NHTSA owner reports · September 18, 2026 snapshot.
Engine And Engine Cooling complaints
11 reportsClear category filter38,000 miles · Dec 15, 2010
Engine And Engine CoolingPower Train
1. THE EVENTS LEADING UP TO THE FAILURE. NONE 2. THE FAILURE, HOW OFTEN IT OCCURS, AND ITS CONSEQUENCES. PERIODIC UNCOMMANDED CHANGES IN THROTTLE. DEALERSHIP TEST EQUIPMENT SHOWS EVIDENCE OF DATA CORRUPTION ON CHANNEL 1 OF THE TWO CHANNEL THROTTLE POSITION SENSOR (TPS) OCCURRING EVERY COUPLE OF SECONDS. DRIVER PERCEPTION …
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1. THE EVENTS LEADING UP TO THE FAILURE. NONE 2. THE FAILURE, HOW OFTEN IT OCCURS, AND ITS CONSEQUENCES. PERIODIC UNCOMMANDED CHANGES IN THROTTLE. DEALERSHIP TEST EQUIPMENT SHOWS EVIDENCE OF DATA CORRUPTION ON CHANNEL 1 OF THE TWO CHANNEL THROTTLE POSITION SENSOR (TPS) OCCURRING EVERY COUPLE OF SECONDS. DRIVER PERCEPTION OF PROBLEM IS IN FORM OF JERKY THROTTLE RESPONSE AT LOW THROTTLE WITH ONE INSTANCE OF SUDDEN, UNCOMMANDED ACCELERATION. THE SUDDEN THROTTLE CHANGES HAVE RESULTED IN TRACTION LOSS ON SLIPPERY ROADS SEVERE ENOUGH THAT THE VEHICLE DEPARTED THE ROADWAY. 3. WHAT WAS DONE TO CORRECT THE FAILURE; I.E, PARTS REPAIRED OR REPLACED (AND IF OLD PART IS AVAILABLE) DEALERSHIP REPLACED THROTTLE BODY, WIRING HARNESS, AND ENGINE CONTROL MODULE IN AN ATTEMPT TO RESOLVE TPS DATA CORRUPTION PROBLEM AND DRIVABILITY PROBLEMS, BUT WAS NOT SUCCESSFUL IN THEIR PURSUIT. DEALERSHIP REQUESTED ASSISTANCE FROM THE MANUFACTURER'S FIELD ENGINEERING TEAM. A FIELD ENGINEER WAS DISPATCHED, EVALUATED THE VEHICLE, DECLARED THAT IT WAS "OPERATING WITHIN MANUFACTURER'S SPECIFICATIONS", AND TOLD THE DEALERSHIP TO IGNORE WHAT THEIR TEST EQUIPMENT WAS TELLING THEM. WHEN REQUESTED TO PROVIDE THE SPECIFICATIONS, WHAT TESTS WHERE PERFORMED TO DETERMINE COMPLIANCE, AND THE RESULTS OF THOSE TESTS, THE MANUFACTURER REFUSED. *TR
NHTSA ODI #10370829
30,000 miles · Oct 27, 2010
Engine And Engine Cooling
1. NORMAL DRIVING LEADS TO ISSUE. 2. LOW OIL INDICATOR ILLUMINATES WHEN DRIVING FOR MORE THAN 1 HOUR AT HIGHWAY SPEED. 3. NOTHING DONE TO CORRECT ISSUE, DEALERSHIP SAYS SAAB IS AWARE OF THE ISSUE, BUT NO CORRECTIVE ACTION HAS BEEN TAKEN. *TR
NHTSA ODI #10362635
46,000 miles · Aug 30, 2010
Engine And Engine Cooling
MY 2006 SAAB 3 CONVERTIBLE ONLY HAS 46,000 MILES ON IT. WE PURCHASED IT IN MAY OF 2006. RECENTLY THE "COOLANT LEVEL LOW" LIGHT KEPT COMING ON. WE WOULD TOP OFF THE COOLANT AND IN ABOUT 8 DAYS THE LIGHT WOULD BE ON AGAIN. THE SAAB DEALER IN GUILFORD, CT. 06437, WHERE I BROUGHT IT TO BE REPAIRED, HAS INDICATED TO ME THAT IT NEE…
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MY 2006 SAAB 3 CONVERTIBLE ONLY HAS 46,000 MILES ON IT. WE PURCHASED IT IN MAY OF 2006. RECENTLY THE "COOLANT LEVEL LOW" LIGHT KEPT COMING ON. WE WOULD TOP OFF THE COOLANT AND IN ABOUT 8 DAYS THE LIGHT WOULD BE ON AGAIN. THE SAAB DEALER IN GUILFORD, CT. 06437, WHERE I BROUGHT IT TO BE REPAIRED, HAS INDICATED TO ME THAT IT NEEDS A NEW ENGINE BECAUSE THE COOLANT WAS LEAKING INTO THE ENGINE!! SAAB SAID THAT THEY WOULD PAY $6,000 TOWARD ENGINE PARTS. I HAVE TO PAY THE REMAINING $2,000. THE NEW ENGINE MIGHT BE REBUILT OR NEW AND ONLY GUARANTEED FOR ONE YEAR. THE CAR WILL BE IN THE SHOP FOR "AT LEAST" A WEEK. DURING THAT TIME SAAB IS GIVING ME A FREE LOANER TO USE. I BELIEVE THAT MY CAR WAS AT DANGER FOR AN ENGINE FIRE BECAUSE THE COOLANT WAS LEAKING INTO THE ENGINE, ACCORDING TO SAAB. THE CAR WAS TOO NEW WITH TOO LITTLE MILEAGE FOR SUCH A SAFETY HAZARD TO OCCUR. I HAVE HEARD OF OTHER SAABS HAVING THIS PROBLEM AND BELIEVE THAT SAAB SHOULD PAY THE ENTIRE COST OF THE REPAIR UNDER A RECALL. *TR
NHTSA ODI #10352840
40,000 miles · Jul 30, 2009
Electrical SystemEngine And Engine CoolingService Brakes, Hydraulic
TL*THE CONTACT OWNS A 2006 SAAB 9-3. WHILE DRIVING APPROXIMATELY 50 MPH, THE POWER STEERING FAILED. IMMEDIATELY, THE BRAKE AND ACCELERATOR PEDALS FAILED TO RESPOND AND THE ENGINE STALLED WITHOUT WARNING. THE ENGINE FAILED TO RESTART AFTER SEVERAL ATTEMPTS. ROADSIDE ASSISTANCE WAS CALLED TO THE SCENE AND THE VEHICLE WAS TOWED…
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TL*THE CONTACT OWNS A 2006 SAAB 9-3. WHILE DRIVING APPROXIMATELY 50 MPH, THE POWER STEERING FAILED. IMMEDIATELY, THE BRAKE AND ACCELERATOR PEDALS FAILED TO RESPOND AND THE ENGINE STALLED WITHOUT WARNING. THE ENGINE FAILED TO RESTART AFTER SEVERAL ATTEMPTS. ROADSIDE ASSISTANCE WAS CALLED TO THE SCENE AND THE VEHICLE WAS TOWED TO AN AUTHORIZED DEALER FOR INSPECTION. THE TECHNICIAN STATED THAT THE FAILURE WAS RELATED TO THE IDLING WITHIN THE COMPUTERIZED SYSTEM. THE VEHICLE WAS TAKEN BACK TO THE DEALER ON TWO SEPARATE OCCASIONS FOR IDENTICAL FAILURES. THE TECHNICIAN STATED THAT THE FAILURES WERE RELATED TO THE TEMPERATURE SENSOR, WHICH WAS REPLACED. THE FAILURE CONTINUED AND THE VEHICLE IS CURRENTLY BEING REPAIRED. THE VIN WAS UNKNOWN. THE FAILURE MILEAGE WAS 40,000 AND CURRENT MILEAGE WAS 40,550.
NHTSA ODI #10278816
25,360 miles · Dec 2, 2008
Engine And Engine Cooling
FOR THE SECOND TIME IN 24 HOURS THE COOLANT TANK HAS FAILED. THIS TIME IT REQUIRED THE CAR TO BE TOWED BACK TO THE DEALER FOR REPAIRS. TANK LEAKED ALL THE COOLANT FROM THE SYSTEM DUE TO TANK FAILURE. *TR
NHTSA ODI #10250558
25,100 miles · Dec 2, 2008
Engine And Engine Cooling
MAJOR LEAKAGE FROM COOLANT EXPANSION TANK. SAAB DEALER REPORTED THE TANK HAD CRACKED AND REQUIRED REPLACING. TANK REPLACED. SERVICE MGR STATED THAT SAAB HAS AN ISSUE WITH THESE TANKS ON THE 2.8 V6 TURBO ENGINES. *TR
NHTSA ODI #10250556
40,742 miles · Nov 17, 2008
Engine And Engine Cooling
IN AUGUST 2007, WE HAD TO HAVE OUR 2006 SAAB 9-3 SPORTCOMBI TOWED TO THE DEALERSHIP, AS THE COOLANT EXPANSION TANK RUPTURED WHILE ON THE HIGHWAY AND ALL THE COOLANT HAD LEAKED FROM THE ENGINE. THE COOLANT EXPANSION TANK WAS REPLACED UNDER WARRANTY. IN OCTOBER 2008, WE AGAIN EXPERIENCED PROBLEMS WITH THE COOLANT EXPANSION TA…
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IN AUGUST 2007, WE HAD TO HAVE OUR 2006 SAAB 9-3 SPORTCOMBI TOWED TO THE DEALERSHIP, AS THE COOLANT EXPANSION TANK RUPTURED WHILE ON THE HIGHWAY AND ALL THE COOLANT HAD LEAKED FROM THE ENGINE. THE COOLANT EXPANSION TANK WAS REPLACED UNDER WARRANTY. IN OCTOBER 2008, WE AGAIN EXPERIENCED PROBLEMS WITH THE COOLANT EXPANSION TANK LEAKING AND AGAIN HAD TO HAVE IT REPLACED AT A COST OF $389.32 PLUS THE COST OF A RENTAL CAR, AS THE PARTS WERE NOT IMMEDIATELY AVAILABLE. MY UNDERSTANDING IS THAT A TECHNICAL SERVICE BULLETIN HAS BEEN ISSUED BY SAAB REGARDING THIS RECURRING PROBLEM WITH THE TURBO V-6 ENGINE, AS THE TURBOCHARGER IS LOCATED TOO CLOSE TO THE EXPANSION TANK. I DO NOT FEEL THAT IT IS REASONABLE TO HAVE TO REPLACE THE COOLANT EXPANSION TANK TWICE WITHIN A 14 MONTH PERIOD ON A CAR THAT IS LESS THAN 3 YEARS OLD. I FILED A CLAIM WITH SAAB CUSTOMER SERVICE AND THEY RESPONDED THAT SINCE IT HAD BEEN MORE THAN ONE YEAR SINCE THE PARTS HAD BEEN REPLACED, AND THE CAR WAS NO LONGER COVERED UNDER THE BUMPER-TO-BUMPER WARRANTY, THEY WOULD NOT TAKE ANY ACTION. ALSO, THE ORIGINAL REPAIRS WERE MADE AT A DEALERSHIP THAT HAS SINCE CLOSED AND CONSOLIDATED AT A SECOND DEALERSHIP THAT IS SOME DISTANCE AWAY (IN SANTA CLARA, CALIFORNIA). THE DEALERSHIP IN SAN FRANCISCO SAYS THAT THE REPAIRS IN SAAB'S SYSTEM INDICATE THAT ONLY THE COOLANT EXPANSION TANK CAP WAS REPLACED THE FIRST TIME, WHICH DOES NOT AGREE WITH THE INVOICE THAT I HAVE. IN SUMMARY, I BELIEVE THAT THERE IS A FAULTY DESIGN INVOLVED, AND THAT THE MANUFACTURER SHOULD COVER THE COST OF THE REPAIRS, NOT US. I AM CONCERNED REGARDING THE RELIABILITY OF THE CAR, AND SHOULD WE CONTINUE TO EXPERIENCE PROBLEMS WITH THE COOLANT SYSTEM, WE WILL HAVE TO REPLACE THE VEHICLE. *TR
NHTSA ODI #10248987
27,000 miles · Jun 7, 2008
Engine And Engine Cooling
THE COOLANT SYSTEM TANK RUPTURED SPRAYING ENGINE COOLANT OVER TURBO AND ENGINE. THE COOLANT TANK HAS BEEN REPLACED 2 TIMES IN THE PAST 9 MONTHS. IT IS CURRENTLY AT THE DEALERSHIP AWAITING A NEW COOLANT TANK. *TR
NHTSA ODI #10230225
36,000 miles · May 21, 2008
Engine And Engine CoolingSteeringCrashInjury
TL*THE CONTACT OWNS A 2006 SAAB 9-3. WHILE DRIVING 20 MPH, THE STEERING WHEEL LOCKED AND THE VEHICLE STALLED. NO WARNING LIGHTS WERE ILLUMINATED PRIOR TO THE FAILURE. THE CONTACT CRASHED INTO A TEN FOOT BARRIER. GM SENT AN ENGINEER TO GATHER EVIDENCE AND SURVEY THE DAMAGE. ONE OCCUPANT WAS INJURED AND A POLICE REPORT WAS FI…
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TL*THE CONTACT OWNS A 2006 SAAB 9-3. WHILE DRIVING 20 MPH, THE STEERING WHEEL LOCKED AND THE VEHICLE STALLED. NO WARNING LIGHTS WERE ILLUMINATED PRIOR TO THE FAILURE. THE CONTACT CRASHED INTO A TEN FOOT BARRIER. GM SENT AN ENGINEER TO GATHER EVIDENCE AND SURVEY THE DAMAGE. ONE OCCUPANT WAS INJURED AND A POLICE REPORT WAS FILED. GM STATED THAT THEY WILL TAKE APART THE VEHICLE TO FIND OUT WHY IT STALLED AND CRASHED. THE FAILURE MILEAGE WAS 36,000.
NHTSA ODI #10228601
4,000 miles · Mar 18, 2008
Engine And Engine CoolingFire
TL*THE CONTACT OWNS A 2006 SAAB 9-3. THE CONTACT STATED THAT EVERY FOUR MONTHS AND APPROXIMATELY 30 MILES, THE COOLANT RESERVOIR CRACKS, WHICH CAUSES LEAKAGE ONTO THE ENGINE. AS A RESULT, A FIRE ERUPTS UNDER THE HOOD. THE FAILURE WAS NOTICED WHILE DRIVING 30 MPH. THE CURRENT MILEAGE WAS 12,500 AND FAILURE MILEAGE WAS 4,000.
NHTSA ODI #10221584
Official recalls
2Feb 3, 2016
General Motors LLC (GM) is recalling certain model year 2006-2011 Saab 9-3 vehicles manufactured May 31, 2002, to February 15, 2011, 2006-2009 Saab 9-5 vehicles manufactured June 7, 2005, to May 28, 2009, and 2008-2009 Saturn Astra vehicles manufactured April 11, 2007, to July 24, 2008. Upon deployment of the driver's 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 driver's frontal air bag, the inflator could rupture with metal fragments striking the driver or other occupants resulting in serious injury or death.
Remedy: GM will notify owners, and dealers will replace the driver's frontal air bag inflator on Saab 9-3 and 9-5 vehicles and will replace the driver's frontal airbag module on Saturn Astra vehicles, free of charge. The recall began on March 1, 2017. Owners may contact Saab customer service at 1-800-955-9007 or Saturn customer service at 1-800-553-6000. GM's number for this recall is 28810.
Jun 12, 2014
General Motors LLC (GM) is recalling certain model year 2004-2011 Saab 9-3 Convertible vehicles manufactured July 30, 2003, to February 15, 2011. In the affected vehicles, the driver's side front seat belt retractor may break, causing the seat belt webbing not to retract.
Consequence & remedy
Consequence: In the event of a crash, a seat belt that has not retracted may not properly restrain the seat occupant, increasing their risk of injury.
Remedy: GM will notify owners, and dealers will replace the driver's seat belt retractor, free of charge. The recall began on October 6, 2015. Owners may contact Saab customer service at 1-800-955-9007. GM's number for this recall is 14222. Note: Special Coverage 10086 will replace the passenger side seat belt retractor if it fails, free of charge, for the life of the vehicle.
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
4EA21002 · 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.
EA08026 · Front Suspension Coil Spring Fracture
Opened Dec 22, 2008 · Closed Jun 4, 2010
Status: closed (inferred from source dates) · Suspension:front:springs:coil Springs
To date, ODI is aware of 142 non-duplicative complaints related to the alleged defect.In addition, ODI is aware of 2,626 subject vehicles with one or more warranty claims related to the alleged defect.In total, ODI is aware of 2,714 unique subject vehicles that have experienced one or more front suspension coil spring fractures.ODI is not aware of any crashes or injuries related to the alleged defect.The engineering design and testing data supplied by GM, along with the frequency of consumer complaints and warranty claims related to the alleged defect, tends to support the position that, in general, the coil springs that fractured on many subject vehicles did not achieve the expected service life.However, in regard to the subject vehicles, a front suspension coil spring fracture itself has little safety consequence, as evidenced by the minimal impact on vehicle ride and handling and by the number of drivers who were unaware of the failure condition for some time until alerted by service personnel.The ratio of tire punctures to coil spring fractures appears low and there are no reports of crashes, deaths or injuries related to the alleged defect. A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will continue to monitor this issue and will take further action if warranted by the circumstances.See the EA08-026 Engineering Analysis Closing Report for more details.
PE08051 · Front Suspension Coil Spring Fracture
Opened Aug 28, 2008 · Closed Dec 23, 2008
Status: closed (inferred from source dates) · Suspension:front:springs:coil Springs
ON AUGUST 28, 2008, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION (PE08-051) TO INVESTIGATE ALLEGED FRONT SUSPENSION COIL SPRING FRACTURES IN CERTAIN MODEL YEAR (MY) 2003-2004 SAAB 9-3 VEHICLES SOLD OR REGISTERED IN SALT BELT STATES.(NOTE: FOR PURPOSES OF THIS INVESTIGATION, THE SALT BELT INCLUDES CONNECTICUT, DELAWARE, THE DISTRICT OF COLUMBIA, ILLINOIS, INDIANA, IOWA, MAINE, MARYLAND, MASSACHUSETTS, MICHIGAN, MINNESOTA, MISSOURI, NEW HAMPSHIRE, NEW JERSEY, NEW YORK, OHIO, PENNSYLVANIA, RHODE ISLAND, VERMONT, WEST VIRGINIA AND WISCONSIN).SUBSEQUENT ANALYSIS OF DATA PROVIDED BY GENERAL MOTORS CORP. (GM) HAS LED THE AGENCY TO EXPAND THE SCOPE OF THIS INVESTIGATION TO INCLUDE ALL MY 2003-2006 SAAB 9-3 VEHICLES SOLD OR REGISTERED IN SALT BELT STATES. TO DATE, ODI IS AWARE OF 53 NON-DUPLICATIVE COMPLAINTS AND/OR FIELD REPORTS THAT ALLEGE COIL SPRING FRACTURE IN THE SUBJECT VEHICLES, INCLUDING 23 ALLEGING THE FRACTURED SPRING DAMAGED A TIRE, WITH 16 OF THOSE INVOLVING A TIRE PUNCTURE.ANALYSIS OF WARRANTY DATA PROVIDED BY GM IDENTIFIED 1,218 CLAIMS PAID TO REPAIR SUBJECT VEHICLES THAT EXPERIENCED THE ALLEGED DEFECT, OF WHICH 138 VEHICLES ALSO SUFFERED DAMAGE TO THE ADJACENT TIRE AND OF THOSE, 79 VEHICLES EXPERIENCED A TIRE PUNCTURE.ODI IS NOT AWARE OF ANY CRASHES OR INJURIES RELATED TO THE ALLEGED DEFECT. GM MADE SEVERAL DESIGN CHANGES TO THE COIL SPRINGS AND/OR MCPHERSON STRUT ASSEMBLIES USED IN THE SUBJECT VEHICLES IN AN APPARENT EFFORT TO ADDRESS THE ALLEGED DEFECT CONDITION.HOWEVER, GM MAINTAINS THAT THE SUBJECT VEHICLES REMAIN WELL CONTROLLED IN THE EVENT OF TIRE PUNCTURE, THAT THE RATE OF TIRE PUNCTURE INCIDENTS RELATED TO COIL SPRING FRACTURES IS LOW, AND THAT THE ALLEGED DEFECT DOES NOT POSE AN UNREASONABLE RISK TO MOTOR VEHICLE SAFETY.ACCORDINGLY, THIS INVESTIGATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA08-026) TO FURTHER STUDY THE SAFETY CONSEQUENCES OF THE ALLEGED DEFECT.
PE08005 · Reduced Brake POWER-ASSIST
Opened Jan 28, 2008 · Closed Jun 3, 2008
Status: closed (inferred from source dates) · Service Brakes, Hydraulic:power Assist:vacuum; Service Brakes, Hydraulic:power Assist:vacuum:hoses, Lines/piping, And Fittings
SAAB AUTOMOBILE AB, A SUBSIDIARY OF GENERAL MOTORS CORP. (GM), MANUFACTURED 12,317 SUBJECT VEHICLES THROUGH FEBRUARY 15, 2008, EQUIPPED WITH THE HIGH FEATURE V6 TURBOCHARGED ENGINE IDENTIFIED BY REGULAR PRODUCTION OPTION LP9.A TANDEM VACUUM BRAKE BOOSTER ASSEMBLY PROVIDES BRAKE POWER-ASSIST.THE ENGINE IS THE PRIMARY VACUUM SOURCE TO THE BOOSTER AND ITS EFFECT IS AMPLIFIED BY A VENTURI.UNDER CERTAIN CONDITIONS, SUCH AS A COLD ENGINE START OR AT HIGH ALTITUDES, AN ELECTRIC VACUUM PUMP (EVP) SUPPLEMENTS ENGINE VACUUM.A PRESSURE SWITCH MEASURES BRAKE BOOSTER VACUUM AND COMMANDS THE EVP WHEN TO TURN ON/OFF.CHECK VALVES ARE LOCATED AT THE INTAKE MANIFOLD, VENTURI, AND PRESSURE SWITCH. GM IDENTIFIED TWO ISSUES THAT AFFECT EVP PERFORMANCE: CORROSION OF ELECTRICAL COMPONENTS INSIDE THE PUMP CAUSED BY MOISTURE INGRESS THROUGH THE AIR OUTLET WHEN THE EVP SHUTS OFF AND THE VACUUM IN A SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH IS RELEASED TO THE ATMOSPHERE; AND SILICONE CONTAMINATION OF THE ELECTRICAL CONTACTS INSIDE THE PRESSURE SWITCH RESULTING IN A NOISY OR IMPEDED ELECTRICAL SIGNAL.GM ADDRESSED EVP PERFORMANCE WITH TWO DESIGN CHANGES.IN NOVEMBER 2007, GM MODIFIED THE RUBBER PROTECTIVE CAP THAT COVERS THE EVP AIR OUTLET TO IMPROVE SEALING AND IN FEBRUARY 2008, GM ADDED A CHECK VALVE TO THE SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH AS CLOSE AS POSSIBLE TO THE EVP IN AN EFFORT TO REDUCE THE BACK FLOW OF MOISTURE THROUGH THE PUMP. IN TOTAL, THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 240 SUBJECT VEHICLES AFFECTED BY THE ALLEGED DEFECT.COMPLAINANTS REPORT THAT SYMPTOMS OCCUR IMMEDIATELY AFTER A COLD ENGINE START AND ONLY FOR A SHORT DURATION (30 TO 60 SECONDS), DURING WHICH PERIOD THE AMOUNT OF BRAKE POWER-ASSIST PROVIDED TO THE OPERATOR MAY BE REDUCED DUE TO AN INOPERATIVE EVP.THE SYMPTOMS MAY BE MORE PRONOUNCED THE LONGER THE VEHICLE HAS BEEN PARKED AS THERE IS A NATURAL TENDENCY FOR THE BRAKE BOOSTER TO SLOWLY RELEASE THE VACUUM OVER TIME IF IT IS NOT REPLENISHED.FULL BRAKE POWER-ASSIST CAPABILITY RESUMES AFTER THIS BRIEF COLD START PERIOD OR IMMEDIATELY AFTER A WARM ENGINE START.THE THREE REPORTED CRASHES ALL OCCURRED AT LOW SPEEDS (< 5MPH) WHILE REVERSING FROM A GARAGE OR PARKING SPACE AND RESULTED IN MINIMAL TO MINOR PROPERTY DAMAGE. THE SUBJECT ISSUE DIFFERS FROM A PREVIOUS SAFETY RECALL (05V-236) AFFECTING CERTAIN MODEL YEAR (MY) 2003-2005 SAAB 9-3 VEHICLES EQUIPPED WITH A DEFECTIVE CHECK VALVE THAT COULD BECOME BRITTLE AND FRACTURE, RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST AT ANY TIME.THE DEFECTIVE CHECK VALVE DID NOT MEET LIFETIME DURABILITY REQUIREMENTS AND GM PREDICTED A 100% FAILURE RATE AT LESS THAN 4 YEARS OF SERVICE.IN COMPARISON, GM PREDICTS AN EVP FAILURE RATE OF APPROXIMATELY 6.4% AT 3 YEARS IN SERVICE FOR THE SUBJECT VEHICLES RESULTING IN REDUCED BRAKE POWER-ASSIST FOR A SHORT DURATION.THE SUBJECT ISSUE ALSO DIFFERS FROM A PREVIOUS ODI INFLUENCED SAFETY RECALL (03V-474) TO ADDRESS EVP MOISTURE INGRESS IN CERTAIN MY 2000 VOLVO S40 AND V40 VEHICLES.THE RECALLED VOLVO VEHICLES UTILIZED A STEEL VACUUM PIPE BETWEEN THE EVP AND THE BRAKE BOOSTER.MOISTURE INGRESS AND SUBSEQUENT CORROSION COULD COMPROMISE THE VACUUM PIPE RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST.MOISTURE DOES NOT APPEAR TO HAVE A SIGNIFICANT IMPACT ON THE POLYETHER-ESTER PLASTIC VACUUM PIPE USED IN THE SUBJECT VEHICLES. A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION
Additional source detail variants (2)
Service Brakes, Hydraulic:power Assist:vacuum
SAAB AUTOMOBILE AB, A SUBSIDIARY OF GENERAL MOTORS CORP. (GM), MANUFACTURED 12,317 SUBJECT VEHICLES THROUGH FEBRUARY 15, 2008, EQUIPPED WITH THE HIGH FEATURE V6 TURBOCHARGED ENGINE IDENTIFIED BY REGULAR PRODUCTION OPTION LP9.A TANDEM VACUUM BRAKE BOOSTER ASSEMBLY PROVIDES BRAKE POWER-ASSIST.THE ENGINE IS THE PRIMARY VACUUM SOURCE TO THE BOOSTER AND ITS EFFECT IS AMPLIFIED BY A VENTURI.UNDER CERTAIN CONDITIONS, SUCH AS A COLD ENGINE START OR AT HIGH ALTITUDES, AN ELECTRIC VACUUM PUMP (EVP) SUPPLEMENTS ENGINE VACUUM.A PRESSURE SWITCH MEASURES BRAKE BOOSTER VACUUM AND COMMANDS THE EVP WHEN TO TURN ON/OFF.CHECK VALVES ARE LOCATED AT THE INTAKE MANIFOLD, VENTURI, AND PRESSURE SWITCH. GM IDENTIFIED TWO ISSUES THAT AFFECT EVP PERFORMANCE: CORROSION OF ELECTRICAL COMPONENTS INSIDE THE PUMP CAUSED BY MOISTURE INGRESS THROUGH THE AIR OUTLET WHEN THE EVP SHUTS OFF AND THE VACUUM IN A SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH IS RELEASED TO THE ATMOSPHERE; AND SILICONE CONTAMINATION OF THE ELECTRICAL CONTACTS INSIDE THE PRESSURE SWITCH RESULTING IN A NOISY OR IMPEDED ELECTRICAL SIGNAL.GM ADDRESSED EVP PERFORMANCE WITH TWO DESIGN CHANGES.IN NOVEMBER 2007, GM MODIFIED THE RUBBER PROTECTIVE CAP THAT COVERS THE EVP AIR OUTLET TO IMPROVE SEALING AND IN FEBRUARY 2008, GM ADDED A CHECK VALVE TO THE SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH AS CLOSE AS POSSIBLE TO THE EVP IN AN EFFORT TO REDUCE THE BACK FLOW OF MOISTURE THROUGH THE PUMP. IN TOTAL, THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 240 SUBJECT VEHICLES AFFECTED BY THE ALLEGED DEFECT.COMPLAINANTS REPORT THAT SYMPTOMS OCCUR IMMEDIATELY AFTER A COLD ENGINE START AND ONLY FOR A SHORT DURATION (30 TO 60 SECONDS), DURING WHICH PERIOD THE AMOUNT OF BRAKE POWER-ASSIST PROVIDED TO THE OPERATOR MAY BE REDUCED DUE TO AN INOPERATIVE EVP.THE SYMPTOMS MAY BE MORE PRONOUNCED THE LONGER THE VEHICLE HAS BEEN PARKED AS THERE IS A NATURAL TENDENCY FOR THE BRAKE BOOSTER TO SLOWLY RELEASE THE VACUUM OVER TIME IF IT IS NOT REPLENISHED.FULL BRAKE POWER-ASSIST CAPABILITY RESUMES AFTER THIS BRIEF COLD START PERIOD OR IMMEDIATELY AFTER A WARM ENGINE START.THE THREE REPORTED CRASHES ALL OCCURRED AT LOW SPEEDS (< 5MPH) WHILE REVERSING FROM A GARAGE OR PARKING SPACE AND RESULTED IN MINIMAL TO MINOR PROPERTY DAMAGE. THE SUBJECT ISSUE DIFFERS FROM A PREVIOUS SAFETY RECALL (05V-236) AFFECTING CERTAIN MODEL YEAR (MY) 2003-2005 SAAB 9-3 VEHICLES EQUIPPED WITH A DEFECTIVE CHECK VALVE THAT COULD BECOME BRITTLE AND FRACTURE, RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST AT ANY TIME.THE DEFECTIVE CHECK VALVE DID NOT MEET LIFETIME DURABILITY REQUIREMENTS AND GM PREDICTED A 100% FAILURE RATE AT LESS THAN 4 YEARS OF SERVICE.IN COMPARISON, GM PREDICTS AN EVP FAILURE RATE OF APPROXIMATELY 6.4% AT 3 YEARS IN SERVICE FOR THE SUBJECT VEHICLES RESULTING IN REDUCED BRAKE POWER-ASSIST FOR A SHORT DURATION.THE SUBJECT ISSUE ALSO DIFFERS FROM A PREVIOUS ODI INFLUENCED SAFETY RECALL (03V-474) TO ADDRESS EVP MOISTURE INGRESS IN CERTAIN MY 2000 VOLVO S40 AND V40 VEHICLES.THE RECALLED VOLVO VEHICLES UTILIZED A STEEL VACUUM PIPE BETWEEN THE EVP AND THE BRAKE BOOSTER.MOISTURE INGRESS AND SUBSEQUENT CORROSION COULD COMPROMISE THE VACUUM PIPE RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST.MOISTURE DOES NOT APPEAR TO HAVE A SIGNIFICANT IMPACT ON THE POLYETHER-ESTER PLASTIC VACUUM PIPE USED IN THE SUBJECT VEHICLES. A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION
Service Brakes, Hydraulic:power Assist:vacuum:hoses, Lines/piping, And Fittings
SAAB AUTOMOBILE AB, A SUBSIDIARY OF GENERAL MOTORS CORP. (GM), MANUFACTURED 12,317 SUBJECT VEHICLES THROUGH FEBRUARY 15, 2008, EQUIPPED WITH THE HIGH FEATURE V6 TURBOCHARGED ENGINE IDENTIFIED BY REGULAR PRODUCTION OPTION LP9.A TANDEM VACUUM BRAKE BOOSTER ASSEMBLY PROVIDES BRAKE POWER-ASSIST.THE ENGINE IS THE PRIMARY VACUUM SOURCE TO THE BOOSTER AND ITS EFFECT IS AMPLIFIED BY A VENTURI.UNDER CERTAIN CONDITIONS, SUCH AS A COLD ENGINE START OR AT HIGH ALTITUDES, AN ELECTRIC VACUUM PUMP (EVP) SUPPLEMENTS ENGINE VACUUM.A PRESSURE SWITCH MEASURES BRAKE BOOSTER VACUUM AND COMMANDS THE EVP WHEN TO TURN ON/OFF.CHECK VALVES ARE LOCATED AT THE INTAKE MANIFOLD, VENTURI, AND PRESSURE SWITCH. GM IDENTIFIED TWO ISSUES THAT AFFECT EVP PERFORMANCE: CORROSION OF ELECTRICAL COMPONENTS INSIDE THE PUMP CAUSED BY MOISTURE INGRESS THROUGH THE AIR OUTLET WHEN THE EVP SHUTS OFF AND THE VACUUM IN A SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH IS RELEASED TO THE ATMOSPHERE; AND SILICONE CONTAMINATION OF THE ELECTRICAL CONTACTS INSIDE THE PRESSURE SWITCH RESULTING IN A NOISY OR IMPEDED ELECTRICAL SIGNAL.GM ADDRESSED EVP PERFORMANCE WITH TWO DESIGN CHANGES.IN NOVEMBER 2007, GM MODIFIED THE RUBBER PROTECTIVE CAP THAT COVERS THE EVP AIR OUTLET TO IMPROVE SEALING AND IN FEBRUARY 2008, GM ADDED A CHECK VALVE TO THE SECTION OF PIPING BETWEEN THE EVP AND THE PRESSURE SWITCH AS CLOSE AS POSSIBLE TO THE EVP IN AN EFFORT TO REDUCE THE BACK FLOW OF MOISTURE THROUGH THE PUMP. IN TOTAL, THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 240 SUBJECT VEHICLES AFFECTED BY THE ALLEGED DEFECT.COMPLAINANTS REPORT THAT SYMPTOMS OCCUR IMMEDIATELY AFTER A COLD ENGINE START AND ONLY FOR A SHORT DURATION (30 TO 60 SECONDS), DURING WHICH PERIOD THE AMOUNT OF BRAKE POWER-ASSIST PROVIDED TO THE OPERATOR MAY BE REDUCED DUE TO AN INOPERATIVE EVP.THE SYMPTOMS MAY BE MORE PRONOUNCED THE LONGER THE VEHICLE HAS BEEN PARKED AS THERE IS A NATURAL TENDENCY FOR THE BRAKE BOOSTER TO SLOWLY RELEASE THE VACUUM OVER TIME IF IT IS NOT REPLENISHED.FULL BRAKE POWER-ASSIST CAPABILITY RESUMES AFTER THIS BRIEF COLD START PERIOD OR IMMEDIATELY AFTER A WARM ENGINE START.THE THREE REPORTED CRASHES ALL OCCURRED AT LOW SPEEDS (< 5MPH) WHILE REVERSING FROM A GARAGE OR PARKING SPACE AND RESULTED IN MINIMAL TO MINOR PROPERTY DAMAGE. THE SUBJECT ISSUE DIFFERS FROM A PREVIOUS SAFETY RECALL (05V-236) AFFECTING CERTAIN MODEL YEAR (MY) 2003-2005 SAAB 9-3 VEHICLES EQUIPPED WITH A DEFECTIVE CHECK VALVE THAT COULD BECOME BRITTLE AND FRACTURE, RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST AT ANY TIME.THE DEFECTIVE CHECK VALVE DID NOT MEET LIFETIME DURABILITY REQUIREMENTS AND GM PREDICTED A 100% FAILURE RATE AT LESS THAN 4 YEARS OF SERVICE.IN COMPARISON, GM PREDICTS AN EVP FAILURE RATE OF APPROXIMATELY 6.4% AT 3 YEARS IN SERVICE FOR THE SUBJECT VEHICLES RESULTING IN REDUCED BRAKE POWER-ASSIST FOR A SHORT DURATION.THE SUBJECT ISSUE ALSO DIFFERS FROM A PREVIOUS ODI INFLUENCED SAFETY RECALL (03V-474) TO ADDRESS EVP MOISTURE INGRESS IN CERTAIN MY 2000 VOLVO S40 AND V40 VEHICLES.THE RECALLED VOLVO VEHICLES UTILIZED A STEEL VACUUM PIPE BETWEEN THE EVP AND THE BRAKE BOOSTER.MOISTURE INGRESS AND SUBSEQUENT CORROSION COULD COMPROMISE THE VACUUM PIPE RESULTING IN A LASTING AND TOTAL LOSS OF BRAKE POWER-ASSIST.MOISTURE DOES NOT APPEAR TO HAVE A SIGNIFICANT IMPACT ON THE POLYETHER-ESTER PLASTIC VACUUM PIPE USED IN THE SUBJECT VEHICLES. A SAFETY-RELATED DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION
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