIC PROBLEM (RECALL #33403),…
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AS VERIFIED BY AN INDEPENDENT MECHANIC, THE CAMSHAFT SENSOR SHUT THE CAR DOWN DURING OPERATION ON THE HIGHWAY. I WAS ADVISED THAT THIS SPECIFIC PROBLEM WAS THE SUBJECT OF A RECALL IN 2003 (NOTICE OF WHICH WAS NEVER GIVEN TO ME) AND I FOUND TWO INDEPENDENT INTERNET REFERENCES TO A RECALL FOR THIS SPECIFIC PROBLEM (RECALL #33403), ONE OF WHICH CONTAINED A RANGE OF AFFECTED VIN'S THAT INCLUDED MY CAR. I SENT THE INFORMATION TO NISSAN WITH THE SUPPORTING DOCUMENTATION BUT WAS SUMMARILY REJECTED ON THE BASIS THAT MY VIN SIMPLY DID NOT APPEAR ON THEIR COMPUTER. I ASKED IF IT WAS BECAUSE THE RECALL WAS IN 2003, BUT DID NOT RECEIVE A REPLY. NISSAN REFUSED TO REPLACE THE DEFECTIVE PART(S); CONSEQUENTLY, I HAD THE WORK PERFORMED BY AN INDEPENDENT MECHANIC. HENCE, THE QUESTION: IS THIS 10-YEAR OLD (APPARENTLY VOLUNTARY) RECALL ENFORCEABLE BY THE NHTSB? NISSAN COULD OBVIOUSLY NOT CARE LESS. *TR
NHTSA ODI #10650712
174,000 miles · Jun 21, 2014
Electrical SystemEngine
WHILE DRIVING APPROXIMATELY 25 MPH, THE VEHICLE SUDDENLY STALLED. AFTER APPROXIMATELY TEN MINUTES, I WAS ABLE TO RESTART THE VEHICLE. THE CAR HAS STALLED IN TRAFFIC THREE TIMES OVER THE LAST 3 WEEKS. I HAVE READ ON THE INTERNET THAT THERE ARE MANY OTHERS WITH THE SAME PROBLEM. NISSAN REFUSES TO CORRECT THE PROBLEM. WHEN MY CA…
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WHILE DRIVING APPROXIMATELY 25 MPH, THE VEHICLE SUDDENLY STALLED. AFTER APPROXIMATELY TEN MINUTES, I WAS ABLE TO RESTART THE VEHICLE. THE CAR HAS STALLED IN TRAFFIC THREE TIMES OVER THE LAST 3 WEEKS. I HAVE READ ON THE INTERNET THAT THERE ARE MANY OTHERS WITH THE SAME PROBLEM. NISSAN REFUSES TO CORRECT THE PROBLEM. WHEN MY CAR STALLED THE CAR BEHIND ME CAME CLOSE TO HITTING ME. THE CAR IS UNSAFE TO DRIVE. I OR MY FAMILY COULD BE KILLED IN AN ACCIDENT DUE TO THE STALLING OF THE CAR IN TRAFFIC. GM IS NOW FIXING THE PROBLEM WITH THEIR CARS; AFTER 13 DEATHS. PLEASE ENSURE THAT OWNERS OF THIS CAR ARE SAFE! THANKS YOU. *TR
NHTSA ODI #10604956
170,000 miles · May 5, 2014
Engine
WHILE DRIVING AT APPROX 30 MPH, THE CAR SHUT OFF AS MY CHILD AND I WERE COMING TO A STOPLIGHT. I HAD NO PROBLEM RESTARTING AND ENCOUNTERED THIS SAME PROBLEM 4 MORE TIMES DURING MY TRIP, INCLUDING FAILURE TO IDLE. CHECK ENGINE LIGHT NEVER CAME ON. NEXT TIME, I WAS DRIVING APPROX 45 MPH AND THE CAR SHUT OFF AND IT TRIED RESTARTING…
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WHILE DRIVING AT APPROX 30 MPH, THE CAR SHUT OFF AS MY CHILD AND I WERE COMING TO A STOPLIGHT. I HAD NO PROBLEM RESTARTING AND ENCOUNTERED THIS SAME PROBLEM 4 MORE TIMES DURING MY TRIP, INCLUDING FAILURE TO IDLE. CHECK ENGINE LIGHT NEVER CAME ON. NEXT TIME, I WAS DRIVING APPROX 45 MPH AND THE CAR SHUT OFF AND IT TRIED RESTARTING ITSELF WHILE I WAS TRYING TO FIND A SAFE PLACE TO PULL OVER. THE CAR RESTARTED AGAIN NO PROBLEM. THEN AS MY HUSBAND AND I WERE DRIVING AT APPROX. 60 MPH THE CAR BEGAN TO LURCH (STOPPING AND ATTEMPTING TO START AGAIN BY ITSELF). PULLED OFF THE ROAD AND WAS ABLE TO RESTART THE CAR, ALL OF THESE INSTANCES NO CHECK ENGINE LIGHT. LASTLY, I WAS UNABLE TO START THE CAR AFTER PARKING IT AWAY FROM HOME AND IT WAS ACTING LIKE IT WAS "FLOODED". AFTER 20 MINUTES OF ATTEMPTED STARTING, IT FINALLY TOOK AND I DROVE HOME ON THE BACK ROADS. AFTER SEVERAL ATTEMPTS AT HOME TO RECREATE THE NO START PROBLEM, THE CHECK ENGINE LIGHT IS FINALLY ON! AT THIS POINT, I'M NOT DRIVING THIS VEHICLE UNTIL WE HAVE THE BANK 2 CAMSHAFT POSITION SENSOR REPLACED. WE RAN A CODE READER AND GOT A P0345 CODE. NISSAN HAS A RECALL ON THIS YEAR MAKE/MODEL BUT I, LIKE MANY, MANY OTHER CONSUMERS HAVE BEEN TOLD, THEIR VIN IS NOT PART OF THE RECALL FROM 2003. I WOULD LIKE TO KNOW IF ANYONE'S VIN FELL INTO THEIR RECALL. I JUST TOLD THE NISSAN "CUSTOMER SERVICE" THAT I AM AFRAID DRIVING THIS CAR COULD RESULT IN FATALITIES, AND THEY SUGGESTED I TAKE IT TO THE DEALERSHIP AND MAYBE THEY COULD DO SOMETHING FOR ME! LIKE SELL ME A NEW CAR? NEVER AGAIN, NISSAN. *TR
NHTSA ODI #10586561
101,000 miles · Feb 3, 2014
Engine
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT WAS DRIVING 60 MPH, WHEN THE VEHICLE STALLED WITHOUT WARNING. THE CONTACT STATED THAT THE CHECK ENGINE LIGHT ILLUMINATED AS THE VEHICLE WAS RESTARTED. THE VEHICLE PERFORMED NORMALLY AND WAS LATER TAKEN TO A DEALER FOR INSPECTION. THE CONTACT WAS INFORMED THAT THE ENGINE SENS…
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT WAS DRIVING 60 MPH, WHEN THE VEHICLE STALLED WITHOUT WARNING. THE CONTACT STATED THAT THE CHECK ENGINE LIGHT ILLUMINATED AS THE VEHICLE WAS RESTARTED. THE VEHICLE PERFORMED NORMALLY AND WAS LATER TAKEN TO A DEALER FOR INSPECTION. THE CONTACT WAS INFORMED THAT THE ENGINE SENSOR FAILED POSSIBLY DUE TO FAULTY WIRING. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE INCIDENT. THE APPROXIMATE FAILURE MILEAGE WAS 101,000.
NHTSA ODI #10562610
122,000 miles · Apr 22, 2013
EnginePower TrainFire
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 45 MPH, A BURNING ODOR EMITTED INSIDE OF THE VEHICLE WITH THE ILLUMINATION OF THE ENGINE WARNING INDICATOR. THE TRANSMISSION THEN FAILED TO OPERATE. THE VEHICLE WAS MANEUVERED TO THE SIDE OF THE ROAD. AFTER WAITING FIFTEEN MINUTES, THE…
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 45 MPH, A BURNING ODOR EMITTED INSIDE OF THE VEHICLE WITH THE ILLUMINATION OF THE ENGINE WARNING INDICATOR. THE TRANSMISSION THEN FAILED TO OPERATE. THE VEHICLE WAS MANEUVERED TO THE SIDE OF THE ROAD. AFTER WAITING FIFTEEN MINUTES, THE VEHICLE RESTARTED NORMALLY AND THE PROBLEM RECURRED. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC FOR DIAGNOSIS AND THEY WERE UNABLE TO LOCATE A PROBLEM. THERE WAS A RECALL ASSOCIATED WITH NHTSA CAMPAIGN ID NUMBER 01V3570000 (ENGINE AND ENGINE COOLING). THE MANUFACTURER WAS NOTIFIED OF THE PROBLEM WHO STATED THAT THE VEHICLE HAD BEEN PREVIOUSLY REPAIRED UNDER THE RECALL. THE VEHICLE HAD NOT BEEN REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 122,000.
NHTSA ODI #10509067
Official recalls
3Jan 9, 2020
Nissan North America, Inc. (Nissan) is recalling certain 2001-2003 Maxima, 2002-2006 Sentra, 2002-2004 Pathfinder, 2007-2011 Versa Sedan and Versa Hatchback, 2001-2004 Infiniti I30 and I35, 2002-2003 Inifiniti QX4, 2003-2008 Infiniti FX35 and FX45 and 2006-2010 M35 and M45 vehicles. The vehicles are equipped with non-desiccated, frontal passenger air bag inflators containing phase stabilized ammonium nitrate (PSAN) propellant that were used as interim remedy parts for previous Takata recalls. These inflators may explode due to propellant degradation occurring after long-term exposure to high absolute humidity, high temperatures, and high temperature cycling.
Consequence & remedy
Consequence: An inflator explosion may result in sharp metal fragments striking the driver or other occupants resulting in serious injury or death.
Remedy: Nissan will notify owners, and dealers will replace the front passenger air bag inflators with alternate desiccated inflators, free of charge. The recall began February 12, 2020. Owners may contact Nissan customer service at 888-737-9511 or Infiniti customer service at 888-810-3715.
May 15, 2015
Nissan North America, Inc. (Nissan) is recalling certain model year 2001-2003 Nissan Maxima, 2002-2004 Pathfinder, 2002-2006 Sentra, 2002-2003 Infiniti QX4 and I35, 2003 FX35 and FX45, and 2001 I30 vehicles. Upon deployment of the passenger side frontal air bag, excessive internal pressure may cause the inflator to rupture.
Consequence & remedy
Consequence: In the event of a crash necessitating deployment of the passenger's frontal air bag, the inflator could rupture with metal fragments striking the vehicle occupants potentially resulting in serious injury or death.
Remedy: Nissan will notify owners, and dealers will replace the passenger air bag inflator, free of charge. The recall began on June 15, 2015. Owners may contact Nissan customer service at 1-800-647-7261. Note: On December 18, 2015 Nissan informed NHTSA of an amendment of this recall to remove 2004-2005 Infiniti FX35 and FX45 vehicles.
Nov 17, 2003
ON CERTAIN PASSENGER VEHICLES, THE CIRCUIT BOARD FOR THE CRANK POSITION SENSOR OR CAM POSITION SENSOR MAY HAVE AN IMPROPER SOLDER JOINT DUE TO SOLDER DEFORMATION CAUSED BY HEAT STRESS ACCELERATED BY THE EXISTENCE OF FLUX RESIDUE DURING THE SOLDERING PROCESS.
Consequence & remedy
Consequence: THIS COULD CAUSE THE "SERVICE ENGINE SOON" WARNING LIGHT TO COME ON, CREATE A NO START CONDITION, CAUSE REDUCED ENGINE POWER, OR CAUSE THE ENGINE TO STOP RUNNING WITHOUT WARNING DURING VEHICLE OPERATION, WHICH COULD RESULT IN A CRASH.
Remedy: DEALERS WILL REPLACE THE CRANK POSITION SENSORS. CAMSHAFT POSITION SENSOR(S), AND IN SOME CASES, THE VARIABLE TIMING CONTROL SENSOR(S). VEHICLES INVOLVED IN A PREVIOUS RECALL CAMPAIGN, 01V357, ARE ALSO INCLUDED IN THIS NEW CAMPAIGN. THE REPLACEMENT SENSORS USED IN THAT CAMPAIGN ARE ALSO AFFECTED. OWNER NOTIFICATION BEGAN ON DECEMBER 22, 2003. OWNERS SHOULD CONTACT NISSAN AT 1-800-647-7261 OR INFINITI AT 1-800-662-6200.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
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