NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
206 reports145,000 miles · Jul 21, 2011
Air BagsCrashInjury
TL* THE CONTACT OWNS 2003 NISSAN MAXIMA. THE CONTACT WAS IN A HEAD ON CRASH WHERE THE CONTACT STRUCK THE WINDSHILED, BECUASE THE DRIVER'S SIDE AIR BAG DID NOT DEPLOY. THE CONTACT STATED THAT THE PASSENGER SIDE AIR BAG DID DEPLOY. THE VEHICLE WAS TAKEN TO A REPAIR SHOP, BUT THE CONTACT DID NOT KNOW IF THE VEHICLE WOULD BE REPAIRE…
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TL* THE CONTACT OWNS 2003 NISSAN MAXIMA. THE CONTACT WAS IN A HEAD ON CRASH WHERE THE CONTACT STRUCK THE WINDSHILED, BECUASE THE DRIVER'S SIDE AIR BAG DID NOT DEPLOY. THE CONTACT STATED THAT THE PASSENGER SIDE AIR BAG DID DEPLOY. THE VEHICLE WAS TAKEN TO A REPAIR SHOP, BUT THE CONTACT DID NOT KNOW IF THE VEHICLE WOULD BE REPAIRED. THE VIN WAS UNKNOWN. THE FAILURE MILEAGE AND CURRENT MILEAGES WERE 145,000. UPDATED 2/21/12 *CN
NHTSA ODI #10413998
43,000 miles · Jul 19, 2011
Engine And Engine Cooling
2003 NISSAN MAXIMA CAM SENSOR FAILURE. CAR SHUT DOWN IN TRAFFIC. *KB
NHTSA ODI #10413590
67,451 miles · Jun 1, 2011
Engine And Engine Cooling
ON APRIL 28TH 2011, I WAS DRIVING ON THE HIGHWAY WHEN MY 2003 NISSAN MAXIMA SE VEHICLE ENGINE SPUTTERED AND CUT OFF IN THE MIDDLE OF TRAFFIC AND AN ENGINE LIGHT CAME ON. I WAS VERY LUCKY THERE WAS A POLICE OFFICE A FEW CARS BEHIND ME TO STOP TRAFFIC OTHERWISE I AVOIDED AN ACCIDENT BY A HAIR! NEEDLESS TO SAY I HAD TO HAVE THE VE…
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ON APRIL 28TH 2011, I WAS DRIVING ON THE HIGHWAY WHEN MY 2003 NISSAN MAXIMA SE VEHICLE ENGINE SPUTTERED AND CUT OFF IN THE MIDDLE OF TRAFFIC AND AN ENGINE LIGHT CAME ON. I WAS VERY LUCKY THERE WAS A POLICE OFFICE A FEW CARS BEHIND ME TO STOP TRAFFIC OTHERWISE I AVOIDED AN ACCIDENT BY A HAIR! NEEDLESS TO SAY I HAD TO HAVE THE VEHICLE TOWED. AN ENGINE DIAGNOSTIC REPORT LATER INDICATED THE A P0340 AND P1564 CODE WHICH IS RELATED TO THE CRANK SHAFT AND CAMSHAFT POSITION SENSORS. MY VEHICLE ONLY HAD 63215 MILES ON THE ODOMETER WHEN THIS HAPPENED. I CALLED NISSAN AFTER AN ONLINE SEARCH INDICATED THEY HAD A RECALL FOR THE PROBLEM BUT WHEN I CALLED NISSAN NORTH AMERICA INC TO GET APPROVAL FOR THE RECALL FIX, THEY GAVE ME THE RUN AROUND. *TR
NHTSA ODI #10404068
Mileage unknown · Apr 19, 2011
Unknown Or Other
I HAVE A 2003 NISSAN MAXIMA GLE, WITH APPROXIMATELY 148,000 MILES ON IT. THE TRANSMISSION "SLIPS:" FOR LACK OF A BETTER WORD WHEN DOWNSHIFTING AFTER BEING IN A HIGHER GEAR, CAUSING THE CAR TO "HESITATE", OR SHUT OFF WHILE I'M DRIVING, STOPPED AT A LIGHT, STOP SIGN, ETC. NUMEROUS OTHER MAXIMA OWNERS WHO HAVE HIGH MILEAGE HAVE C…
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I HAVE A 2003 NISSAN MAXIMA GLE, WITH APPROXIMATELY 148,000 MILES ON IT. THE TRANSMISSION "SLIPS:" FOR LACK OF A BETTER WORD WHEN DOWNSHIFTING AFTER BEING IN A HIGHER GEAR, CAUSING THE CAR TO "HESITATE", OR SHUT OFF WHILE I'M DRIVING, STOPPED AT A LIGHT, STOP SIGN, ETC. NUMEROUS OTHER MAXIMA OWNERS WHO HAVE HIGH MILEAGE HAVE COMPLAINED OF SIMILAR PROBLEMS, BUT NISSAN HAS NOT ADDRESSED THIS PROBLEM.
NHTSA ODI #10397648
110,000 miles · Mar 3, 2011
Engine And Engine Cooling
TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT STATED THAT THE VEHICLE STALLED WHILE DRIVING 35 MPH WITH THE ILLUMINATION OF THE CHECK ENGINE WARNING LIGHT. HE WAS ABLE TO RESTART THE VEHICLE AND THE VEHICLE WAS TAKEN TO THE DEALER WHOM PERFORMED A DIAGNOSTIC TEST. THE FAILURE WAS LOCATED AT THE CAM-SHAFT POSITION SENSOR…
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TL* THE CONTACT OWNS A 2003 NISSAN MAXIMA. THE CONTACT STATED THAT THE VEHICLE STALLED WHILE DRIVING 35 MPH WITH THE ILLUMINATION OF THE CHECK ENGINE WARNING LIGHT. HE WAS ABLE TO RESTART THE VEHICLE AND THE VEHICLE WAS TAKEN TO THE DEALER WHOM PERFORMED A DIAGNOSTIC TEST. THE FAILURE WAS LOCATED AT THE CAM-SHAFT POSITION SENSOR. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 110,000 AND THE CURRENT MILEAGE WAS 164,000.  
NHTSA ODI #10386269
84,000 miles · Jan 6, 2011
Electrical System
(2003 NISSAN MAXIMA)CAR WILL NOT START. AFTER PLACING THE KEY IN THE IGNITION, IT WILL NOT ALLOW ME TO TURN THE KEY TO THE ON POSITION. I HAVE CALLED NISSAN AND THERE IS NO RECALL ON THIS. I WILL HAVE TO TAKE TO THE DEALER TO HAVE FIXED AT MY EXPENSE. I HAVE NOTICED OTHER COMPLAINTS ABOUT THE SAMETHING ON THE INTERNET. *TR
NHTSA ODI #10374958
90,000 miles · Dec 31, 2010
Exterior Lighting
THE XENON HEADLIGHTS ON MY 2003 NISSAN MAXIMA HAVE BECOME CLOUDED WITH DRAMATICALLY REDUCED LIGHTING EFFECTIVENESS. I HAVE HAD TO REPLACE ONE HEADLIGHT TWO YEARS AGO, AND THE OTHER NEEDS TO BE REPLACED SHORTLY. THIS IS A SAFETY ISSUE. *TR
NHTSA ODI #10373598
65,000 miles · Dec 22, 2010
Engine And Engine Cooling
TL* THE CONTACT OWNS 2003 NISSAN MAXIMA. THE CONTACT WAS DRIVING 55 MPH WHEN THE ENGINE STALLED WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER WHO STATED THAT THE CATALYTIC CONVERTER WAS FAULTY AND CAUSED THE ENGINE TO FAIL. THE DEALER ADVISED THAT HE WAS UNABLE TO REPAIR THE VEHICLE. THE MANUFACTURER WAS CONTACTED WHO OFF…
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TL* THE CONTACT OWNS 2003 NISSAN MAXIMA. THE CONTACT WAS DRIVING 55 MPH WHEN THE ENGINE STALLED WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER WHO STATED THAT THE CATALYTIC CONVERTER WAS FAULTY AND CAUSED THE ENGINE TO FAIL. THE DEALER ADVISED THAT HE WAS UNABLE TO REPAIR THE VEHICLE. THE MANUFACTURER WAS CONTACTED WHO OFFERED NO ASSISTANCE. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 65,000 AND THE CURRENT MILEAGE WAS 120,000.
NHTSA ODI #10372115
75,000 miles · Sep 22, 2010
Engine And Engine Cooling
VEHICLE DIES WHILE IN OPERATION AND TRAVELING TO WORK. IT HAPPENS THREE TO FOUR TIME WHEN DRIVING IT. *TR
NHTSA ODI #10357067
174,000 miles · Sep 7, 2010
Engine And Engine Cooling
MY 2003 NISSAN MAXIMA SHUTS OFF WITHOUT ANY WARNING I HAD MY GRANDBABY IN THE CAR WITH ME AND TRAFFIC WAS MOVING PRETTY FAST, AFTER SITTING FOR ABOUT 5MINS IT STARTED BACK UP. I TOOK IT TO MY MECHANIC AND TOLD THAT THE CAM SHAFT SENSOR NEEDED TO BE REPLACED. HE ALSO TOLD ME THAT IT WAS A RECALL ON THIS, SO I TOOK IT TO THE NI…
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MY 2003 NISSAN MAXIMA SHUTS OFF WITHOUT ANY WARNING I HAD MY GRANDBABY IN THE CAR WITH ME AND TRAFFIC WAS MOVING PRETTY FAST, AFTER SITTING FOR ABOUT 5MINS IT STARTED BACK UP. I TOOK IT TO MY MECHANIC AND TOLD THAT THE CAM SHAFT SENSOR NEEDED TO BE REPLACED. HE ALSO TOLD ME THAT IT WAS A RECALL ON THIS, SO I TOOK IT TO THE NISSAN DEALER AND THEY SAID IT IS NOT FOR MY VIN NUMBER. I HAVE 174,000 MILEAGE. *TR
NHTSA ODI #10354175
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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