2013 Toyota Sequoia

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 have 2013 Toyota, Sequoia blizzard pearl and my paint started chipping. I have reached out to corporate 3 separate times and they have refused to assist me in this matter. Based off the article listed below, I have a window up to 14 years which is quickly approaching and I have been denied by corporate twice and my local dealer. [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11719001

Incident

Mar 15, 2025

2013 Toyota Sequoia Limited (108,000 miles) Rear lift gate around latch was not designed correctly to allow moisture out. Our vehicle is in pristine shape other than the rear lift gate latch. By the time you notice it, it’s too late and unfixable. I’ve seen these get so bad from doing internet research some people hold the door down with straps because the structural integrity is gone and the lift gate can’t be latched and could fly open. The ironic thing about this is it’s obvious Toyota has a problem. Toyota charges $750 - $1000 for a new unpainted lift gate, however NO dealer in the United states can tell you when you’ll receive it because it’s on a nationwide backorder. We purchased this from a Non-Toyota dealer September 2022 and did not (or even think I had to look for it) notice this until spring 2023.

NHTSA ID

11553624

Incident

Apr 1, 2023

Due to a latent defect, Toyota's chrome lug nuts swell such that the lug wrench no longer fits the nuts. Owners confronted with flat tires are stranded on roadsides, potentially out of cell phone range, because they are unable to change the tire. I personally was stranded at midnight due to this defect. I alerted my Toyota dealership in Peoria, Illinois. They said they were aware of the issue on Sequoias and Sienas and that the could not keep enough lug nuts in stock. Toyota has provided no formal notice to owners of this latent defect and safety hazard. Both the Toyota dealership and Toyota care refused to provide without charge replacement lug nuts.

NHTSA ID

11447596

Incident

Jan 15, 2022

TL* THE CONTACT OWNS A 2013 TOYOTA SEQUOIA. THE CONTACT STATED THAT WHILE THE VEHICLE WAS AT A STAND STILL, THE CONTACT BECAME AWARE THAT THE DRIVER'S SIDE DASHBOARD WAS STICKY, AND MELTED WHICH CAUSED A CHEMICAL ODOR IN THE VEHICLE. THE VEHICLE WAS TAKEN TO RAY BRANDT TOYOTA LOCATED AT 2460 VETERANS BLVD, KENNER, LA 70062. THE CONTACT WAS INFORMED THAT THE VEHICLE WAS NOT SUBJECTED TO A RECALL. THE DEALER OFFERED NO ADDITIONAL ASSISTANCE. THE VEHICLE WAS NOT DIAGNOSED NOR REPAIRED. THE MANUFACTURER WAS INFORMED OF THE FAILURE, AND A CASE WAS FILED. THE FAILURE MILEAGE WAS APPROXIMATELY 55,000.

NHTSA ID

11330209

Incident

Jun 15, 2018

Mileage

55,000 mi

AIR BAG LIGHT CAME ON AFTER 6 YEARS. REPAIR PART FOR AIRBAG SYSTEM $1627. WHY WOULD THIS PART BREAK? DOESN'T GET USED. JUST SIT'S IN THE CAR. SHOULD BE A FAULTY MANUFACTURED PART. NO ONE IN AREA HAS THE PART. SEEMS LIKE SOMETHING TOYOTA SHOULD BE COVERING.

NHTSA ID

11300698

Incident

Dec 2, 2019

MY 2013 TOYOTA SEQUOIA WITH THE 5.7 LITER ENGINE (ONLY 28,000 MILES) IS LEAKING OIL BY THE CAM TOWER (LEFT SIDE). THE OIL IS LANDING ON THE MANIFOLD WHICH CAN CATCH ON FIRE IF NOT REPAIR. NOT A SAFE SUV TO DRIVE ON LONG TRIPS.

NHTSA ID

11220358

Incident

May 11, 2018

TL* THE CONTACT OWNS A 2013 TOYOTA SEQUOIA. THE CONTACT STATED THAT THE WINDSHIELD WIPER SPEED WAS SLOWER THAN NORMAL. THE FAILURE PREVENTED THE CONTACT FROM SEEING THE ROAD CLEARLY DURING HEAVY RAIN. THE VEHICLE WAS TAKEN TO MIKE CALVERT TOYOTA (2333 S LOOP W, HOUSTON, TX 77054) WHERE THEY STATED THAT ALL OF THE VEHICLES WERE MANUFACTURED THE SAME WAY. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE FAILURE MILEAGE WAS 15,000.

NHTSA ID

11150422

Incident

Dec 27, 2012

Mileage

15,000 mi

WE TOOK OUR 2003 TOYOTA SEQUOIA TO OUR LOCAL PRIVATE GARAGE HERE IN MAINE AND DISCOVERED IT IS UNINSPECTABLE DUE TO A TOTALLY RUSTING FRAME. THEY DEEMED IT UNSAFE TO DRIVE OR BE ON THE ROAD. WE HAVE HAD PROBABLY CLOSE TO 15 TOYOTAS THROUGH THE YEARS AND ARE SO UPSET THAT THIS HAS HAPPENED AND IS NOT UNDER RECALL. ONE PREVIOUS TUNDRA THAT WE OWNED HAD A FRAME RECALLED AND THIS ONE SHOULD BE TOO.

NHTSA ID

11149777

Incident

Nov 5, 2018

Mileage

148,000 mi

Some 2005 – 2026 Toyota vehicles that have undergone water intrusion may exhibit a condition in which a musty odor is present. Follow the procedures in this bulletin to remediate the odor and address this condition. The purpose of this Service Bulletin is to provide general guidelines and procedures for odor remediation. This Service Bulletin provides a guide on how to prepare and treat the interior of the vehicle for odor remediation. Refer to the applicable model and model year Repair Manual and the EPA (Environmental Protection Agency) website for the most up-to-date safety and precautionary guidelines.

The air conditioning dye injection tool kit has been developed to aid in identifying the location of air conditioning refrigerant leaks. The procedures outlined in this Service Bulletin aid in locating, inspecting, and repairing refrigerant leaks.

Acid rain results from rainwater or other airborne moisture that become acidic due to industrial chemical impurities in the atmosphere. If these acidic compounds settle on an exposed vehicle, especially the horizontal areas such as the hood, roof, and decklid, significant damage to the painted surfaces can occur. Acid rain damage can typically be identified on vehicles by the presence of stains on the paint surface that resemble hard water spots. Unlike water spots however, acid rain damage cannot be removed by regular washing procedures. Also, because acid rain can etch and soften the paint, normal buffing or polishing repair procedures should not be attempted. This can cause further damage and result in visible depressions in the paint surface. The following are the three major categories of acid rain damage: •Minor damage: requires only buffing to repair. •Moderate damage: usually requires neutralizing, color sanding, and buffing. •Severe damage: extending beyond 1/2 mil of clearcoat on a pearl, metallic, or solid color, requires neutralization, sanding, and repainting. In cases where acid rain damage is minor, neutralization and buffing with a liquid-type paint finessing product may provide an adequate repair. Only specially formulated products outlined in this bulletin should be used for that purpose. Unfortunately, other than minor damage, there is no simple method of determining the actual extent (depth) of acid penetration other than color sanding a representative affected area until there is no visible etching or depressions, followed by measuring the amount of paint removed with either a magnetic or digital-type film thickness gauge. The procedures in this bulletin are intended for use by qualified body/paint technicians and should not be attempted by inexperienced personnel. It is the dealer’s responsibility to protect and maintain the quality of the vehicle’s paint finish after receipt at the dealership prior to the first sale. Perform frequent vehicle washing, as often as daily, during high heat and humidity periods to minimize the potential for paint damage due to acid rain exposure. This is especially important in geographical areas known for high frequency and concentration of acid rain and industrial fallout.

To prevent brake rotor rust from forming during transportation and storage, wheel film will be used instead of a cardboard type of anti-rust cover. The purpose of the wheel film is to shield the disc brake rotor from weather elements and initial rust before the vehicle is delivered to the customer. Consequently, the film should remain on the wheel for as long as possible.

The condition known as acid rain is caused by airborne chemicals or particles in the atmosphere, which mix with rainwater, nighttime dew, or high humidity to form acidic compounds. If these contaminants settle and remain on a painted vehicle surface, especially the horizonal areas of the hood, roof, and decklid, significant damage can occur. This damage is the result of actual etching of the paint and appears as pitting or water spots. As acid rain droplets on the vehicle surface evaporate, the concentration strength of the acid increases, causing deeper and more rapid damage. This evaporation and corrosive action also occur more rapidly on dark colored cars as direct sun heat increases. It is the dealer’s responsibility to protect and maintain the quality of the vehicle’s paint finish after receipt at the dealership prior to the first sale. In areas known for high frequency and/or concentration of acid rain, frequent vehicle washing during high heat or humidity periods will minimize the potential for paint damage caused by acid rain. It is further recommended that either reverse osmosis or deionized water be used to prevent water spotting.

Toyota vehicles are currently protected with RapgardTM protective film designed to protect the horizontal painted surfaces. This material protects from acid rain, environmental fallout, and rail contamination. Follow the Removal Procedure in this bulletin to remove the RapgardTM protective film within 90 days from initial application.