Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
1290–25K
10925–50K
7450–75K
2075–100K
15100–150K
4150K+
351 reports with mileage · 292 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.
Electrical System. Review the 309 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Visibility/wiper. Review the 83 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
Engine. Review the 53 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
22 crash reports3 fire reports8 injury reports
What owners actually said
643 reports
42,000 miles · Oct 1, 2019
Visibility/wiper
I RECEIVED A SMALL CHIP FROM A ROCK THAT THEN SPREAD TO ABOUT AN 8 INCH CRACK. IT'S BEEN THAT WAY WITH NO CHANGE FOR MONTHS. THEN THIS MORNING WE DROPPED TO 26 DEGREES AND WHEN I TURNED ON THE DEFROSTER FOR THE WINDSHIELD THE CRACK SHOT ACROSS THE ENTIRE WINDSHIELD. I HADN'T EVEN MOVED THE CAR YET. I HAVE BEEN TOLD BY SAFELITE T…
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I RECEIVED A SMALL CHIP FROM A ROCK THAT THEN SPREAD TO ABOUT AN 8 INCH CRACK. IT'S BEEN THAT WAY WITH NO CHANGE FOR MONTHS. THEN THIS MORNING WE DROPPED TO 26 DEGREES AND WHEN I TURNED ON THE DEFROSTER FOR THE WINDSHIELD THE CRACK SHOT ACROSS THE ENTIRE WINDSHIELD. I HADN'T EVEN MOVED THE CAR YET. I HAVE BEEN TOLD BY SAFELITE THAT THIS WINDSHIELD WAS FAULTY AND SUBARU SHOULD REPLACE IT UNDER WARRANTY BUT THE SUBARU HERE IN MISSOULA, MT IS REFUSING TO DO SO. I SEE THAT CA HAD THE SAME ISSUE AND THEY SUED SUBARU. DO I HAVE TO DO THAT TOO TO GET THEM TO HELP ME?
NHTSA ODI #11265408
40,000 miles · Sep 30, 2019
Unknown Or Other
THE FRONT PASSENGER WINDOW DOES NOT ALWAYS FULLY CLOSE. SOMETIMES WHEN I'M CLOSING IT, THE WINDOW GOES ALL THE WAY TO THE TOP AND THEN GOES DOWN ABOUT HALFWAY AND STAYS THERE. THE ONLY WAY I AM ABLE TO GET IT MOSTLY CLOSED IS WHEN I AM AT A STOP, I HAVE ONE HAND ON THE WINDOW LOCK BUTTON AND THE OTHER ON THE WINDOW CLOSE BUTTO…
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THE FRONT PASSENGER WINDOW DOES NOT ALWAYS FULLY CLOSE. SOMETIMES WHEN I'M CLOSING IT, THE WINDOW GOES ALL THE WAY TO THE TOP AND THEN GOES DOWN ABOUT HALFWAY AND STAYS THERE. THE ONLY WAY I AM ABLE TO GET IT MOSTLY CLOSED IS WHEN I AM AT A STOP, I HAVE ONE HAND ON THE WINDOW LOCK BUTTON AND THE OTHER ON THE WINDOW CLOSE BUTTON. I HOLD DOWN THE CLOSE BUTTON UNTIL THE WINDOW IS ALMOST ALL OF THE WAY UP AND THEN HIT THE WINDOW LOCK BUTTON SO THAT THE WINDOW REMAINS SHUT MOST OF THE WAY. BY THE TIME I RESTART THE CAR, I UNLOCK THE WINDOW LOCK BUTTON AND AM ABLE TO CLOSE THE WINDOW NORMALLY. THE WINDOW NOT CLOSING OCCURS AT A STOP OR WHEN THE CAR IS MOVING.
NHTSA ODI #11265251
65,000 miles · Sep 30, 2019
Unknown Or Other
ABOUT ONCE A WEEK FOR AT LEAST THE PAST YEAR, THE STARLINK SCREEN FREEZES IN EITHER A BLANK SCREEN OR THE SCREEN GIVING CHOICES BETWEEN CD, FM, ETC. MUSIC WILL PLAY BUT NONE OF THE BUTTONS WILL WORK. I HAVE DISCOVERED THAT IF I HOLD DOWN THE ON/OFF BUTTON FOR ABOUT 15 SECONDS OR SO, IT WILL BEEP AND GO BACK TO NORMAL. IT HAPPE…
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ABOUT ONCE A WEEK FOR AT LEAST THE PAST YEAR, THE STARLINK SCREEN FREEZES IN EITHER A BLANK SCREEN OR THE SCREEN GIVING CHOICES BETWEEN CD, FM, ETC. MUSIC WILL PLAY BUT NONE OF THE BUTTONS WILL WORK. I HAVE DISCOVERED THAT IF I HOLD DOWN THE ON/OFF BUTTON FOR ABOUT 15 SECONDS OR SO, IT WILL BEEP AND GO BACK TO NORMAL. IT HAPPENS WHEN THE VEHICLE IS FIRST TURNED ON AND IS STATIONARY.
NHTSA ODI #11265248
50,000 miles · Sep 30, 2019
Unknown Or Other
KEY GETS STUCK IN IGNITION. SENSOR IN STEERING COLUMN DOES NOT RECOGNIZE THAT THE CAR IS IN PARK. MUST "SLAM" THE SHIFTER INTO PARK IN ORDER TO REMOVE THE KEY.
NHTSA ODI #11258994
51,052 miles · Sep 26, 2019
Unknown Or Other
KEY STUCK IN IGNITION UPON PARKING THE CAR. VEHICLE WAS STATIONARY (IN PARKING POSITION).
NHTSA ODI #11258352
35,000 miles · Sep 25, 2019
Power Train
I REGULARLY CANNOT REMOVE KEY FROM IGNITION WHILE IN PARK. THE IGNITION DOES NOT SEEM TO RECOGNIZE THE VEHICLE IS IN PARK, SO I HAVE TO RESTART CAR, SHIFT DO DRIVE, RESHIFT TO PARK AND TRY TO REMOVE KEY MULTIPLE TIMES. THIS HAS BEEN HAPPENING CONSISTENTLY AND IS WORST WHEN PARKED ON A HILL.
NHTSA ODI #11258063
27,800 miles · Sep 24, 2019
Steering
DRIVING AT AROUND 40 MILES PER HOUR AND SUDDENLY LOST CONTROL OF THE STEERING WHEEL. THE STEERING WHEEL BECAME VERY LOOSE AND UNRESPONSIVE. IT WAS VERY DANGEROUS. TOOK TO DEALERSHIP RIGHT AWAY AND THEY COULDN'T FIGURE OUT ANYTHING.
NHTSA ODI #11257585
61,100 miles · Sep 5, 2019
Visibility/wiper
ABOUT A WEEK A GO I NOTICED A CRACK IN THE WINDSHIELD ON THE PASSENGER SIDE. I CAN NOT ATTRIBUTE IT TO A ROCK OUR OTHER ROAD DEBRIS. CLOSE INSPECTION SHOWS A VERY SMALL CHIP DIRECTLY UNDER THE WIPER BLADE, WHICH WOULD PROTECT THE WINDSHIELD FROM A ROCK ETC. THE CRACK EXTENDS VERTICALLY DOWN UNDER THE PLASTIC TRIM AND UP ALMOS…
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ABOUT A WEEK A GO I NOTICED A CRACK IN THE WINDSHIELD ON THE PASSENGER SIDE. I CAN NOT ATTRIBUTE IT TO A ROCK OUR OTHER ROAD DEBRIS. CLOSE INSPECTION SHOWS A VERY SMALL CHIP DIRECTLY UNDER THE WIPER BLADE, WHICH WOULD PROTECT THE WINDSHIELD FROM A ROCK ETC. THE CRACK EXTENDS VERTICALLY DOWN UNDER THE PLASTIC TRIM AND UP ALMOST TO THE WIPER BLADE SWEEP LIMIT. THIS IS THE SECOND WINDSHIELD IN MY VEHICLE. IN 2017 I THOUGHT I GET HIT BY A ROCK. A LARGE CHIP APPEARED ON THE DRIVERS SIDE AND A CRACK IMMEDIATELY APPEARED. I PAID FOR A REPAIR BY THE DEALER. IT WAS NOT COVERED BY WARRANTY OR INSURANCE. I AM NOW WONDERING IF THE FIRST WINDSHIELD WAS HIT BY A ROCK OR NOT. REGARDLESS, I CANT BELIEVE I WILL BE ON THIRD WINDSHIELD IN A VEHICLE I HAVE NOT YET HAD TO REPLACE THE BRAKE PADS.
NHTSA ODI #11253444
35,500 miles · Sep 4, 2019
Structure
WHILE STATIONARY, MY DAUGHTER ATTEMPTED TO EXIT THE REAR PASSENGER SIDE OF THE VEHICLE. THE DOOR WOULD NOT OPEN FROM INSIDE THE VEHICLE. DISCOVERED THAT THE REAR PASSENGER SIDE DOOR CHILD SAFETY LOCK SWITCH ON THE INSIDE EDGE OF THE DOOR WAS ENGAGED. TRIED TO DISENGAGE THE CHILD SAFETY LOCK; HOWEVER, THE SWITCH WAS SEIZED IN …
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WHILE STATIONARY, MY DAUGHTER ATTEMPTED TO EXIT THE REAR PASSENGER SIDE OF THE VEHICLE. THE DOOR WOULD NOT OPEN FROM INSIDE THE VEHICLE. DISCOVERED THAT THE REAR PASSENGER SIDE DOOR CHILD SAFETY LOCK SWITCH ON THE INSIDE EDGE OF THE DOOR WAS ENGAGED. TRIED TO DISENGAGE THE CHILD SAFETY LOCK; HOWEVER, THE SWITCH WAS SEIZED IN THE ENGAGED POSITION. CANNOT OPEN THE DOOR FROM INSIDE THE VEHICLE. TOOK IT TO THE ONLY SUBARU DEALER IN HALIFAX, NOVA SCOTIA, CANADA. THOUGH THE VEHICLE HAD LESS THAN 36,000 MILES AND SHOULD HAVE BEEN COVERED UNDER WARRANTY, THEY SAID IT WAS A CORROSION ISSUE CAUSED BY LACK OF USE; THEREFORE, IT WAS NOT COVERED BY THE WARRANTY. WE HAVE NEVER USED THE CHILD SAFETY LOCK.
NHTSA ODI #11253105
35,800 miles · Sep 3, 2019
Unknown Or Other
KEY INTERMITTENTLY DOES NOT COME OUT OF IGNITION WHEN PARKED. THIS IS A WELL KNOWN ISSUE WITH A TECHNICAL SERVICE BULLETIN ISSUED BY SUBARU. THIS CAN BE A SAFETY ISSUE. WHY HAS A RECALL NOT BEEN ISSUED FOR THIS?
Subaru of America, Inc. (Subaru) is recalling certain 2016-2017 Outback vehicles. A replacement air bag control module may have been installed that is not compatible with the passenger air bag module, possibly affecting air bag deployment.
Consequence & remedy
Consequence: In the event of a crash necessitating passenger frontal air bag deployment, the air bag may not deploy properly, increasing the risk of injury.
Remedy: Subaru will notify owners, and dealers will replace the passenger air bag module, free of charge. The recall began February 3, 2020. Owners may contact Subaru customer service at 1-844-373-6614. Subaru's number for this recall is WUX-09.
Subaru of America, Inc. (Subaru) is recalling certain model year 2016-2017 Legacy and Outback vehicles manufactured February 29, 2016, to May 6, 2016. The steering column on the affected vehicles may have been improperly machined, and as a result, turning the steering wheel may have no effect on the direction of the wheels.
Consequence & remedy
Consequence: The loss of steering ability would increase the risk of a crash.
Remedy: Subaru will notify owners, and dealers will inspect the lot number on the steering column, replacing the steering column, as necessary, free of charge. The recall began May 13, 2016. Owners may contact Subaru customer service at 1-800-782-2783 or by visiting http://www.wtd65.service-campaign.com. Subaru's number for this recall is WTD-65. Note: Until the vehicles have been inspected, owners are advised not to drive their vehicles.
Subaru of America, Inc. (Subaru) is recalling certain model year 2016 Legacy vehicles manufactured October 24, 2015, to November 16, 2015, and Outback vehicles manufactured October 24, 2015, to November 17, 2015. Due to the improper tightening of the securing nuts, the drive shaft may separate from the rear differential.
Consequence & remedy
Consequence: If the drive shaft detaches from the rear differential, it may strike the fuel tank and result in a fuel leak, increasing the risk of a fire.
Remedy: Subaru has notified owners, and dealers will inspect the fastening nuts, and tighten or replace them, as necessary, free of charge. The recall began on December 10, 2015. Owners may contact Subaru customer service at 1-856-488-8500. Subaru's number for this recall is WQV-57.
Additional source detail variants (2)
Power Train:driveline:differential Unit
Subaru of America, Inc. (Subaru) is recalling certain model year 2016 Legacy vehicles manufactured October 24, 2015, to November 16, 2015, and Outback vehicles manufactured October 24, 2015, to November 17, 2015. Due to the improper tightening of the securing nuts, the drive shaft may separate from the rear differential.
Consequence: If the drive shaft detaches from the rear differential, it may strike the fuel tank and result in a fuel leak, increasing the risk of a fire.
Remedy: Subaru has notified owners, and dealers will inspect the fastening nuts, and tighten or replace them, as necessary, free of charge. The recall began on December 10, 2015. Owners may contact Subaru customer service at 1-856-488-8500. Subaru's number for this recall is WQV-57.
Power Train:driveline:driveshaft
Subaru of America, Inc. (Subaru) is recalling certain model year 2016 Legacy vehicles manufactured October 24, 2015, to November 16, 2015, and Outback vehicles manufactured October 24, 2015, to November 17, 2015. Due to the improper tightening of the securing nuts, the drive shaft may separate from the rear differential.
Consequence: If the drive shaft detaches from the rear differential, it may strike the fuel tank and result in a fuel leak, increasing the risk of a fire.
Remedy: Subaru has notified owners, and dealers will inspect the fastening nuts, and tighten or replace them, as necessary, free of charge. The recall began on December 10, 2015. Owners may contact Subaru customer service at 1-856-488-8500. Subaru's number for this recall is WQV-57.
Subaru of America, Inc. (Subaru) is recalling certain 2015 and 2016 model year Subaru Legacy 4-Door and Outback vehicles manufactured July 3, 2015, to July 27, 2015. Transmission oil may leak from a deformed seal cap on the propeller shaft yoke.
Consequence & remedy
Consequence: If the transmission oil leaks onto the exhaust pipe, there is a possible risk of fire.
Remedy: Subaru will notify owners, and dealers will replace the propeller shaft, free of charge. The recall began on August 28, 2015. Owners may contact 1-800-782-2783. Subaru's number for this recall is WQU-56.
Additional source detail variants (2)
Power Train:automatic Transmission
Subaru of America, Inc. (Subaru) is recalling certain 2015 and 2016 model year Subaru Legacy 4-Door and Outback vehicles manufactured July 3, 2015, to July 27, 2015. Transmission oil may leak from a deformed seal cap on the propeller shaft yoke.
Consequence: If the transmission oil leaks onto the exhaust pipe, there is a possible risk of fire.
Remedy: Subaru will notify owners, and dealers will replace the propeller shaft, free of charge. The recall began on August 28, 2015. Owners may contact 1-800-782-2783. Subaru's number for this recall is WQU-56.
Power Train:driveline:driveshaft
Subaru of America, Inc. (Subaru) is recalling certain 2015 and 2016 model year Subaru Legacy 4-Door and Outback vehicles manufactured July 3, 2015, to July 27, 2015. Transmission oil may leak from a deformed seal cap on the propeller shaft yoke.
Consequence: If the transmission oil leaks onto the exhaust pipe, there is a possible risk of fire.
Remedy: Subaru will notify owners, and dealers will replace the propeller shaft, free of charge. The recall began on August 28, 2015. Owners may contact 1-800-782-2783. Subaru's number for this recall is WQU-56.
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
1
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.
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