NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
643 reports35,000 miles · Mar 16, 2019
Visibility/wiper
PLEASE FORWARD THIS MESSAGE ONTO WHOM IT MAY CONCERN AT SUBARU OF AMERICA CUSTOMER SERVICE. 2016 OUTBACK 3.6R BULLETIN NUMBER: 12-192-15R; NHTSA ID:10093903; REVISED: 11/19/15 UPDATE BULLETIN NUMBER: 12-192-15R; NHTSA ID:10093903; REVISED: 03/06/17 ISSUE: SPONTANEOUS CRACKED WINDSHIELD HELLO, I AM THE ORIGIN…
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PLEASE FORWARD THIS MESSAGE ONTO WHOM IT MAY CONCERN AT SUBARU OF AMERICA CUSTOMER SERVICE. 2016 OUTBACK 3.6R BULLETIN NUMBER: 12-192-15R; NHTSA ID:10093903; REVISED: 11/19/15 UPDATE BULLETIN NUMBER: 12-192-15R; NHTSA ID:10093903; REVISED: 03/06/17 ISSUE: SPONTANEOUS CRACKED WINDSHIELD HELLO, I AM THE ORIGINAL OWNER OF MENTIONED VEHICLE, 2016 OUTBACK 3.6R EQUIPPED WITH THE ALL-WEATHER PACKAGE AND EYESIGHT. ON FEBRUARY 28, 2019 A SMALL VISIBLE RUNNING CRACK ONE INCH IN LENGTH APPEARED JUST IN FRONT OF THE DRIVER SIDE FRONT WINDSHIELD. WITH INSPECTION THE CRACK ACTUALLY STARTED AT THE LOWER PORTION OF THE FRONT WINDSHIELD IN THE DEICER/DEFROSTER AREA. SINCE THEN THE CRACKS HAVE INCREASED DAILY IN LENGTH AND IN NUMBER. ONE RUNNING CRACK HAS NOW SPREAD ACROSS THE ENTIRE LOWER HALF OF THE FRONT WINDSHIELD TOWARDS THE PASSENGER SIDE. ANOTHER VISIBLE RUNNING CRACK ONE INCH IN LENGTH NOW HEADING IN THE OPPOSITE DIRECTION ON THE DRIVERS SIDE OF FRONT WINDSHIELD. IT TOO ORIGINATES FROM THE LOWER PORTION OF THE FRONT WINDSHIELD IN THE DEICER/DEFROSTER AREA. UNDER VERY CLOSE PHOTO INSPECTION AT THE JUNCTIONS OF THESE MERGING CRACKS CHIPPING IS OCCURRING CAUSING ADDITIONAL SPIDERING CRACKS. I DID CONTACT MY SUBARU DEALERSHIP SERVICE DEPARTMENT ON MARCH 5, 2019.A SALESPERSON FILLED OUT AND I SIGNED AN INFORMATION FORM FOR REPORTING THIS ISSUE TO SUBARU AMERICA. I WAS NOT OFFERED AND DID NOT RECEIVE A COPY. HAVE NOT HEARD BACK FROM THEM YET. THIS ISSUE AND REPAIR MENTIONED IN TSB ID: 12-192-15R NEEDS TO BE ADDRESSED AS SOON AS POSSIBLE. I HAVE ATTACHED DETAILED PHOTOS AND MC-10093903-2280.PDF DOCUMENT. THIS SHOULD EXPEDITE THE REPLACEMENT PROCESS.
NHTSA ODI #11187188
Mileage unknown · Mar 4, 2019
Unknown Or Other
FEBRUARY 28, 2019. CRACKING FRONT WINDSHIELD AT THE DE-ICER / DEFROSTER AREA. THIS WAS NOT FROM ROADWAY ROCK CHIPPING. VEHICLE WAS ON DRIVEWAY WARMING UP AND DEFROSTING. AFTER, NOW FIVE DAYS THE CRACK HAS SPREAD COMPLETELY ACROSS THE LOWER HALF OF THE FRONT WINDSHIELD.
NHTSA ODI #11183971
42,500 miles · Mar 2, 2019
Power Train
WHEN STOPPED, UNABLE TO REMOVE KEY FROM IGNITION (UNABLE TO MOVE KEY FROM ACC POSITION TO LOCK POSITION SUCH THAT KEY REMAINS IN IGNITION). SAFETY CONCERN: UNACCOMPANIED CHILD COULD START VEHICLE. UNLOCKED VEHICLE COULD BE STOLEN WITH KEYS IN IGNITION.
NHTSA ODI #11183656
5,000 miles · Mar 1, 2019
Forward Collision AvoidanceStructureUnknown Or OtherCrash
I HAD AN ACCIDENT @ 5PM-ENTERING A BUSY ROAD FROM A DRIVEWAY-HIT THE SIDE DOOR OF A CAR RACING LEFTTORIGHT IN FRONT OF ME. MY FAULT OF COURSE. I HEARD NO BEEP WARNING FROM THE SO-CALLED COLLISION MITIGATION SYSEM (?), NOR DID I FEEL ANY BRAKING. SUBSEQUENTLY I TESTED THIS FEATURE IN MY DRIVEWAY WHERE I SLOWLY DROVE THE CAR FOR…
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I HAD AN ACCIDENT @ 5PM-ENTERING A BUSY ROAD FROM A DRIVEWAY-HIT THE SIDE DOOR OF A CAR RACING LEFTTORIGHT IN FRONT OF ME. MY FAULT OF COURSE. I HEARD NO BEEP WARNING FROM THE SO-CALLED COLLISION MITIGATION SYSEM (?), NOR DID I FEEL ANY BRAKING. SUBSEQUENTLY I TESTED THIS FEATURE IN MY DRIVEWAY WHERE I SLOWLY DROVE THE CAR FORWARD TOWARD MY LARGE GARAGE, I WOULD HAVE HIT THE GARAGE-NO BEEP-NO BRAKING. THEN, IN A SNOW STORM, I HAD TO BRAKE SOASTO NOT HIT A LARGE TRUCK SKIDDING IN FRONT OF ME. I MISSED HITTING HIM BY INCHES. AGAIN, I HEARD NO BEEP AND FELT NO BRAKING. DEALER TESTED THIS FEATURE ON MY CAR BY LETTING IT GO TOWARDS BRUSHES IN A CARWASH, I HEARD BEEP WARNING, BUT AGAIN FELT NO BRAKING. DEALER SAID SYSTEM IS WORKING PROPERLY. AND SO-I CONCLUDE THAT WHENEVER I HEAR ANY KIND OF WARNING BEEO, I SHOULD MANUALLY AND QUICKLY 'HIT THE BRAKES', NO MATTER WHAT. AFTER ALL, I HAVE TO KEEP MY EYES ON THE ROAD FOR GOD'S SAKE. I AM NOT HAPPY.
NHTSA ODI #11183351
20,000 miles · Feb 17, 2019
Electrical SystemElectronic Stability Control (esc)
PROBLEM: 360 CCA BATTERIES INSTALLED IN NEW CARS ARE NOT ENOUGH AND THEY CAUSE PROBLEMS. MY FIRST INDICATION WAS A YEAR AGO WHEN I WENT TO THE STORE, WAS IN THERE 10-15 MINUTES, AND WHEN I CAME OUT THE CAR DID NOT START. A FRIEND CAME 2 HOURS LATER TO JUMP IT BUT TRIED IT FIRST AND IT STARTED RIGHT UP. SECOND PROBLEM WAS ON A…
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PROBLEM: 360 CCA BATTERIES INSTALLED IN NEW CARS ARE NOT ENOUGH AND THEY CAUSE PROBLEMS. MY FIRST INDICATION WAS A YEAR AGO WHEN I WENT TO THE STORE, WAS IN THERE 10-15 MINUTES, AND WHEN I CAME OUT THE CAR DID NOT START. A FRIEND CAME 2 HOURS LATER TO JUMP IT BUT TRIED IT FIRST AND IT STARTED RIGHT UP. SECOND PROBLEM WAS ON A TRIP TO DC IN NOVEMBER '18. NOR'EASTER CAME THROUGH AND WE GOT STUCK ON THE INTERSTATE IN THE MOUNTAINS FOR A FEW HOURS. CAR WAS STOPPED, NOT RUNNING. WENT TO GET DINNER THEN TO CAR TO GO ON AGAIN. WOULD NOT START. WERE STRANDED FOR 3 MORE HOURS, AS THE WEATHER AND MOUNTAIN DRIVE MADE IT IMPOSSIBLE TO GET HELP. WE WERE EVENTUALLY ABLE TO FIND SOMEONE TO JUMP IT. OVER NEXT FEW MONTHS, ODD THINGS HAPPENED LIKE THE RADIO NOT WORKING SPORATICALLY, SLOW STARTS, AND THE KEY NOT COMING OUT OF IGNITION OCCASIONALLY. TOOK IT TO THE DEALER, THEY RECOMMEND A $853 NEW SHIFT MECHANISM, BUT IN THE DISCUSSION HE HAPPENED TO MENTION THE 360CCA BATTERY NOT BEING ENOUGH FOR THE CAR. MY SUSPICIONS TELL ME TO GET A NEW BATTERY AND SEE HOW THINGS GO. GOT BATTERY- 640CCA, A WEEK AGO AND NO PROBLEMS AT ALL NOW. IT'S NOT RIGHT THAT THE DEALERS KNOW ABOUT THE BATTERY NOT BEING ENOUGH, AND WHEN YOU BRING THE CAR IN THEY TRY TO GET YOU TO PAY FOR LARGE DOLLAR FIX-IT'S AND AVOID TALKING ABOUT THE BATTERY ISSUE. I DON'T KNOW HOW MANY YEARS AND MAKES OF SUBARUS HAVE THESE, BUT PROB AT LEAST A FEW YEARS. THEY NEED TO RECALL AND PUT IN BETTER BATTERY, AT LEAST A $500CCA. I HAVE READ CAR GURU BLOG THAT MAKES IT OBVIOUS THAT AT LEAST HUNDREDS OF PEOPLE HAVE STORIES OF BEING STRANDED. FOR A LONG TIME OR IN A BAD PLACE. MY BATTERY COST ME $173 AND THEY SHOULD REFUND THAT TO ME.
NHTSA ODI #11180603
100 miles · Feb 8, 2019
Power Train
THE AUTOMATIC TRANSMISSION DOES NOT ENGAGE OFTEN CAUSING A JERKING MOTION OF THE CAR WHICH IS UNDIAGNOSED FOR THE PAST 3 YEARS. SUBARU EXTENDED THE TRANSMISSION WARRANTY FOR ONE YEAR. I WANT IT FIXED. MY WIFE AND I HAVE COMPLAINED SINCE THE CAR WAS NEW (2016 MODEL)
NHTSA ODI #11175786
54,000 miles · Feb 8, 2019
Unknown Or Other
KEY IS STUCK IN IGNITION WHEN CAR IT TURNED OFF AND WILL NOT COME OUT. DRIVER HAS TO SLAM THE GEAR SHIFT INTO PARK TO GET IT TO RELEASE MULTIPLE TIMES. SEEMS TO BE A COMMON PROBLEM BASED ON INTERNET RESEARCH
NHTSA ODI #11175157
50,000 miles · Jan 2, 2019
EngineFuel/propulsion System
ON TWO OCCASIONS WHILE DRIVING ON THE INTERSTATE AT 65-75 MPH WITH NO WARNING THE GAS PEDAL STOPPED RESPONDING TO INPUTS. WHILE MANEUVERING THE VEHICLE TO THE SHOULDER OF THE ROAD THROUGH TRAFFIC THE ENGINE SHUTOFF. ON ONE OCCASION I WAS ABLE TO RESTART THE VEHICLE AND ON THE SECOND OCCASION IT WOULD NOT RESTART. AFTER TOWING…
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ON TWO OCCASIONS WHILE DRIVING ON THE INTERSTATE AT 65-75 MPH WITH NO WARNING THE GAS PEDAL STOPPED RESPONDING TO INPUTS. WHILE MANEUVERING THE VEHICLE TO THE SHOULDER OF THE ROAD THROUGH TRAFFIC THE ENGINE SHUTOFF. ON ONE OCCASION I WAS ABLE TO RESTART THE VEHICLE AND ON THE SECOND OCCASION IT WOULD NOT RESTART. AFTER TOWING THE VEHICLE TO A REPAIR SHOP THE VEHICLE STARTED UP AND RAN WITH NO ISSUES. NO CHECK ENGINE LIGHTS WERE EVER DISPLAYED. THE BATTERY WAS WORKING FINE AND FULLY CHARGED. THE CAR IS IN PERFECT MECHANICAL SHAPE WITH ALL REGULAR SERVICE PERFORMED. THE GAS REMAINING AT TIME OF INCIDENT WAS APPROXIMATELY 1/4 TANK FULL. THE CAUSE IS UNKNOWN TO ME.
NHTSA ODI #11164684
5,000 miles · Dec 27, 2018
Visibility/wiper
OUR WINDSHIELD HAS HAD 3 CHIPS/CRACKS IN IT SINCE NEW. THE FIRST ONE WAS A CHIP THAT WAS REPAIRED BY SAFELIGHT. THE SECOND WAS A CRACK/CHIP WHERE THE ENTIRE WINDSHIELD WAS REPLACED BY SAFELIGHT. BOTH OF THESE HAPPENED WHILE THE VEHICLE WAS ON-HIGHWAY. BOTH WERE IN DIFFERENT SPOTS, BUT WERE LOCATED ON THE DRIVERS SIDE. THE THIRD …
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OUR WINDSHIELD HAS HAD 3 CHIPS/CRACKS IN IT SINCE NEW. THE FIRST ONE WAS A CHIP THAT WAS REPAIRED BY SAFELIGHT. THE SECOND WAS A CRACK/CHIP WHERE THE ENTIRE WINDSHIELD WAS REPLACED BY SAFELIGHT. BOTH OF THESE HAPPENED WHILE THE VEHICLE WAS ON-HIGHWAY. BOTH WERE IN DIFFERENT SPOTS, BUT WERE LOCATED ON THE DRIVERS SIDE. THE THIRD ONE WAS A LARGE CRACK ON THE DRIVER SIDE WE NOTICED YESTERDAY (12/26/18) WITH NO APPARENT CHIP ASSOCIATED. WE'RE NOT SURE IF THIS HAPPENED WHILE VEHICLE WAS MOVING OR STATIONARY. DATES FOR THE INITIAL CRACKS ARE ESTIMATES, BUT FIRST ONE WE ESTIMATE TO BE 8/2017. THE SECOND ONE WHERE THE WINDSHIELD WAS REPLACED IS ESTIMATED MAY 2018. WE NOTICED OTHERS WERE HAVING SIMILAR ISSUES AFTER DOING A SEARCH 12/26/18. IT ALSO APPEARS THAT SUBARU HAD ACKNOWLEDGED THERE WAS A PROBLEM WITH SOME 2015 AND 2016 MODELS, BUT OUR VEHICLE VIN DID NOT SHOW UP WHEN DOING A SEARCH.
NHTSA ODI #11163652
40,000 miles · Dec 18, 2018
Electrical System
ELECTRONIC PARKING BRAKE ENGAGED AUTOMATICALLY DUE TO SWITCH ASSEMBLY MODULE FAILURE WHILE CAR WAS IN MOTION AT BETWEEN 25-30MPH. CAR STOPPED INSTANTLY, PASSENGERS THROWN FORWARD, ALL-POWER DIED. CARS IN REAR STOPPED SHORT. FAILED TO RESTART AFTER INITIAL ATTEMPTS (10 MIN). WEATHER CLEAR, ABOUT 45 DEGREES F. 2.5 YEAR OLD CAR, ~4…
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ELECTRONIC PARKING BRAKE ENGAGED AUTOMATICALLY DUE TO SWITCH ASSEMBLY MODULE FAILURE WHILE CAR WAS IN MOTION AT BETWEEN 25-30MPH. CAR STOPPED INSTANTLY, PASSENGERS THROWN FORWARD, ALL-POWER DIED. CARS IN REAR STOPPED SHORT. FAILED TO RESTART AFTER INITIAL ATTEMPTS (10 MIN). WEATHER CLEAR, ABOUT 45 DEGREES F. 2.5 YEAR OLD CAR, ~40,000 MILES.
NHTSA ODI #11162323
Official recalls
4Dec 19, 2019
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.
May 11, 2016
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.
Nov 24, 2015
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.
Aug 10, 2015
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
1EA21002 · Desiccated Air Bag Inflator Rupture
Opened Sep 17, 2021 · No close date supplied
Status: open (inferred from source dates) · Air Bags:frontal:driver Side:inflator Module; Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Additional source detail variants (2)
Air Bags:frontal:driver Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Air Bags:frontal:passenger Side:inflator Module
From 2000 through 2017, Takata produced millions of air bag inflators using two types of phase-stabilized ammonium nitrate ("PSAN") propellant -- propellant 2004 and propellant 2004L. After prolonged exposure to high temperature cycles and humidity, inflators using propellant 2004 can degrade, causing the propellant to burn too quickly when ignited. The rapid burning can cause the inflator to rupture during deployment, potentially causing serious or even fatal injury to vehicle occupants. See 2016 Blomquist Report at www.nhtsa.gov/sites/nhtsa.gov/files/documents/expert_report-hrblomquist.pdf.Consequently, all frontal inflators using propellant 2004 that do not contain a "desiccant" (a substance that traps and holds moisture) in US vehicles are under recall. These "non-desiccated" inflators either have been or are required to be replaced.In some cases, the remedy part for these recalled inflators was, or will be, an inflator using either propellant 2004 or 2004L that does contain a desiccant. None of these "desiccated" remedy parts (which were installed in older model year vehicles) are currently under recall for a degradation concern. Certain subsets of desiccated PSAN inflators using propellant 2004 for use as original equipment, however, have been recalled for a degradation concern. All Takata inflators produced with propellant 2004L contain desiccant, and none of these desiccated inflators using propellant 2004L are under recall for a degradation concern. There have been no reported field ruptures in any non-recalled desiccated PSAN inflators.It is understood that desiccants fully saturate at some threshold, at which point any additional moisture will not be captured. This means the degradation process observed in non-desiccated inflators using propellant 2004 may also occur in non-recalled desiccated inflators using propellant 2004, assuming additional moisture enters the inflator and high temperature cycling occurs. Based on available information, desiccant saturation can occur within the first five years in the worst environments, and the time required for full saturation is affected by multiple factors. While no present safety risk has been identified, further work is needed to evaluate the future risk of non-recalled desiccated inflators using propellant 2004.Three entities -- Takata (now known as TK Global), the Independent Testing Coalition, and Exponent -- have been studying the long-term behavior of Takata desiccated PSAN inflators using propellant 2004L (as well as 2004) in the presence of moisture and temperature cycling. The research efforts, which include development of predictive modeling techniques and field sample analysis, are ongoing. To date, none of the researchers have identified field evidence showing that propellant 2004L is undergoing a degradation process that leads to aggressive deployment and potential rupture. However, the time in service of such inflators remains short compared to that of the inflators using propellant 2004. Further study is needed to assess the long-term safety of desiccated inflators using propellant 2004L.The Office of Defects Investigation is opening this investigation to examine whether a safety defect related to propellant degradation exists in non-recalled desiccated PSAN frontal inflators manufactured by Takata. This investigation will require extensive information on Takata production processes and surveys of inflators in the field. Lists of recall actions that may have used desiccated PSAN inflators as remedy parts, as well as the makes and models originally manufactured with them, is available with the downloadable version of this document (see nhtsa.gov/recalls?nhtsaId=EA21002 -- note this information is subject to change/revision as the investigation proceeds). This investigation does not supersede EA15-001, which remains open.
Illustration