Jaguar XF Investigations
3 ODI actions on file.
- EAEA21002OPENOpened 9/17/2021Desiccated Air Bag Inflator RuptureAIR BAGS:FRONTAL:DRIVER SIDE:INFLATOR MODULE
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.
- RQRQ19004RECALLOpened 6/28/2019Fuel Tank Flange LeakFUEL SYSTEM, GASOLINE:STORAGE:TANK ASSEMBLY
In October 2012, Jaguar Land Rover LLC (JLR) submitted a Defect Information Report (DIR) to NHTSA describing a defect condition that could result in pressurized fuel leaks around the fuel supply line connection on the upper surface of the fuel tank assemblies of approximately 4,152 model year (MY) 2010 Jaguar XF vehicles equipped with 5.0L engines and manufactured between April 2009 and January 2010 (Recall 12V-521). The DIR indicated that the fuel system operating pressures of 5.0L gasoline engine XF vehicles may exceed the design specification under certain conditions, which may result in cracks in the fuel tank outlet flange. In January 2010, JLR changed the design of the tank outlet flange from the original version with no internal ribs, part number 9X23-9A309-AC (?AC flange?), to a revised part with internal ribbing reinforcing the area of the flange at the base of the fuel supply port where the cracks were occurring (?AD flange?). The scope of 12V-521 included 43 MY 2011-2012 XF vehicles with 5.0L engines that were equipped with the AC flanges as service replacement parts. In addition, in March 2016, JLR recalled 28 additional MY 2010 XF vehicles built with 5.0L engines and AC flanges that were inadvertently excluded from 12V-521 (Recall 16V-187). The AD flange was later replaced in production by the AE flange, which had internal ribbing like the AD flange and was used by JLR as the remedy part for 12V-521 and 16V-187. All the subject fuel tank flanges (AC, AD & AE) were supplied to JLR by Continental AG (now Vitesco Technologies). By October 2019, JLR had completed the recall remedies for 12V-521 and 16V-187 in 4,080 vehicles, resulting in an overall completion rate of 97 percent.On June 28, 2019, ODI opened RQ19-004 to investigate the scope and remedy for recalls 12V-521 and 16V-187, based on 30 complaints alleging fuel odor or leakage from the tank flange, including 19 in MY 2010 XF 4.2L vehicles equipped with the AC flange and 11 in MY 2010 through 2012 XF 5.0L vehicles equipped with revised flanges (AD/AE flanges) either as original equipment or as remedy parts under the subject recalls.ODI?s analysis of field data gathered under RQ19-004 identified a total of 51 complaints and field reports and 272 warranty claims related to fuel leakage from cracked flanges in the subject vehicles. Thirty-three (33) of the complaints and field reports and 200 of the warranty claims involved MY 2010 XF 4.2L equipped with the unreinforced AC flange, resulting in a complaint rate of 11.4 incidents per thousand vehicles (IPTV) and a claim rate of 6.9 percent. Twelve (12) of the complaints and field reports and 61 of the warranty claims involved MY 2010 ? 2012 XF 5.0L vehicles equipped with AD/AE flanges as original equipment parts, resulting in a complaint rate of 0.8 IPTV and a claim rate of 0.4 percent. Six (6) of the complaints and 11 of the warranty claims involved vehicles remedied under 12V-521 or 16V-187, resulting in a complaint rate of 1.5 IPTV and a claim rate of 0.3 percent.On February 13, 2020, JLR notified NHTSA that it was recalling approximately 2,907 model year MY 2010 Jaguar XF vehicles equipped with 4.2L engines and the AC flange to remedy a fuel tank flange cracking defect (Recall 20V-081). With this recall, there are no remaining products equipped with the unreinforced AC flange that are not under recall. Like the prior recalls, the remedy for 20V-081 involves replacing the AC flange with a modified part with the internal ribbing reinforcement (AE flange).ODI's analysis indicates that Recall 20V-081 addresses the scope concerns with tank flange cracking in the subject vehicles. Based on this analysis, this invest
- PEPE16015CLOSEDOpened 12/16/2016Powered vehicle rollawayPOWER TRAIN:AUTOMATIC TRANSMISSION
On December 16, 2016, ODI opened PE16-015 to investigate seven complaints alleging incidents of powered rollaway in model year (MY) 2012 through 2014 Land Rover/Range Rover Evoque and Jaguar XF vehicles. The complaints all alleged that the rollaway incidents occurred after the operators shifted to Park and exited the vehicle with the engine left running. All of the incidents alleged that crashes resulted from the unexpected vehicle movement and three alleged injuries. Two of the complaints counted in the opening resume (ID's 10760326 and 10884136) involved the same vehicle and incident. ODI has not received any new complaints since PE16-015 was opened, resulting in current ODI report totals of 6 incidents, 6 crashes and 3 injuries. Field data provided by Jaguar Land Rover (JLR) in response to ODI's information request letter for PE16-015 included 10 allegations of powered rollaway incidents in the subject vehicles, including 9 alleging crashes. Updates provided by JLR through October 25, 2019, have identified one additional powered rollaway allegation in the subject vehicles. The new incident included a crash allegation, bringing the JLR field incident totals to 11 incidents and 10 crashes. None of the JLR reports allege injuries. Two of the JLR reports are duplicates of incidents reported to ODI, resulting in a total of 15 incidents, 14 crashes and 3 injury allegations in the subject vehicles. ODI's analysis of system design and field incident investigative data has not identified any mechanical or electronic faults that have caused subject vehicle transmissions to shift out of Park with no operator input nor has the analysis identified any faults that would result in a failure to execute a valid Park shift selection. JLR's field investigations of powered rollaway incidents have assessed the root cause to be operator error. Based on these assessments and the low rate and declining trend in rollaway incidents, this investigation is closed. The closing of this investigation does not foreclose the Agency from taking further action if warranted or the potential for a future finding that a safety-related defect exists based upon additional information the agency may receive. For more detailed information about field incident analysis for the subject and peer vehicles see the attached report.The ODI reports (VOQs) cited above can be viewed at NHTSA.gov under the following reference numbers with duplicate records shown in parentheses: 10504853, 10548937, 10565212, 10631673, 10760326 (10884136), 10892346.