After a preliminary review of consumer complaints and other information related to alleged defects, NHTSA obtains information from the manufacturer(including data on complaints, crashes, injuries, warranty claims, modifications, and part sales) and determines whether further analysis is warranted. If warranted, the investigator will conduct a more detailed and complete analysis of the character and scope of the alleged defect.
NHTSA Action Number: RQ19002
Date Opened: 2019-05-10
Date Closed: 2019-12-12
Manufacturer’s Name: Mitsubishi
Motors North America, Inc.
Component Description: SERVICE BRAKES, HYDRAULIC:POWER ASSIST:VACUUM
Recall Campaign: 19V804
Summary Description: Brake Vacuum Pump Failure
Summary
On May 10, 2019, the Office of Defects Investigation (ODI) opened Recall Query RQ19-002 to investigate three complaints alleging brake vacuum pump failures after the remedies for Recalls 13V-031 and 14V-522 had been completed in model year (MY) 2012 Mitsubishi i-MiEV vehicles. The investigation was opened on model year (MY) 2010 through 2017 Mitsubishi i-MiEV vehicles to cover all products sold in the United States with the same vacuum pump (Recall 14V-522 included MY 2010 through 2014 i-MiEV vehicles). Mitsubishi Motors North America, Inc. (MMNA) provided information about nine (9) additional reports of brake vacuum pump failure in its response to ODI's information request letter for RQ-002 (MY 2012 - 8, MY 2014 - 1). In addition, MMNA's response indicated that there are no MY 2010 through 2011 i-MiEV vehicles currently in the United States (a small number of MY 2010 through 2011 pre-production i-MiEV demo vehicles were listed as scrapped or exported - four of these were included in the scope of 14V-522).On November 8, 2019, MMNA submitted a Defect Information Report (DIR) to NHTSA describing a defect in the brake vacuum pump in approximately 2,108 MY 2012 through 2017 Mitsubishi i-MiEV vehicles manufactured from October 28, 2011 through June 10, 2016 (NHTSA Recall 19V-804, Mitsubishi Recall SR-19-002). Mitsubishi's DIR identified a defect in the brake vacuum pump design that may allow water to penetrate the pump and cause internal corrosion, which may result in brake vacuum pump failure and increased risk of a vehicle crash. Recalled vehicles will have the vacuum pump replaced with a redesigned pump that has improved sealing and anti-corrosion performance.Mitsubishi's DIR indicates that the recall covers all i-MiEV vehicles sold in the United States, as U.S. sales began with MY 2012 and concluded with MY 2017.This investigation is closed based on Recall 19V-804. The ODI reports cited above can be reviewed at NHTSA.gov under the following ID numbers:11078966, 11171175, 11187483.
NHTSA Action Number: RQ19001
Date Opened: 2019-05-09
Date Closed: 2021-05-28
Manufacturer’s Name: General Motors, LLC
Component Description: STEERING:ELECTRIC POWER ASSIST SYSTEM
Recall Campaign: 21V213
Summary Description: Loss of Power Steering Assist
Summary
In May 2019 the Office of Defects Investigation (ODI) opened a Recall Query (RQ19-001) to assess the scope of General Motors (GM) recall 16V-054. ODI had received 50 complaints with allegations of loss of electric power steering assist while the vehicle was in motion. These complaints were for vehicles outside the scope of recall 16V-054 yet exhibited the same symptoms.ODI?s review focused on specific build months outside the recall scope that had a high electric power steering failure rate and failures that were the same or similar to those addressed by the remedy associated with recall 16V-054. ODI?s review of data supplied by GM confirmed a high failure rate for vehicles outside of the recall scope.On March 25, 2021, GM filed a defect information report recalling select 2015 Chevrolet Colorado/GMC Canyon vehicles to remedy a potential loss of power steering assist while driving. The recall (21V-213) includes vehicles that were not addressed by recall 16V-054 and also prompted this recall query.In view of the recall, ODI is closing this recall query. Despite closing this investigation, NHTSA reserves the right to take additional action if warranted by future circumstances.The ODI complaints cited above can be viewed at www.nhtsa.gov under the following ODI identification numbers in a separate attachment. ?
NHTSA Action Number: PE19006
Date Opened: 2019-05-02
Date Closed: 2021-01-15
Manufacturer’s Name: Mazda Motor Corp.
Component Description: AIR BAGS
Recall Campaign:
Summary Description: Inadvertent Curtain Air Bag Deployment
Summary
The Office of Defects Investigation (ODI) opened this Preliminary Evaluation (PE19-006) on May 2, 2019 to investigate two Vehicle Owner Questionnaires (VOQs) and Early Warning Reporting data related to allegations of inadvertent deployment (IAD) of side curtain airbags in Model Year (MY) 2010 through 2013 Mazda CX-9 vehicles. ODI sent an Information Request (IR) to Mazda North America Operations, LLC. to gather information about the alleged defect in the subject vehicles. In the 20 months since opening the PE, ODI has received three additional VOQs. To date, there have been a total of 11 IAD incidents within the identified population of 104,360 vehicles. Of the 11 incidents, no serious injuries were reported. The last known incident occurred in December 2020.Mazda's response to ODI's IR letter identified the root cause as a manufacturing issue of the Bosch SMG076 Roll Rate Sensor within the Restraint Control Module (RCM). During the manufacturing calibration process, small particles may be generated that could affect roll sensor capacitance, which could lead to a loss of curtain airbag protection or an erroneous deployment command. On November 19, 2012, a revised Roll Rate Sensor calibration process was launched, establishing a clean point for the issue. In its responses to ODI, Mazda has assessed the condition as a low risk to motor vehicle safety, with low incident frequency not warranting action. Any RCM data indicating a malfunctioning Roll Rate Sensor will result in the illumination of the airbag warning light. In the event of an erroneous curtain airbag deployment, there is no contact with properly seated occupants. Additionally, the condition is not affected by deterioration or wear, and known incidents established a random pattern of occurrence.During the investigation, ODI examined the injury risk to vehicle occupants from curtain airbag deployments. It was determined that the subject vehicles do not pose a substantial risk to out of position occupants, as testing data falls within Technical Working Group (TWG) reference values. Modeling simulation based on data provided by Mazda for properly seated occupants during static and dynamic airbag deployments indicated sufficient head clearance and no risk of brain injury. ODI analysis reveals that inadvertent deployment incident rates of curtain airbags in the subject vehicles are low through approximately ten years in service. Incident frequency does not meet values warranting recall action, but rather align closely with baseline frequency of general inadvertent deployments which are known to occur in rare driving conditions. Additionally, warranty analysis of RCM failures resulting in a loss of curtain airbag protection revealed low claim rates.Based on the analysis conducted, this investigation has been closed. The closing of this investigation does not foreclose the Agency from taking further action, if warranted, or the potential for a future finding that a safety-related defect exists, based upon additional information the Agency may receive.The five ODI complaints cited above can be reviewed at NHTSA.gov under the following identification numbers: 10905492, 11165925, 11270089, 11310044, 11385219.
NHTSA Action Number: EA19001
Date Opened: 2019-04-19
Date Closed: 2024-09-19
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: AIR BAGS: AIR BAG/RESTRAINT CONTROL MODULE
Recall Campaign: 20V024
Summary Description: Electrical overstress
Summary
The Office of Defects Investigation (ODI) opened this investigation to determine if the failure of airbags to deploy during severe crashes, in certain vehicles, was the result of a safety related defect. During the investigation a complex failure was studied that can result in non-deployment of subject vehicle air bags and other restraint system devices in severe crash events. The subject vehicles may be equipped with an airbag control unit (ACU) for the supplemental restraint system (SRS) Electronic Control Unit (ECU) manufactured by ZF-TRW. The ECU receives signals from crash sensors mounted in the vehicle and deploys the vehicle air bags and seat belt pretensioners in accordance with manufacturer design specifications. The ECU in the subject vehicles contains a model DS84 application-specific integrated circuit (ASIC) which controls the communication of the crash sensor signal, firing commands (i.e., when to deploy the airbag(s) and/or pretensioners), and fault information (e.g., diagnostic trouble codes). In September 2016, FCA announced recall 16V-668 for certain model year (MY) 2010 to 2014 Chrysler, Dodge and Jeep products manufactured with the subject ZF-TRW ACU. In this recall, FCA discussed an EOS condition that resulted in a failure of the subject DS84 ASIC, which caused air bag non-deployment. FCA noted that the defect condition had only been observed in vehicles equipped with sensor harnessing routed across the front of the vehicle. Other FCA vehicles that also used the subject ACU, but were not equipped with cross-car harnessing, had not experienced EOS failures, despite similar time in service. During the course of this investigation, ODI sent two separate Information Request (IR) letters to six vehicle manufactures (including FCA, Hyundai, Honda, Kia, Mitsubishi, and Toyota) and one IR letter to ZF-TRW. These IR letters resulted in ODI receiving comprehensive data from these manufacturers and suppliers. Studies of this data found that the DS84 ASIC does not have sufficient protection against negative electrical transients or electrical overstress ("EOS") that can be generated in certain severe crashes. An electrical transient occurs when the electrical power supplied to a circuit changes momentarily over a short duration of time. In these severe crash cases, the crash sensors and other powered wiring can be damaged and short circuited so as to create a negative electrical transient of sufficient intensity and duration (that are outside the vehicle manufacturer's specification) to damage the ASIC before the restraint device deployment signal is received by the SRS ECU. This damaged signal can lead to incomplete or nondeployment of the air bags and/or pretensioners. Airbag non-deployment and/or lack of pretensioner operation can increase the risk or severity of injury in a crash.A total of 8 fatalities and 14 injuries were associated with known EOS events. The common element in all investigated manufacturers vehicles is the SRS ECU containing a DS84 ASIC manufactured by ZF-TRW. The risk associated with the ASIC is equally shared among all OEMS involved in the investigation. The actual real-world risk can be mitigated by other factors which were assessed by ODI during this investigation. The first mitigating factor involves protections built into the ACU design which protect the DS84 ASIC from damage. There are multiple strategies and levels of protection employed by different OEMs that provide effective EOS mitigation. The two most common strategies at the ACU level are circuit protection diodes on the remote senor signal lines, and current limiting resistors that protect critical components. The second mitigating factor is found at the vehicle level and involves the location and routing of the wires leading from the crash sensors to the SRS ECU. If the wires are well protected in a crash and are not routed with other power wires carrying large currents, the risk for an EOS event is significantly reduced or eliminated. These design specific factors combine to produce a spectrum of risk for the vehicles equipped with ACUs using the DS84 ASIC. Given the many of years of field exposure, it is possible to divide the subject population into two groups; vehicles which have experienced EOS events, and vehicles which have not experienced EOS field events. Four of the six OEMs involved in this investigation have experienced EOS field events on at least one of their models equipped with a DS84 ASIC. All vehicle models (including the Toyota models identified in the Failure Report Summary of the opening resume for this investigation) with field events have been recalled. In an abundance of caution, ODI kept this investigation open five years to monitor field performance and did not identify any field events on vehicles not included in existing safety recalls. Given the spectrum of risk identified in this investigation and that all vehicles with a demonstrated unreasonable risk have been recalled, ODI is closing this investigation. ODI is closing this investigation with the following manufacturer safety recalls: 16V-668, 18E-043, 18V-137, 18V-363, and 20V-024. With the recall actions taken by the subject vehicle and equipment manufacturers, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exists on other model or model year vehicles outside of the recall scopes. The agency reserves the right to take further action if warranted by the circumstances.
NHTSA Action Number: PE19005
Date Opened: 2019-04-19
Date Closed: 2021-12-09
Manufacturer’s Name: Isuzu Motors Limited
Component Description: ENGINE
Recall Campaign:
Summary Description: Unintended Movement
Summary
The Office of Defects Investigation (ODI) opened this investigation on April 19, 2020. ODI was made aware of seven consumer complaints related to model year (MY) 2012-2015 Isuzu N-series gasoline-powered trucks for unintended movement. ODI worked with Isuzu and peer manufacturers to understand the severity, failure mechanism and frequency of the issue. Attached is a report outlining these details, in addition to the investigation's chronology. This investigation is being closed with Isuzu releasing a technical service bulletin (TSB), with owner notification, to resolve the unintended movement issue in MY 2012-2017 vehicles. 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 issue and reserves the right to take further action if warranted by new circumstances.Please review the attached closing report for full details.
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