BMW of North America, LLC (BMW) is recalling certain 2000-2005 323iT, 325iT, 325xiT, 320i, 323i, 325i, 325xi, 328i, 330i and 330xi and 2000-2006 323Ci, 325Ci, 328Ci, 330Ci, M3 Coupe, 323Cic, 325Cic, 330Cic, and M3 Convertible vehicles equipped with non-desiccated frontal Takata PSAN inflators and PSPI passenger frontal air bag inflators containing phase stabilized ammonium nitrate (PSAN) propellant that were used as interim remedy parts for previous Takata recalls. These inflators may explode due to propellant degradation occurring after long-term exposure to high absolute humidity, high temperatures, and high temperature cycling.
BMW of North America, LLC (BMW) is recalling certain model year 2000 323i sedans, coupes, convertibles, and Sports Wagons; 2000 328i sedans and coupes; 2001-2005 325i sedans, coupes, convertibles, and Sport Wagons; 2001-2005 325xi sedans and Sports Wagons; 2006 325i coupes and convertibles; 2001-2006 330i sedans, coupes, and convertibles; 2001-2005 330xi sedans; and 2001-2006 M3 coupes and convertibles to address a safety defect in the passenger side frontal air bag which may produce excessive internal pressure that could cause the air bag inflator to rupture upon deployment of the air bag.
The contact owns a 2001 BMW 325XI equipped with Primewell Tires, Tire Line: Valera Touring II, Tire Size: 205/50/R17, DOT Number: (Not Available). The contact stated that while inflating the passenger’s side front tire, air was leaking from cracks on the sidewall of the tire. The tire was not replaced. The dealer was not made aware of the failure. The manufacturer was not made aware of the failure. The contact related the failure to NHTSA Campaign Numbers: 17T013000 (Tires) and 16T017000 (Tires) however, the contact did not receive the recall notifications. The failure mileage was not available.
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I RECEIVED A RECALL NOTICE FROM BMW AND BROUGHT THE CAR IN TO THEM AT BMW O F SUDBURY, SUDBURY MA UNDER RECALL 17V-047 DRIVER'S AIR BAG MODULE ON JULY 19, 2017, BUT THEY RETURNED THE CAR WITHOUT REPLACING THE AIR BAG - THEY SAID THEY DIDN'T HAVE TO DO IT.
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I THINK I KNOW WHY THE CAR CATCHES ON FIRE SINCE MINE ALMOST DID AND I TROUBLESHOOT THE PROBLEM. THE ALTERNATOR IS NOT DISCONNECTED FROM THE BATTERY WHEN THE IGNITION KEY IS TURNED OFF AND THE CAR IS PARKED IN THE DRIVEWAY. IF THE ALTERNATOR EVER OVERHEATS FOR ANY REASON (SUCH AS THE COOLING VENT COMES LOOSE), THE PASS TRANSISTOR IN THE BUILT IN REGULATOR OF THE ALTERNATOR BEGINS TO SHORT. SINCE IT IS NEVER DISCONNECTED FROM THE BATTERY (EVEN WITH THE IGNITION KEY REMOVED) THE FIST SYMPTOM APPEARS TO BE A BAD BATTERY AS THE ALTERNATOR KILLS THE BATTERY. ESPECIALLY IF YOU REPLACE THE BATTERY WITH A NEW, FRESH ONE AND CONTINUE TO DRIVE THE CAR THE PASS TRANSISTOR CONTINUES TO SHORT MORE AND MORE (IT CHARGES THE BATTERY MORE AND MORE LEADING TO OVERCHARGING AND POSSIBLE FIRE) AND EVENTUALLY SHORTS SO BAD THAT EVEN WHEN TURNED OFF IT DRAWS SO MUCH CURRENT FROM THE BATTERY THAT IT STARTS TO CATCH FIRE. IF AT THIS POINT YOU DON'T HAPPEN TO BE THERE TO DISCONNECT THE BATTERY IT BECOMES A CASCADED FAILURE AND WILL BECOME AN ENGINE FIRE. I KNOW BECAUSE THIS IS EXACTLY WHAT HAPPENED TO ME. I WAS LUCKY ENOUGH TO CATCH IT AND FIGURED IT OUT BY MEASURING THE RESISTANCE OF THE ALTERNATOR AND WAS SHOCKED AT HOW LOW IT WAS. I REPLACED THE ALTERNATOR AND EVERYTHING HAS BEEN FINE SINCE. I STILL HAVE THE OLD ALTERNATOR IF ANYONE WANTS TO EXAMINE IT. IN MY OPINION THE ALTERNATOR SHOULD NEVER BE LEFT CONNECTED TO THE BATTERY WITH THE IGNITION KEY OFF. I JUST DON'T SEE ANY REASON FOR IT. SINCERELY, [XXX] INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6). *TR
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SECOND REAR COIL FAILURE. FIRST WAS 4/2007 AT 39800 MI (REF ODI 10189296). EXACTLY SAME LOCATION IN COIL AS LAST TIME. CORRODED CRACKED SURFACE (>95%) INDICATES PART FAILED LONG BEFORE THE COIL END BROKE OFF AND FLEW OUT OF CAR. FINAL FAILURE WAS UNDER BRAKING. PART WAS FORCEBLY EJECTED AND COULD HAVE INJURED A BYSTANDER OR ONCOMING VEHICLE.
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I WAS LOCKED INSIDE MY CAR TONIGHT. I ENTERED MY CAR THROUGH THE UNLOCKED DRIVER'S DOOR. OTHER DOORS WERE LOCKED. STARTED ENGINE AND LEFT MY DRIVEWAY. DRIVER'S DOOR LOCKED AUTOMATICALLY. WHEN I ATTEMPTED TO EXIT MY CAR, THE DOORS WOULD NOT UNLOCK. DOOR HANDLE PULLED AS IF DISENGAGED TO ANY MECHANICAL CONNECTION OTHER THAN RETURN SPRING. I ATTEMPTED TO UNLOCK DOORS WITH THE CENTER CONSOLE SWITCH TO NO AVAIL. TURNED OFF ENGINE, REMOVED KEY AND ATTEMPTED TO UNLOCK WITH FOB TO NO AVAIL. ATTEMPTED DOOR PULL ON OTHER THREE DOORS WITH RESULTS THE SAME AS PREVIOUSLY DESCRIBED. I RETURNED HOME TO MY DRIVEWAY, PARKED THE CAR AND ATTEMPTED TO OPEN THE DOORS FROM THE INSIDE OF THE CAR WITH NO SUCCESS. I ATTEMPTED WITH THE KEY IN THE IGNITION AND ENGINE RUNNING, ENGINE OFF, KEY REMOVED FROM IGNITION, ETC. EVERY OPTION WAS ATTEMPTED. THE ONLY OPERATIONAL UNLOCK MECHANISM WAS FOR THE REAR HATCH GLASS, WHICH BECAME MY EXIT BY MY CRAWLING THROUGH THE PASSENGER COMPARTMENT. I WAS TRAPPED. THE ELECTRICAL SYSTEM FAILED AND INTERLOCKED THE MECHANICAL PULL.
No injuries · No fire · No crash