The Takata scandal

GWP Airbag experts report on the Takata scandal

Introduction

Background & Cause

Starting in the 2000s, Takata Corporation, a Japanese supplier of safety systems, developed airbag inflators using ammonium nitrate as a propellant—an alternative to azide that proved to be unstable over time. This material degrades over time in moisture and heat—and in the event of an impact, the inflator can explode, metal fragments pierce the airbag material, and fly into the vehicle interior.

Process & scale order

The first recalls occurred in 2008, and larger campaigns began in 2013 when several deaths were reported. Over 100 million vehicles worldwide were affected, with around 67 million in the US alone – the largest recall in automotive history.

Victims & Damage

At least 28 deaths in the US since 2009, and 44 worldwide. Numerous injuries—keyword: shearing from metal penetration. One trauma example: in Florida, a victim's lawsuit was settled for $2025 million in 3 after an inflator hurled metal fragments into his arm.

Reaction and measures of the authorities

Coordination at EU level

The EU itself does not have its own recall center like the US NHTSA, but relies on national type-approval authorities and the European Rapid Alert System (RAPEX). RAPEX was actively used from 2014 onwards to inform member states weekly about the status of Takata recalls and to identify additional models. At the same time, the EU Commission has put pressure on national authorities to apply uniform measures to avoid a "patchwork" recall system. The problem: Responsibility for actual shutdowns lies with each member state, which is why the response across Europe has been quite inconsistent.

Germany (KBA)

The Federal Motor Transport Authority (KBA) closely coordinated the recalls in cooperation with car manufacturers. Affected owners were notified in writing. In extreme cases, the KBA threatened to impose a ban on operation, but initially focused on repairs rather than immediate shutdown.

France

The French traffic authority UTAC/OTC hesitated for a long time before taking drastic measures in June 2025: 1,7 million vehicles were taken off the road immediately ("stop-drive"), and an additional 800.000 vehicles were given a replacement date with a deadline under threat of revocation of their registration. This made France the EU country with the toughest measures (similar to the US).

Italy

The Ministry of Infrastructure and Transport initiated recalls, but placed greater emphasis on cooperation with manufacturers, without issuing stop-drive orders. Vehicles were allowed to continue to be used for the time being if owners could provide evidence of a replacement date.

Spain

In Spain, the Dirección General de Tráfico (DGT) coordinated the recall, but with significant delays. Many owners only learned of the defect in 2018–2019, which is why some dangerous vehicles continued to operate there unchallenged for years.

United Kingdom

Before Brexit, still subject to EU law, afterward, independent: The Driver and Vehicle Standards Agency (DVSA) relied on information and massive media campaigns. Currently, over 3 million vehicles with open Takata recalls are still registered in the UK (as of 2025).

Common problems in Europe

In Europe, a fundamental problem arose in dealing with dangerous vehicles, particularly those with defective airbags: there was a lack of a clear, coordinated approach at the EU level. Unlike in the USA, there was no central enforcement body for recalls in Europe, so manufacturers and national authorities responded very differently. In addition, there was no Europe-wide standardized database—there was no central register in which all affected vehicles were recorded. This led to the authorities in the member states setting their own deadlines and procedures independently, creating a patchwork of regulations. While certain vehicles had already been taken out of service in one country, they were still allowed to be driven in a neighboring country. This opened loopholes for the cross-border resale of such dangerous vehicles, which significantly jeopardized consumer safety and weakened confidence in a common European road safety strategy.

Technical testing by GWP experts

Component analyses in the GWP laboratory

VW subsequently removed samples of airbags from the field (i.e., from affected vehicles) and had them tested in the GWP laboratory. To this day, the gas generators are ignited there under controlled conditions to determine whether they function properly or are at risk of dangerous bursting. GWP chemists also analyze whether the propellant used (often ammonium nitrate in Takata airbags) has absorbed moisture over the years, thereby becoming unstable.

Aging of the fuel

Ammonium nitrate as the main component is not long-term stable

Ammonium nitrate was used in airbag inflators as an oxidizer in the propellant charge. However, this substance poses significant risks. Firstly, ammonium nitrate is highly hygroscopic, meaning it easily absorbs moisture from its environment. Recognized experts confirm that ammonium nitrate-based propellants age under the influence of temperature and humidity. This aging leads to the formation of pores in the material. The chemical and physical cause of the observed homogeneous density reduction has not yet been fully scientifically clarified. The risk follows a clear causal chain ("fail worse"): The formation of pores promotes increased combustion of the propellant charge, which in turn leads to an uncontrolled increase in pressure in the inflator. In many cases, the inflator housing cannot withstand this pressure and can burst—with potentially life-threatening consequences for the occupants.

How do you recognize “bad” pills?

Identification of dangerous airbags by measuring the density of the propellant tablets

The density of airbag propellant tablets is a key quality and safety indicator. In ammonium nitrate-based gas generators, aging—particularly due to moisture and temperature fluctuations—can lead to the formation of pores within the tablets, thus reducing density. Systematic density measurement of these propellants enables early detection of critical aging processes. If the density values deviate significantly from the target values when new, this is a clear indication of a homogeneous structural change that can lead to uncontrolled combustion and a dangerous increase in pressure in the generator. The advantage of density measurement lies in its efficiency: It can be performed relatively easily, quickly, and with minimal damage on random samples, while simultaneously providing high levels of informational accuracy. Based on such measurements, batches with detectable density losses can be specifically prioritized and, if necessary, immediately replaced before a failure occurs in the vehicle. GWP has extensive experience in the density testing of airbag propellants and can therefore make a significant contribution to ensuring that recalls are risk-oriented, transparent, and scientifically sound.

Closed-vessel experiments to identify dangerous airbags

Closed-vessel testing is a recognized method for investigating the performance and aging behavior of airbag propellants under defined conditions. The propellant is ignited, and the resulting pressure curve is measured in a precisely calibrated test pressure vessel. This method allows for precise recording of various parameters such as combustion rate, pressure rise, maximum pressure peak, and pressure development over time. Closed-vessel testing provides important information, particularly for ammonium nitrate-based propellants, which can change their properties due to aging (e.g., moisture ingress or thermal stress): Is there a significantly accelerated combustion rate? Does an uncontrolled, greatly increased pressure develop? Are there deviations from the target values of the new condition?

Conclusion

The scandal is far from over

The only practical solution is to replace all affected airbags. However, since sufficient spare parts are not available and the immediate decommissioning of all affected vehicles worldwide was not feasible, a rapid but coordinated recall based on a sound risk assessment is required. This ensures that the most dangerous airbags are replaced immediately first. The scandal surrounding the defective Takata airbags impressively demonstrates how chaotic and risky miscalculations can be regarding safety-relevant vehicle components—especially in the absence of a coordinated approach at the European level. The scandal is by no means over: Millions of affected vehicles are still on the road worldwide, their airbags failing in an emergency, potentially resulting in life-threatening failure. Those who fail to act in a timely manner and develop a well-thought-out recall strategy will, in case of doubt, be forced to do so by the authorities—as the current cases in France show. There, the use of hundreds of thousands of vehicles was banned virtually overnight. On June 25, 2025, following the fatal accident involving a 37-year-old driver in Reims, the French Ministry of Transport ordered the decommissioning of a further 800.000 vehicles equipped with Takata airbags. This now affects a total of around 2,5 million cars, of which around 1,7 million are currently prohibited from driving.

Recall instead of immediate shutdown

A systematic recall offers significant advantages over immediate shutdown – both in terms of safety and social and economic sustainability. In a coordinated recall, the most dangerous vehicles are identified and prioritized first, allowing those airbags that pose an acute risk to be replaced. This effectively reduces the risk without millions of people losing their vehicles and thus their mobility overnight. In contrast, an immediate shutdown of all affected vehicles often leads to massive disruptions in the daily lives of vehicle owners, especially if sufficient spare parts are not available. Workshops and manufacturers could be overwhelmed by the sheer number of vehicles, which could even delay the replacement of the dangerous components. A planned, risk-oriented recall, on the other hand, ensures that resources such as spare parts, workshop capacity, and transport options are used efficiently. This not only reduces the burden on customers and companies but also ensures a high level of safety. The example of the Takata airbag scandal clearly shows that a well-managed recall is far more sensible than an uncontrolled, widespread shutdown. This means that vehicles that do not pose an immediate risk remain usable, while highly dangerous cases are addressed on a priority basis – a balanced solution between safety, proportionality and practicality.

GWP – Industry Solution Automotive / Airbag

GWP offers reliable support to automobile manufacturers and suppliers – especially in the area of airbag safety. In the highly complex environment of modern vehicle interiors, we test all relevant components and materials under realistic conditions.

Further information

In this video, we explain the Takata scandal in just a few minutes. We provide an overview of the causes, consequences, and course of the recall scandal, which attracted worldwide attention. With its laboratory tests, GWP (Gesellschaft für Werkstoffprüfung mbH) played a key role in implementing the recall in an orderly and fact-based manner. Learn firsthand how independent materials testing builds trust and contributes to the safety of millions of drivers.

Terry Dennis

Every recall brings with it the challenge of safe recycling. In this video, GWP from Munich, together with SEDA, demonstrates how replaced airbags can be properly dismantled and reused. Using a specially developed process, we collect affected airbag systems, dismantle them safely, and return the valuable materials to the resource cycle. In this way, we make an important contribution to greater sustainability and reducing waste in the automotive sector.

Katy Gilmore

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Are you a regulatory authority, vehicle manufacturer, or media representative? Feel free to contact us—we will provide you with expert advice and support with in-depth analyses and comprehensive background information. vertrieb[at]gwp[dot]eu