Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
100–25K
1825–50K
2150–75K
3275–100K
21100–150K
5150K+
107 reports with mileage · 77 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 71 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Engine. Review the 66 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Fuel/propulsion System. Review the 13 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
5 crash reports1 fire reports3 injury reports
What owners actually said
184 reports
Mileage unknown · Sep 27, 2017
Air Bags
TL* THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART FOR THE RECALL REPAIR. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE CONTACT CALLED JEFF WYLER FAIRFIELD CADILLAC KIA NISSAN (5815 DI…
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TL* THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART FOR THE RECALL REPAIR. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE CONTACT CALLED JEFF WYLER FAIRFIELD CADILLAC KIA NISSAN (5815 DIXIE HWY, FAIRFIELD, OH 45014; 513-682-2500) WHO INFORMED THE CONTACT THAT, DESPITE THE NOTICE HE RECEIVED STATING THAT CADILLAC WOULD PERFORM THE RECALL REPAIR, THEY WOULD NOT REPAIR THE VEHICLE. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
NHTSA ODI #11030127
25,000 miles · Sep 9, 2017
Fuel/propulsion System
FUEL PUMP IS DEFAULTING TO CHECK ENGINE LIGHT , ERROR CODE FOR FUEL PUMP , WHILE DRIVING THE FUEL PUMP INTERMITTENTLY DOES NOT SEND ENOUGH FUEL TO MOTOR RESULTING IN NOT ENOUGH POWER STALLING WHILE DRIVING.
NHTSA ODI #11022413
99,000 miles · Jul 31, 2017
EngineFuel/propulsion System
REACHED 100K MILES, AND CAR BEGAN RUNNING VERY ROUGH. ENGINE LIGHT CAME ON AND DIAGNOSED AS BAD IGNITION COIL. PAID FOR TUNE-UP, IGNITION COIL, AND AND FUEL SERVICE. LESS THAN A MONTH LATER, SAME ISSUE. CAR RUNNING FINE, THEN SUDDENLY ALMOST STALLS AND ENGINE LIGHT BLINKS THEN STAYS ON - CAR RUNS VERY ROUGH AT IDLE AND ACCEL…
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REACHED 100K MILES, AND CAR BEGAN RUNNING VERY ROUGH. ENGINE LIGHT CAME ON AND DIAGNOSED AS BAD IGNITION COIL. PAID FOR TUNE-UP, IGNITION COIL, AND AND FUEL SERVICE. LESS THAN A MONTH LATER, SAME ISSUE. CAR RUNNING FINE, THEN SUDDENLY ALMOST STALLS AND ENGINE LIGHT BLINKS THEN STAYS ON - CAR RUNS VERY ROUGH AT IDLE AND ACCELERATION. REPLACED 2 MORE COILS. LESS THAN ONE MONTH ISSUE, SAME ISSUE - CAR RUNNING OK, THEN JUST ALMOST STALLS AND RUNS ROUGH - ENGINE LIGHT BLINKS THEN STAYS ON - RELACED #5 COIL. WHEN DIAGNOSING, SERVICE TECH ADVISED THAT ISSUE WAS LIKELY WORSE, NOT MAINTAINING COMPRESSION - LIKELY REQUIRED VALVE JOB. HAVE ALREADY PAID SEVERAL THOUSANDS OF DOLLARS ON IGNITION COILS AND OTHER SERVICE TO DEALERSHIP FOR THIS ISSUE, NOW FACING LARGE BILL FOR VALVE JOB.
NHTSA ODI #11011700
Mileage unknown · Jul 24, 2017
Air Bags
TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS) HOWEVER, THE PARTS TO DO THE REPAIRS WERE NOT AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE DEALER WAS NOT CONTACTED. THE MANU…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS) HOWEVER, THE PARTS TO DO THE REPAIRS WERE NOT AVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE DEALER WAS NOT CONTACTED. THE MANUFACTURER WAS CONTACTED SEVERAL MONTHS AGO WHOM CONFIRMED THAT PARTS WERE NOT AVAILABLE BUT A SECOND NOTICE WOULD BE SENT TO OWNERS WHEN REMEDY PARTS BECOME AVAILABLE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
NHTSA ODI #11010203
Mileage unknown · Jun 20, 2017
Air Bags
TL* TAKATA RECALL. THE CONTACT OWNS A 2008 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 DEALER WAS CONTACTED (DIRITO BROTHERS …
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TL* TAKATA RECALL. THE CONTACT OWNS A 2008 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 DEALER WAS CONTACTED (DIRITO BROTHERS SAAB, 2020 NORTH MAIN STREET, WALNUT, CALIFORNIA) AND CONFIRMED THAT THE PARTS WERE NOT AVAILABLE FOR THE RECALL REMEDY. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
NHTSA ODI #11000276
Mileage unknown · May 15, 2017
Air Bags
TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART FOR THE RECALL REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT MADE AWARE O…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. THE CONTACT RECEIVED NOTIFICATION OF NHTSA CAMPAIGN NUMBER: 16V063000 (AIR BAGS); HOWEVER, THE PART FOR THE RECALL REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
NHTSA ODI #10985697
41,000 miles · May 10, 2017
Air Bags
TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. WHILE DRIVING AT ANY SPEED THE AIR BAG INDICATOR ILLUMINATED WITHOUT WARNING. THE CONTACT RECEIVED A RECALL NOTICE FOR THE AIR BAG AND TOOK THE VEHICLE TO A DEALER WHERE THE AIR BAG WAS REPLACED. THE NHTSA CAMPAIGN NUMBER WAS NOT PROVIDED. THE FAILURE RECURRED, BUT THE DEALE…
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TL* TAKATA RECALL. THE CONTACT OWNS A 2008 SAAB 9-3. WHILE DRIVING AT ANY SPEED THE AIR BAG INDICATOR ILLUMINATED WITHOUT WARNING. THE CONTACT RECEIVED A RECALL NOTICE FOR THE AIR BAG AND TOOK THE VEHICLE TO A DEALER WHERE THE AIR BAG WAS REPLACED. THE NHTSA CAMPAIGN NUMBER WAS NOT PROVIDED. THE FAILURE RECURRED, BUT THE DEALER STATED THAT THE AIR BAG INDICATOR WAS NOT INCLUDED IN THE RECALL. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE WAS NOT REMEDIED. THE FAILURE MILEAGE WAS APPROXIMATELY 41,000. ..UPDATED 06/06/17 *BF UPDATED 06/07/17*LJ UPDATED 08/09/2017*JS TH CONSUMER REQUESTED AN UPDATE. UPDATED 09/1/2017*JS
NHTSA ODI #10984642
Mileage unknown · May 9, 2017
Air Bags
TL* THE CONTACT OWNS A 2008 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. THE DEALER WAS CONTACTED AND CONFIRMED THAT THE PARTS …
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TL* THE CONTACT OWNS A 2008 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. THE DEALER WAS CONTACTED AND CONFIRMED THAT THE PARTS WERE NOT AVAILABLE FOR THE RECALL REMEDY. THE MANUFACTURER WAS MADE AWARE OF THE ISSUE AND STATED THAT THE PARTS WERE DISTRIBUTED TO THE DEALER. THE CONTACT HAD NOT EXPERIENCED A FAILURE. PARTS DISTRIBUTION DISCONNECT.
NHTSA ODI #10984419
77,000 miles · May 2, 2017
Engine
I HAVE BEEN HAVING THIS PROBLEM WITH MY CAR FOR A WHILE NOW AND COULDN'T FIGUREOUT WHAT THE PROBLEM WAS. WHEN STARTED FROM A COLD START WOULD TAKE 2 OR 3 TIMES TO GET THE CAR RUNNING IT WOULD STALL OUT AND RUN REALLY ROUGH. AFTER A NUMBER OF TRIPS TO THE SHOP THAT MAINTAINS MY CAR THEY RESEARCHED ONLINE THAT THIS WAS A COMMON PR…
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I HAVE BEEN HAVING THIS PROBLEM WITH MY CAR FOR A WHILE NOW AND COULDN'T FIGUREOUT WHAT THE PROBLEM WAS. WHEN STARTED FROM A COLD START WOULD TAKE 2 OR 3 TIMES TO GET THE CAR RUNNING IT WOULD STALL OUT AND RUN REALLY ROUGH. AFTER A NUMBER OF TRIPS TO THE SHOP THAT MAINTAINS MY CAR THEY RESEARCHED ONLINE THAT THIS WAS A COMMON PROBLEM FOR SAABS WITH THIS ENGINE AND GM ISN'T WILLING TO DO ANYTHING ABOUT IT. I HAD TO SPEND JUST UNDER 2000.00 TO GET THIS ISSUE FIXED. I SEE THERE ARE A BUNCH OF PEOPLE POSTING ABOUT THIS SAME PROBLEM THE INTAKE VALVE ISSUE IS A KNOWN ISSUE WITH GM SUPPLIED INTAVE VALVES ON 2007-20011 SAABS WITH THE B207 MOTOR.
NHTSA ODI #10982966
Mileage unknown · Apr 20, 2017
Air Bags
TAKATA RECALL. MY SAAB WAS RECALLED. THIS VEHICLE WAS BUILT BY GM. I WAS TOLD BY SAAB THE ONLY PLACES THAT COULD FULFILL THE RECALL WERE >100 MILES AWAY. I CALLED THE FACILITY ON THE OTHER SIDE OF THE STATE ~5 TIMES WITHOUT A RETURN CALL. I'D LIKE THE GET THIS FIXED AND I'M WORRIED ABOUT DRIVING THE CAR WITH THE DEFECTIVE AI…
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TAKATA RECALL. MY SAAB WAS RECALLED. THIS VEHICLE WAS BUILT BY GM. I WAS TOLD BY SAAB THE ONLY PLACES THAT COULD FULFILL THE RECALL WERE >100 MILES AWAY. I CALLED THE FACILITY ON THE OTHER SIDE OF THE STATE ~5 TIMES WITHOUT A RETURN CALL. I'D LIKE THE GET THIS FIXED AND I'M WORRIED ABOUT DRIVING THE CAR WITH THE DEFECTIVE AIRBAGS.
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.
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
2
EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
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
2008 Saab 9-3 Problems, Complaints & Recalls | Skip That Year
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