2014 BMW 328XD

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.

THE STEEPING COLUMN BECOMES VERY HARD TO MOVE, ALMOST LOCKS IN A POSITION. THIS MAKES IT VERY DIFFICULT TO STEER. SOMETIMES IT MOVES EASILY AND OTHER TIMES IT IS VERY HARD. THIS EVENT OCCURRED WHILE DRIVING.

NHTSA ID

11220849

Incident

Jun 10, 2019

Mileage

63,000 mi

EGR VALVE FAILURE WHILE ON HIGHWAY TRAVELING AT HIGHWAY SPEED. NO INDICATION ON VEHICLE MONITORING SYSTEM THAT SOMETHING WAS WRONG. FAILURE CAUSE SIGNIFICANT DAMAGE TO THROTTLE BODY, AIR SENSOR, INTAKE SYSTEM DUE TO HIGH TEMPERATURE GASES BEING INGESTED INTO ENGINE. DAMAGE INCLUDED MELTED PLASTIC (FIRE) ON THE INTAKE SYSTEM. REPAIR TICKET AND RECORD FOR DAMAGE AND PARTS REPLACED IS ON RECORD AT MT. LAUREL, BMW IN MT. LAUREL, NJ. ISSUE HAPPENED AT 101,200 MILES, 1000 MILE OVER WARRANTEE.

NHTSA ID

11140636

Incident

Oct 3, 2018

Mileage

101,200 mi

THIS IS A 2014 DIESEL 328 WITH 50K MILES. I GOT WARNING MESSAGE FROM ONBOARD DIAGNOSTIC STATING "DRIVETRAIN. MAXIMUM POWER NOT AVAILABLE. DRIVE MODERATELY." I DROVE MODERATELY TO MY DESTINATION. THIS DISAPPEARED AFTER STOPPING FOR 6 HOURS. THEN DROVE 200 MILES HOME NO ISSUES. NEXT DAY WARNING CAME BACK ON AND NOW CHECK ENGINE ICON IS LIT. DROPPED IT OFF AT DEALER AND THEY DIAGNOSED HIGH PRESSURE FUEL PUMP FAILURE. AS NOTED IN A PREVIOUS COMPLAINT POSTING, THIS IS THE EXACT SAME ISSUE, JUST NOT CATASTROPHIC ENGINE FAILURE (YET). $4,000 WAS QUOTED FOR REPAIR. NOTED 18,000 GAS ENGINES WITH RECALL FOR HPFP FAILURE. THE DEALERSHIP PRIOR TO MY ASKING ABOUT ANY MANUFACTURER LIABILITY IN THIS STATED HE HAD SEEN 4 PREVIOUS CASES. AFTER I ASKED IF THERE WAS ANY TSB ON THIS ISSUE, HE BACKTRACKED AND SAID THEY SEE 10'S OF THOUSANDS OF CARS A YEAR AND THIS IS A VERY LOW PERCENTAGE FAILURE. DIESELS ARE RARE IN US. I WOULD ARGUE THAT 4 DIESEL HPFP FAILURES OUT OF A MINISCULE NUMBER OF DIESEL BMWS SOLD IN USA WOULD BE A SIGNIFICANT FAILURE RATE.

NHTSA ID

10925184

Incident

Nov 6, 2016

Mileage

53,000 mi

ON THE MORNING OF THE MAIN INCIDENT I WAS ON MY WAY TO WORK AND THE ENGINE SUDDENLY DIED. I WAS ON A ROAD THAT WAS NOT HEAVILY TRAVELED AND WAS ABLE TO PULL OVER TO THE SIDE OF THE ROAD. I WAS ABLE TO RESTART THE ENGINE, THOUGH NOT EASILY, AND MADE IT TO WORK. IN THE EARLY AFTERNOON WHEN I HAD A BREAK I WENT TO THE PARKING GARAGE AND ATTEMPTED TO RESTART THE CAR SO THAT I COULD DRIVE IT TO THE DEALERSHIP TO GET IT CHECKED OUT. IT WOULD NOT START AT ALL AND I HAD TO HAVE IT TOWED. THE MAIN PROBLEM TURNED OUT TO BE A FAILED FUEL PUMP, AND APPARENTLY IT DISINTEGRATED TO THE POINT THAT SHARDS OF METAL WENT THROUGH THE ENTIRE FUEL SYSTEM LEADING TO THE NEED FOR REPLACEMENT OF THE HIGH PRESSURE FUEL INJECTORS AND COMMON RAIL, A $15,000+ REPAIR. EVEN THOUGH GASOLINE-POWERED ENGINES HAD BEEN RECALLED LESS THAN ONE MONTH PRIOR FOR THE SAME PROBLEM. THE DEALER BLAMED THE FAILURE ON THE FUEL THAT I USED.

NHTSA ID

10759857

Incident

May 21, 2015

Mileage

17,400 mi

The basic conditions for initializing the power windows are not met.

The electrical system of BMW vehicles has been subject to an ongoing development process over the last few years. This has led to increased demands being placed on the battery. This document covers important information for the dealer on how to handle “discharged battery” complaints.