IllustrationDRIVERS SIDE FRONT COIL SPRING RUSTED AND BROKEN CAUSING LOUD CLUNKING WHEN DRIVING. I AM LOOKING FOR AN EXPLANATION ON WHY SAFETY RECALL 15917 ONLY INCLUDES THE YEARS 2003-2006 WHEN CLEARLY THE ISSUE FROM READING ONLINE SURPASSES THOSE YEARS BY FAR.
2007 Saab 9-3
Owner reports · Recalls · Investigations
More warning signs than most 9-3 years
Owner complaints for the 2007 Saab 9-3 are substantially higher than the model-year median of 61.5.
About this comparison →How this year compares
Owner complaints by model year
Compare all 9-3 years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
60–25K
2025–50K
2350–75K
1675–100K
15100–150K
1150K+
81 reports with mileage · 74 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Air Bags. Review the 65 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 24 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine. Review the 18 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
2 crash reports5 fire reports3 injury reports
What owners actually said
155 reportsAT START UP, THE CAR LOSES BRAKING POWER. TO STOP THE CAR YOU HAVE TO PUSH EXTREMELY HARD ON THE BRAKES. AFTER THE CAR HAS BEEN DRIVEN 20 TO 30 FEET THE BRAKE POWER COMES BACK TO NORMAL.
UNABLE TO HAVE MANUFACTURER RECALL NUMBER15027 NHTSA RECALL NUMBER14V318 COMPLETED. THIS RECALL IS OVER 2 YEARS OLD. SERVICE CENTER CONTINUES TO TELL BE PARTS ARE NOT AVAILABLE.
THERE ARE MULTIPLE ISSUES, AS FOLLOWS, BUT OUR CONCERN IS THAT OUR SON HAS TRIED REPEATEDLY TO GET SUPPORT BY CALLING THE NUMBERS ON THE POST CARDS. WE HAVE BEEN UNABLE TO GET ANY SERVICE AS A RESULT OF THE CALLS AND CONVERSATIONS. HE LIVES ON THE ISLAND OF KAUAI, WEST OF OAHU. #1: WE MUST SHIP THE CAR AT OUR EXPENSE IF WE EX…
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THERE ARE MULTIPLE ISSUES, AS FOLLOWS, BUT OUR CONCERN IS THAT OUR SON HAS TRIED REPEATEDLY TO GET SUPPORT BY CALLING THE NUMBERS ON THE POST CARDS. WE HAVE BEEN UNABLE TO GET ANY SERVICE AS A RESULT OF THE CALLS AND CONVERSATIONS. HE LIVES ON THE ISLAND OF KAUAI, WEST OF OAHU. #1: WE MUST SHIP THE CAR AT OUR EXPENSE IF WE EXPECT IT TO GET SERVICED. GM AND SAAB WILL NOT PAY FOR THAT SHIPPING OVER OR BACK. THEY WILL NOT PAY FOR A RENTAL CAR, AND REGARDLESS OF THE RECALL MANDATE, THEY STILL SEND OUT BOGUS INFORMATION.(EXAMPLE: BAY AREA SAAB IS NO LONGER A SAAB DEALER IN SAN FRANCISCO ' BUT IF THEY WERE OUR SON WOULD HAVE TO PAY THE TRANSPORTATION OVER AND BACK TO THE MAINLAND.) #2: I HAVE ALSO CALLED, AND FINALLY GOT GOOD ADVICE FROM THE GM 800 NUMBER REPRESENTATIVE ON THE PHONE WHO REFERRED ME TO A POINT OF CONTACT ON OAHU. THERE CURRENTLY IS NO SAAB DEALERSHIP IN HAWAII, BUT WE HAVE USED THE FORMER SAAB DEALERSHIP (A FORMER OWNER, HAS MAINTAINED THE PHONE NUMBER: 808-735-2488) FOR PARTS IN PAST YEARS. FORTUNATELY FOR SAAB OWNERS, THIS INDIVIDUAL HAS DONE ALL WITHIN HER POWER TO HELP OAHU OWNERS GET THE RECALL BUT IT HAS BEEN A NIGHTMARE FOR HER AS WELL TO MAKE ALL THE NECESSARY ARRANGEMENTS. SHE IS A 'POSTER ADULT' FOR RESPONSIBILITY IN SMALL BUSINESS. SHE AND I HAVE EXCHANGED PHONE CALLS AND E-MAILS, AND I UNDERSTAND THAT SHE TOO IS TRYING TO GET GM/SAAB TO EITHER PAY FOR OFF-OAHU SAAB OWNERS TO SHIP THEIR CARS OVER AND BACK TO THE SERVICE PROVIDER HAS ARRANGED FOR ON OAHU, OR TO PAY TO HAVE QUALIFIED TECHS TRAVEL TO OUT ISLANDS TO SERVICE THE CARS. SO FAR ' NO ACTION TBMK. AND SHE IS AWAITING MONTHS FOR PAYMENT FOR THE PARTS AND SERVICE PROVIDED TO OAHU OWNERS ALREADY. WE ARE REQUESTING A CONGRESSIONAL INQUIRY VIA CONGRESSWOMAN TULSI GABBARD AT THE SAME TIME AS THIS REQUEST TO INFORM NTHSB THAT FROM OUR PERSPECTIVE, THE RECALL IS FAILING.
TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PARTS TO DO THE REPAIR WERE UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. ROMEO CHEVROLET WAS CONTACTED AND INFORM…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PARTS TO DO THE REPAIR WERE UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. ROMEO CHEVROLET WAS CONTACTED AND INFORMED THE CONTACT THAT THEY COULD NOT PERFORM THE REPAIR BECAUSE THEY WERE NOT AN AUTHORIZED SERVICE CENTER. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE AND INFORMED THE CONTACT THAT THE VEHICLE WAS SAFE TO DRIVE DUE TO THE RECALL BEING A PRECAUTION. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
PURCHASED SAAB 9-3 2007 BRAND NEW. NEARLY IMMEDIATELY THE HEADLIGHTS KEPT GOING OUT. I FOUND MYSELF REPLACING THEM OFTEN AND TWICE WAS PULLED OVER BY POLICE WHEN I HADN'T REALIZED AND HAD JUST REPLACED THE PASSENGER SIDE HEADLIGHT. ALSO GOT ONE KEY AT THE TIME OF PURCHASE. THE A/C WASN'T WORKING WELL SO FINALLY TOOK IT TO THE SA…
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PURCHASED SAAB 9-3 2007 BRAND NEW. NEARLY IMMEDIATELY THE HEADLIGHTS KEPT GOING OUT. I FOUND MYSELF REPLACING THEM OFTEN AND TWICE WAS PULLED OVER BY POLICE WHEN I HADN'T REALIZED AND HAD JUST REPLACED THE PASSENGER SIDE HEADLIGHT. ALSO GOT ONE KEY AT THE TIME OF PURCHASE. THE A/C WASN'T WORKING WELL SO FINALLY TOOK IT TO THE SAAB DEALER IN SANTA FE, NM IN 2008 WITH COMPLAINTS. THEY WERE TO GET ME A SECOND KEY, FIX THE A/C, CHECK THE LEATHER ON FRONT SEAT AND FIGURE OUT WHAT WAS WRONG WITH ELECTRICAL AND HEADLIGHTS GOING OUT. THE ELECTRIC PANEL, INDICATING PROBLEMS, WAS NOT WORKING PROPERLY. THEY TOOK MY ONE KEY AND TOLD ME THEY WOULD BE IN TOUCH AS IT WAS STILL UNDER WARRANTY. AFTER A FEW DAYS OF A RENTAL, I CONTACTED AND NO ONE ANSWERED. I DROVE OUT TO THE DEALERSHIP AND NO CARS. A WOMAN SITTING INSIDE AT A SIMPLE DESK IN EMPTY GM/SAAB SHOWROOM. SHE SAID THEY WERE ALL SHOCKED, HAD NO WARNING AS EMPLOYEES AND THE DEALERSHIP WAS GONE NO RECORDS ON MY CAR. NO OTHER DEALER PICKING IT UP AS THEY DIDN'T HAVE SAAB SPECIALIST. LONG STORY SHORT, I NEVER GOT HELP FROM ANYONE, NEVER GOT THE REPAIRS, NEVER GOT THE PROMISED SECOND KEY AND HAVE BEEN DRIVING IT EVER SINCE. IT ENRAGES ME. ALL UNDER WARRANTY! NO COMPLAINTS OR LETTERS HAVE BEEN ANSWERED. I WAS SHOCKED THEY GOT AWAY WITH IT. OH AND THE ELECTRIC PANEL COVER WAS GONE AS WELL. LOST. HOW THEY GOT AWAY WITH ALL THIS IS UNKNOWN. THE LEATHER ON THE DRIVER'S SEAT STARTED CRACKING AND PEELING THE FIRST YEAR! I PUT EXPENSIVE LEATHER CONDITIONERS ON AS WELL. NOTHING. I AM STILL FURIOUS AND STILL HAVE THE CAR. NO CORPORATE OFFICES WOULD HELP EITHER. I FINALLY GAVE UP. .
TAKATA RECALL: WHY DOES THE AIRBAG RECALL NOT INCLUDE THE PASSENGER SIDE AIRBAG FOR MY CAR? THE DRIVER SIDE AIRBAG WAS REPLACED YESTERDAY IN MY CAR PURSUANT TO THE RECALL, BUT NOT THE PASSENGER SIDE AIRBAG. DOESN'T THE PASSENGER SIDE AIRBAG PRESENT A DANGER TO THE PASSENGER IF IT SPONTANEOUSLY DEPLOYS?
TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS) AND STATED THAT THE PART WAS NOT AVAILABLE WITHIN A REASONABLE TIME FRAME TO SCHEDULE THE RECALL REPAIR. THE INTERIM RECALL NOTICE FROM THE MANUFACTURER DID NOT GIVE A SPECIFIC DATE FOR WHEN THE P…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS) AND STATED THAT THE PART WAS NOT AVAILABLE WITHIN A REASONABLE TIME FRAME TO SCHEDULE THE RECALL REPAIR. THE INTERIM RECALL NOTICE FROM THE MANUFACTURER DID NOT GIVE A SPECIFIC DATE FOR WHEN THE PART WOULD BECOME AVAILABLE. THE MANUFACTURER COULD NOT PROVIDE AN ESTIMATED DATE FOR WHEN THE VEHICLE WOULD RECEIVE THE RECALL REPAIR. THE CONTACT WAS NOT EXPERIENCING A FAILURE. PARTS DISTRIBUTION DISCONNECT.
TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART TO DO THE RECALL REPAIR WAS NOT AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE O…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART TO DO THE RECALL REPAIR WAS NOT AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE ISS…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2007 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
Official recalls
216V063000 · Air Bags:frontal:driver Side:inflator Module
Feb 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.
14V318000 · Seat Belts:front:retractor
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
3EA21002 · 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.
PE09032 · Engine Compartment Fire
Opened Jul 15, 2009 · Closed Dec 16, 2009
Status: closed (inferred from source dates) · Electrical System:ignition
THE OFFICE OF DEFECTS INVESTIGATION (ODI) IS AWARE OF 7 SUBJECT VEHICLES THAT HAVE ALLEGEDLY EXPERIENCED ENGINE COMPARTMENT FIRES ORIGINATING AT THE COIL-ON-PLUG (COP) IGNITION COIL ASSEMBLY AND 28 ALLEGED NON-FIRE THERMAL EVENTS RESULTING IN DAMAGE LIMITED TO THE SUBJECT COMPONENT AND ASSOCIATED WIRING. ALL REPORTED INCIDENTS OCCURRED WHILE THE VEHICLES WERE ATTENDED AND IN ALL BUT ONE CASE THE SUBJECT VEHICLES WERE REPAIRED AND RETURNED TO SERVICE AFTER THE INCIDENT INVOLVING THE ALLEGED DEFECT. ACCORDING TO GENERAL MOTORS (GM), A CERAMIC CAPACITOR USED IN THE ELECTROMAGNETIC NOISE FILTER CIRCUIT INSIDE THE SUBJECT COMPONENT MAY HAVE BEEN DAMAGED DURING THE MANUFACTURING PROCESS. A FRACTURE INSIDE THE CAPACITOR MAY, DEPENDING ON ITS SIZE AND LOCATION, RESULT IN A RESISTIVE SHORT CIRCUIT. WHEN ENERGIZED, THE RESISTIVE SHORT CIRCUIT MAY CAUSE HEAT THAT CAN MELT THE POTTING EPOXY AROUND THE CIRCUIT BOARD AND LEAD TO SMOKE, ODOR AND IN SOME INSTANCES FIRE. OTHER SYMPTOMS MAY INCLUDE A MISFIRE CONDITION RESULTING IN ROUGH RUNNING AND/OR ILLUMINATION OF THE SERVICE ENGINE SOON TELLTALE LIGHT. ALL 7 FIRES OCCURRED RELATIVELY EARLY IN THE SERVICE LIFE OF THE VEHICLE AT 120, 171, 198, 207, 297, 365 AND 394 DAYS IN SERVICE, RESPECTIVELY. ODI ANALYSIS INDICATES THAT APPROXIMATELY 98% OF THE SUBJECT VEHICLE POPULATION IS NOW BEYOND THE EXPOSURE AGE AT WHICH FIRE INCIDENTS WERE OBSERVED. THE LAST KNOWN FIRE INCIDENT OCCURRED IN MAY 2009 ON A VEHICLE THAT HAD 394 DAYS IN SERVICE AND THE LAST KNOW FIRE INCIDENT PREVIOUS TO THAT OCCURRED IN DECEMBER 2008 ON A VEHICLE THAT HAD 198 DAYS IN SERVICE. 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 THE FIELD EXPERIENCE OF THE SUBJECT VEHICLES AS IT RELATES TO THE ALLEGED DEFECT AND WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES. ADDITIONALLY, THE MANUFACTURER WILL PROVIDE THE AGENCY WITH AN UPDATE OF COMPLAINT AND WARRANTY INFORMATION IN 6 MONTHS FROM THE CLOSING DATE OF THIS INVESTIGATION AND UNTIL THAT TIME IT WILL NOTIFY THE AGENCY WITHIN 5 BUSINESS DAYS OF ANY FIRE INCIDENTS IT BECOMES AWARE OF THAT RELATES, OR MAY RELATE, TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
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