2014 Honda Civic

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 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.

I bought a 2014 Honda Civic LX at a used car dealership. The day after I bought it, the passenger-side occupant position sensor came on. I returned the car, and they reset it. It came on again, was reset, and when it came on again, it was replaced. The new one came on again. This time I took it to my Honda dealer, and they reset it. It came on again, and I've been living with it since.I am concerned it might go off unexpectedly or worse, not go off in a crash. I see other years have this as a recall, but my car doesn't come up with a recall.

NHTSA ID

11745427

Incident

Sep 8, 2025

UNKNOWN component/system issue; entirety of vehicle is available for inspection. Problem has been reproduced by independent service center. Vehicle has been inspected by independent service center and local Honda dealership. No warning lamps/messages or stores codes. 1. Vehicle shakes at idle; periodically jerks and lurches when driving (RPMs, current gear are not relevant, no correlation). 2. When letting off the gas to “coast,” vehicle drops in speed abruptly as if the brakes are being applied which results in a “jolt.” The consequence is the vehicle essentially braking without signal; gas pedal must be engaged at all times unless intending to brake. 3. Vehicle hesitates significantly when accelerating. Even at >80% compression of the gas pedal, the speed of the vehicle will not increase. Only at full compression will the vehicle shift gears and begin to gain in speed yet accompanied by rough shuttering and loud, “airy” sounding rev. This is outside of the operational characteristics expected with the CVT transmission. Moderate to severe safety concern. Notes: Oil and transmission fluid have been drained and replaced at the dealership both less than 3k miles ago. Spark plugs and ignition coils have all been replaced with Honda parts less than 1k miles ago.

NHTSA ID

11744572

Incident

Jun 1, 2026

The contact owns a 2014 Honda Civic. The contact stated that while driving on the highway at approximately 65 MPH, the vehicle lost power steering functionality, the vehicle lost power steering assist, and the steering wheel became difficult to turn. The vehicle was towed to a dealer; however, the vehicle was not diagnosed or repaired. The contact stated that the failure had previously occurred, and the vehicle was repaired by a dealer. The manufacturer was notified of the failure. The approximate failure mileage was 200,000.

NHTSA ID

11742333

Incident

Aug 20, 2025

Mileage

200,000 mi

Very infrequently the airbag light would briefly come on (solid, never flashing). It would only happen when turning the wheel counter clockwise, typically the wheel did not need to be turned very far for this to occur. The light would always go back off and no codes were found. On the night of 12/26/2025, I was driving onto the interstate (turning the wheel counterclockwise) when suddenly the passenger side curtain and passenger seat airbags deployed. My hearing went out, my windows fogged up, and I became disoriented. My vehicle briefly left the roadway and swerved into the narrow shoulder before I slowed down to a near stop. I resumed driving as there were vehicles approaching from behind. The vehicle has no impact damage and has never been in an accident. The airbags had stickers dating back to 2014 from when the vehicle was manufactured. The vehicle is rarely driven now as it is a safety concern.

NHTSA ID

11738449

Incident

Dec 26, 2025

Rpm slighting rising at low mph and it hesitates/jerks a bit

NHTSA ID

11735152

Incident

Apr 23, 2026

My Honda civic 2014 has a notice coming often in dashboard saying "Check airbag system". This car do not have major accident (only sight bumper hit on year 2022 on backside) and airbag never went off . Now the dealer was saying I need to pay for airbag change costing about $2,000. I think this airbag is defective and need further investigation.

NHTSA ID

11734071

Incident

Apr 2, 2026

See attached document for complaint.

NHTSA ID

11722399

Incident

Dec 10, 2025

Knocking sound from engine

NHTSA ID

11719533

Incident

Feb 20, 2026

ServiceNews Article - When removing and installing a cable reel, you need to keep both the cable reel and the steering angle sensor in position. If you don't , the VSA indicator may come on along with one or more VSA DTCs. And when you run the Neutral Memorization Procedure in the i-HDS, it won't complete.

Service bulletin - There is a clicking or grinding noise when making turns. Confirm the noise by accelerating while the front wheels are turned sharply to the left and then again to the right.

Servicenews Article - Any customers complaining about these issues when their iPhone running iOS 12 is connected to the vehicle? ? When using an HDMI output, they can't view or listen to videos, music, etc. ? The launcher screen for HondaLink flickers or goes blank. We've determined those issues are due to iOS 12 (and not the vehicle) and have reported this to Apple. Once they come up with a fix, we'll let you know.

Servicenews article - Are any customers complaining about any of the following issues between their iPhone running iOS 12 when it's connected to their vehicle? ? You can't view or listen to videos, music, etc., when using a HDMI output. ? The launcher screen for HondaLink flickers or goes blank.

Service bulletin - This bulletin is a notification of a class action settlement relating to airbag inflators. American Honda is offering a Customer Support Program (Warranty Extension) to cover any manufacturing defects in the replacement front passengers airbag inflator only.

Service bulletin - This bulletin is a notification of a class action settlement relating to airbag inflators. American Honda is offering a Customer Support Program (Warranty Extension) to cover any manufacturing defects in the replacement front passengers airbag inflator only.