2003 INFINITI FX45

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 PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016 four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016 four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The investigation now includes all manufacturers and vehicles known to be affected at this time.ODI's investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492

The Office of Defects Investigation (ODI) opened PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with consistently high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly, ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016, four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016, four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The PE is now closed/upgraded to an Engineering Evaluation (EA15-001) to include all manufacturersand vehicles known to be affected at this time.ODI's EA investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The recalls related to this PE are: 14V343, 14V344, 14V348, 14V351, 14V353, 14V655, 14V700, 14V701, 14V752, 14V763, 14V770, 14V773, 14V787, 14V802 and 14V817.The number of vehicles affected are an estimate since some vehicles may have both the driver and passenger side inflators recalled. The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492

HELLO! MY NAME IS [XXX]. I OWNER OF INFINITI FX45 2003 [XXX] AND ACCORDING TO VINRCL.SAFERCAR.GOV/VIN/ I HAVE SEVERAL INCOMPLETE DEFECTS IN MY CAR. COULD YOU PLEASE CHECK THIS AND SUPPORT ME WITH PARTS REPLACEMENT? THANK YOU IN ADVANCE! I CONTACTED A DEALERSHIP IN RUSSIA, NO ACTION ON MY APPEAL HAPPENED. THEY DON'T DO ANYTHING. PLEASE HELP, I AM WORRIED ABOUT MY OWN SAFETY AND THE SAFETY OF OTHER PEOPLE.RUSSIA CANNOT BE SELECTED IN YOUR FORM. SORRY FOR THE INACCURATE INFORMATION INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR

NHTSA ID

11361941

Incident

Sep 9, 2020

I AM LOCATED IN RUSSIA, AND THE LOCAL INFINITI DEALER DOES NOT PERFORM RECALL COMPANIES ON MY CAR.

NHTSA ID

11341361

Incident

Feb 20, 2020

Mileage

148,000 mi

I WAS BACKING DOWN MY DRIVE WAY (ABOUT 200 FT.) AND I HEARD A POPING SOUND. THEN AS I STARTED TO DRIVE DOWN THE ROAD IS WAS LOUDER, SOUND CAME FROM THE ROOF SO I OPENED THE CURTAIN IN FRONT OF THE MOON ROOF AND IT WAS ALL SHATTERED. THE CAR HAS ALWAYS BEEN GARAGED AND THE TEMP THAT DAY WAS IN THE LOW 40 DEGREES.

NHTSA ID

11290426

Incident

Dec 19, 2019

Mileage

172,000 mi

THE 2 REAR DOOR LOCKS DON'T LOCK OR UNLOCK. DANGEROUS CONDITION.

NHTSA ID

11162354

Incident

Apr 3, 2015

Mileage

60,000 mi

ALL THE LIGHTS ARE SWEATING, POOR VISIBILITY. ACCORDING TO: NUMBER OF REVIEWS ON HTSA: 06V-328 REVIEW DATE: ABRYCT 3 2006 NUMBER REVOCATION MANUFACTURER: R0608 SUMMARY DURING CANADIAN COMPLIANCE TESTING SOME SPECIAL VEHICLES SPORTS NOT ELIGIBLE FOR FEDERAL STANDARD SAFETY CAR. 108, “LAMPS, REFLECTED DEVICES AND RELATED EQUIPMENT” HEAD LAMP CHARGES DO NOT CORRESPOND TO THE REQUIREMENTS OF PHOTOMETRIC VALUES OF THE HEAD LAMP REQUIREMENTS OF THE STANDARD RED CARD REACT HEAT HAZE RIGHT HYRECE RIGHT HYRECE REACTOR HYRECRANIOR REACTOR HYRELECTRICANTS ONLY HYRES TO HAVE ON RIGHT HYRECTS ON RIGHT HARDWARE RIGHT HARDWARE RIGHT HYRECE HYRES, RIGHT TO HAVE RIGHT TO HAVE RIGHT TO HAVE RIGHT TO HAVE ITES, RIGHT HEATS, RIGHT HYRECTS, RIGHT HYRECE REQUIREMENTS, RIGHT HYRECTS, RIGHT HYRECTS, RIGHT HYRECTS, RIGHT HYRECE, RIGHT HYRECTS, RIGHT HYRECTS, RIGHT HYRECTS, RIGHT HYRECTS, RED CARDS, RADIATED DEVICES, 108 I DEMAND REPLACEMENT ACCORDING TO THE NON-CONFORMITY REGULATIONS.

NHTSA ID

11152162

Incident

Nov 11, 2018

TAKATA RECALL: YOUR SITE INDICATES THAT MY VEHICLE HAS TAKATA AIRBAG(S). HOWEVER, INFINITI'S WEBSITE SAYS MY VEHICLE IS NOT AFFECTED BY THE TAKATA RECALL. I CONTACTED INFINITI CUSTOMER SERVICE AND WAS TOLD MY CAR WAS NOT AFFECTED (SEE ATTACHED EMAIL). I AM CONCERNED THAT INFINITI'S RECALL PROGRAM IS MISSING MY VEHICLE

NHTSA ID

11055696

Incident

Dec 4, 2017

TL* THE CONTACT OWNS A 2003 INFINITI FX45. WHILE DRIVING 35 MPH, A LOUD NOISE WAS HEARD WHEN THE ACCELERATOR PEDAL WAS DEPRESSED. THE CONTACT EXITED THE VEHICLE AND NOTICED THE DRIVESHAFT ON THE GROUND. THE VEHICLE WAS TOWED TO THE CONTACT'S HOME. THE VEHICLE WAS DIAGNOSED BY AN INDEPENDENT MECHANIC WHO STATED THAT THE SHAFT BOLT SEPARATED FROM THE VEHICLE AND THE DRIVESHAFT NEEDED REPLACEMENT. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 160,000.

NHTSA ID

10947673

Incident

Jan 22, 2017

Mileage

160,000 mi

VEHICLE EXPERIENCED A MINOR GRAZING IMPACT ON BOTH RIGHT SIDE DOORS (IN THE MIDDLE OF AN INTERSECTION), WHICH DEPLOYED THE RIGHT SIDE AIRBAGS AND ALSO THE AIRBAG INSIDE THE FRONT PASSENGER LEATHER SEAT. AFTER THE ACCIDENT, THE WINDOW GLASS DIDN'T BREAK, THE DOORS OPENED AND CLOSED NORMALLY. THE SAFETY ISSUE IS THAT WHEN THE AIRBAGS DEPLOYED, THE ENGINE DIED IMMEDIATELY, AS IF FROM AN ELECTRICAL FAILURE, AND THE STEERING WHEEL PULLED TO THE RIGHT AND THE DRIVER (ME) HAD NO BRAKING. THE CAR VEERED TO THE RIGHT AND COASTED TO A STOP IN A YARD AT THE FAR END OF THE INTERSECTION. AFTERWARDS, THE CAR STARTED NORMALLY AND WAS DRIVABLE. FORTUNATELY, THERE WAS NO TRAFFIC OR PEDESTRIANS, SO NOBODY WAS INJURED. I CALLED CUSTOMER SERVICE AT INFINITI, AND THE REPRESENTATIVE CHECKED WITH THEIR TECHNICAL PEOPLE WHETHER THE AIRBAGS ARE INTENTIONALLY DESIGNED TO KILL THE ENGINE ON DEPLOYMENT, OR WHETHER THIS INDICATED A SYSTEM MALFUNCTION. THE CUSTOMER REPRESENTATIVE REPORTED BACK THAT INFINITI TECH SUPPORT COULDN'T SAY, ONE WAY OR THE OTHER, WHICH STRUCK ME AS AN EVASIVE RESPONSE. THE INFINITI CASE NUMBER IS [XXX]. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR

NHTSA ID

10671910

Incident

Jan 2, 2015

Mileage

86,000 mi

Voluntary Service Campaign ID # P3156 is no longer active. · Repair orders opened after this bulletin’s published date are no longer eligible for reimbursement under Campaign ID # P3156. · Discard all previous versions of ITB03-068.

CERTIFICATION LABEL AND VIN PLATE REPLACEMENT SERVICE INFORMATION Because of collision damage or other vehicle repair, a replacement “Certification Label” or “VIN Plate/Label” may be needed. HINT: Certification Label = FMVSS (Federal Motor Vehicle Safety Standards) label. These items may be available from Infiniti by request if certain criteria are met. This bulletin lists the criteria and provides an application form for such replacements. · The “VIN Plate/Label” (metal plate or vinyl label) is attached to the instrument panel or body on the driver side at the base of the windshield (see Figure 1). · The “Certification Label” (vinyl adhesive label) is located on the lower area of the driver side B-Pillar (see Figure 1).

INTELLIGENT KEY NOT DETECTED / ENGINE WILL NOT START This bulletin has been amended. See AMENDMENT HISTORY on the last page. Please discard previous versions of this bulletin.

WINDOW GLASS WARRANTY INFORMATION This bulletin has been amended. See AMENDMENT HISTORY on the last page. Please discard previous versions of this bulletin.

REMOVING FOREIGN MATERIAL FROM THE WINDOW GLASS This bulletin has been amended. See AMENDMENT HISTORY on the last page. Please discard previous versions of this bulletin.

WINDSHIELD CRACKING This bulletin has been amended. See AMENDMENT HISTORY on the last page. Please discard previous versions of this bulletin.