2006 INFINITI M45

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

The contact owns a 2006 Infiniti M45. The contact stated while driving approximately 40 MPH, the vehicle stalled while driving downhill. The contact stated that several unknown warning lights were illuminated. The contact stated that the vehicle lost power steering and braking functionality. The contact was able to safely stop the vehicle by using excessive force on the brake pedal. The contact restarted the vehicle however, the vehicle stalled. The contact had not taken the vehicle to a dealer or independent mechanic to be diagnosed or repaired. The manufacturer had not been informed of the failure. The failure mileage was approximately 87,000.

NHTSA ID

11466779

Incident

May 27, 2022

Mileage

87,000 mi

Over the last 6 to 8 months, the 2006 M45 stalls intermittently. Most of the time (7 out of 10) it would stall when I stopped at a light (or a stop sign). The engine would shut off, all the indicator lights would come on, and I would put it in park and re-start, and it would continue to operate fine. The other three times or so, the car would randomly shut down while driving (both times in the city at 30 mph or so), and the same procedure to restart. Midas Muffler (3 different locations) did not detect any error codes in any of the occasions, and since it was happening intermittently, they could not duplicate it. In atleast 3 or 4 of the events, I had another passenger in the car who observed it.

NHTSA ID

11462932

Incident

Apr 30, 2022

THE CAMSHAFT POSITION SENSOR AND/OR CRANKSHAFT POSITION SENSOR CONTINUE TO FAIL EVEN AFTER BEING REPLACED WITH NEW INFINITI/NISSAN OEM PARTS. ALMOST EVERY TIME I START THE CAR IT WILL CONTINUE TO TURN OVER FOR ABOUT 15 SECONDS THEN STOP. I USUALLY HAVE TO GO THROUGH THIS PROCESS 3 OR 4 TIMES AND EVENTUALLY IT WILL START WITH THE SLP AND VDC LIGHTS ON, BUT THATS NOT THE SCARY OR DANGEROUS PART OF IT. THE DANGEROUS PART OF THIS ISSUE IS WHEN IVE BEEN ON THE HIGHWAY WITH TRAFFIC GOING 70 MPH AND THE ENGINES DIES AND COMPLETELY TURNS OFF WHILE IN THE MIDDLE LANE OF A 5 LANE HIGHWAY WHERE I WAS NOT ABLE TO MOVE OVER TO ONE SHOULDER OR THE OTHER. I CAME TO A COMPLETE STOP ON AN URBAN FREEWAY IN THE MIDDLE LANE WITH TRAFFIC TRAVELING AT LEAST 70 MPH BESIDE ME. THE HIGHWAY INCIDENTS HAPPENED 3 TIMES. THE OTHER 2 TIMES I WAS SO PARANOID OF IT HAPPENING AGAIN THAT I WAS IN THE RIGHT LANE AND JUST PULLED ONTO THE SHOULDER WHEN THE CAR DIED. I DO NOT DRIVE ON THE HIGHWAY ANYMORE WHICH IS A SHAME BECAUSE THA''S WHAT THAT CAR WAS MADE FOR. OTHER DANGEROUS INCIDENTS WERE CAR DYING AS I WAS ENTERING INTERSECTION ON A LEFT TURN WITH ON COMING TRAFFIC APPROACHING, CAR DYING AT A RED AFTER TURNING GREEN WITH TRAFFIC APPROACHING FROM BEHIND, CAR DYING WHEN APPROACHING STOPPED TRAFFIC WITHOUT POWER BRAKES. THOSE ARE A FEW EXAMPLES. THE CAR HAS DIED MANY MORE TIMES IN SITUATIONS THAT WERE NOT AS DANGEROUS SUCH AS A RESIDENTIAL STREET, ETC. AGAIN AS I STATED EARLIER THAT ALL 3 OF MY CARS SENSORS HAVE BEEN REPLACE WITH NEW OEM PARTS BUT THE PROBLEM CONTINUES TO HAPPEN. THERE ARE MANY OF THE SAME COMPLAINT FROM OTHER PEOPLE ON THE INTERNET SO THIS IS OBVIOUSLY NOT A ONE OFF PROBLEM WITH JUST MY CAR. THANK YOU.

NHTSA ID

11320098

Incident

Apr 2, 2020

Mileage

136,870 mi

WHILE DRIVING AT 55 MPH, I WAS CHANGING LANES, AND THERE WAS A PIECE OF METAL IN THE ROAD. I APPLIED THE BRAKES TO SLOW DOWN. THE CAR ABRUPTLY PULLED TO RIGHT AND AND RAN INTO THE CURB ON THE RIGHT HAND SIDE OF THE ROAD. I APPLIED THE BRAKES AGAIN. THIS CAUSED THE CAR TO FLY TO THE LEFT AND HIT THE MEDIAN 2 LANES OVER, SENDING ME INTO A 360 SPIN OUT, ONCE AGAIN HITTING THE RIGHT SIDE OF THE ROAD WITH FRONT OF MY CAR, AND ENDING UP WITH THE REAR END HITTING THE MEDIAN AGAIN WITH THE REAR OF THE CAR BRINGING IT TO A STOP. THANK GOD, ALL OF THE CARS AROUND ME SAW WHAT WAS HAPPENING, AND BRAKED TO STOP AND LET MY CAR DO ITS THING UNTIL IT STOPPED. THE ENGINE WAS STILL RUNNING. I PUT THE CAR IN DRIVE....CLUNK.... I SEE WHERE THERE IS A FLAT TIRE WARNING ON DASHBOARD....AT THIS TIME, I'M NOT SURE HOW MANY. IT'S 5 O'CLOCK TRAFFIC IN HOUSTON AND I'M ONLY 1 MILE FROM MY HOUSE. THE TRANSMISSION IS STILL WORKING IN REVERSE AND DRIVE WITH EXTREME CLUNKS AND HORRIBLE NOISES COMING FROM BACK PASSENGER TIRE WELL AREA. I CLEARED THE ROAD, AS I WAS THE ONLY ONE IN THE ACCIDENT, AND NO ONE ELSE WAS HURT. I DROVE THE CAR HOME WITHOUT LOOKING AT DAMAGE. DAMAGE: HAS TO BE SOME FRONT END STEERING PART DAMAGE FROM HITTING CURB TWICE WITH FRONT END. DENT IN FRONT PASSENGER FENDER. I SUSPECT BROKEN AXLE, AS DRIVER REAR WHEEL IS AT AN ANGLE. PASSENGER REAR WHEEL RIM IS CRACKED AND MISSING PIECES IN SEVERAL PLACES. THE STRUT AND SPRING IS DESTROYED, AS FLAT TIRE IS RUBBING TIRE WELL. SOME DAMAGE TO FENDER AREA. SCRAPED BACK BUMPER. AS I SAID, WHEN THE CAR IS PUT IN GEAR, THERE IS A HUGE CLANK, BUT THE TRANSMISSION AND ENGINE KEPT ON TICKING. I AM 56 YEARS OLD. I HAVE ZERO TRAFFIC ACCIDENTS AND HAVE BEEN DRIVING SINCE I WAS 15. I HAVE NEVER HAD A CAR THAT I LOST CONTROL OF. NEVER. CAR WILL BE TOWED TO NISSAN DEALERSHIP TOMORROW FOR INSPECTION. MY NECK AND BACK ARE SORE

NHTSA ID

11270093

Incident

Oct 21, 2019

Mileage

100,402 mi

TL* THE CONTACT OWNS A 2006 INFINITI M45. WHILE DRIVING 40 MPH, THE THE CONTACT ATTEMPTED TO ACCELERATE, THE RPMS INCREASED, AND THE VEHICLE POWERED DOWN. THE FAILURE RECURRED WHILE DRIVING 10 MPH. WHENEVER THE ACCELERATOR PEDAL WAS DEPRESSED, THE RPMS DECREASED TO ZERO. THE FIRST TIME THE FAILURE OCCURRED THE CONTACT ATTEMPTED TO STOP THE VEHICLE, BUT THE BRAKES SEIZED. THE CONTACT HAD TO USE THE EMERGENCY BRAKE TO STOP THE VEHICLE. ALL THE WARNING INDICATORS ILLUMINATED ON THE INSTRUMENT PANEL. THE VEHICLE WAS TAKEN TO INFINITI OF ELK GROVE (8586 LAGUNA GROVE DR, ELK GROVE, CA 95757, (916) 287-8017) WHERE IT WAS REPAIRED PER AN UNKNOWN AIR BAG RECALL. THE MECHANICS DID NOT REPAIR THE ENGINE BECAUSE THE VIN WAS NOT INCLUDED IN A RECALL. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS UNKNOWN.

NHTSA ID

11217879

Incident

May 15, 2019

TL* THE CONTACT OWNS A 2006 INFINITI M45. THE CONTACT STATED THAT THE VEHICLE STALLED INTERMITTENTLY WITHOUT WARNING. THE VEHICLE WAS ABLE TO RESTART. THE VEHICLE WAS NOT INCLUDED IN NHTSA CAMPAIGN NUMBER: 13V430000 (VEHICLE SPEED CONTROL). THE DEALER WAS NOT CONTACTED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE FAILURE MILEAGE WAS NOT AVAILABLE.

NHTSA ID

11203939

Incident

Feb 1, 2017

MY CHECK ENGINE LIGHT CAME ON AND VEHICLE SHIFTED INFO ONE GEAR. IT WAS SLOW TO ACCELERATE AND CHANGE GEARS. I HAD THE CODE PULLED AND IT SHOWED P1764 DIRECT CLUTCH SOLENOID. I HAVE RESEARCHED THE CODE WHICH I FOUND A SERVICE BULLETIN THAT HAS THIS CODE LISTED BUT IT IS NOT ON THE RECALL LIST WHEN I ENTERED THE VIN NUMBER.

NHTSA ID

11190191

Incident

Mar 19, 2019

Mileage

160,000 mi

FAULTY FUEL SYSTEM COMPONENT WITH PRIOR DEALER WARRANTY, CHECK ENGINE LIGHT NOTED IT IS BAD FUEL EVAPORATOR. IN MOTION INDICATOR LIGHT WENT ON. DRIVER SEAT LOOSE, PIECE IN SLOWER STRUCTURE NEEDED TO BE WELDED BECAUSE SEAT HAD PLAY AND WENT BACK AND FORTH. IN MOTION

NHTSA ID

11163230

Incident

Nov 18, 2017

Mileage

151,000 mi

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).

CAN COMMUNICATION CODES – DIAGNOSTIC TIPS AND GUIDELINES This bulletin has been amended. See AMENDMENT HISTORY on the last page. Please discard previous versions of this bulletin.

CAN COMMUNICATION – NETWORK DIAGNOSTIC FLOW CHART This bulletin has been amended. See AMENDMENT HISTORY on the last page. Please discard previous versions of this bulletin.

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.

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.

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