The lawsuit centers on certain 2013–2017 Mitsubishi vehicles alleged to contain ZF‑TRW airbag control units (ACUs) that can be vulnerable to “electrical overstress,” a condition that may damage the module’s electronics. Because the ACU is effectively the brain that decides when to deploy airbags and coordinate related safety systems during a crash, a failure could mean airbags or other restraint features don’t operate as intended—turning what’s supposed to be a last line of defense into a potential safety gap for drivers and passengers. Plaintiffs filed the class action claiming Mitsubishi sold or leased vehicles with this alleged defect without adequately addressing the risk, seeking compensation for owners/lessees and changes to remedy the problem; Mitsubishi denies wrongdoing but agreed to an $8.5 million settlement to resolve the dispute. Eligible current or former owners/lessees of listed Lancer and Outlander models as of November 1, 2024 may claim up to $250 per qualifying vehicle (with possible adjustments based on claim volume and court-approved costs) by May 8, 2026, typically using a notice Unique ID or else providing documents like registration or a title tied to the VIN. More broadly, the case fits into a long-running pattern of automotive “safety component” litigation where consumers pursue class claims over airbags and electronic control modules—often alongside, but separate from, formal safety recalls—highlighting how increasingly computerized vehicles can fail in ways that are hard to detect until a collision occurs. In the U.S., potential airbag defects also sit in the shadow of federal safety oversight (including NHTSA defect investigations and recall authority) and industry compliance obligations under the Federal Motor Vehicle Safety Standards governing occupant crash protection, making these settlements significant not just for payouts but for how manufacturers assess, disclose, and remediate safety-critical electronics in the field.