An air bag exploded in a Honda Accord in 2004 in Alabama, shooting out metal fragments and injuring the car’s driver. At a loss to explain the incident, Honda and its Japanese air bag supplier deemed it “an anomaly” and did not issue a recall or seek the involvement of federal safety regulators.

Today, more than 14 million vehicles have been recalled by 11 automakers over rupture risks involving air bags manufactured by the supplier, Takata. That is about five times the number of vehicles recalled this year by General Motors for its deadly ignition switch defect.

Two deaths and more than 30 injuries have been linked to ruptures in Honda vehicles, and complaints received by regulators about various automakers blame Takata air bags for at least 139 injuries, including 37 people who reported air bags that ruptured or spewed shrapnel or chemicals. In one incident in December 2009, a Honda Accord driven by Gurjit Rathore, 33, hit a mail truck in Richmond, Va. Her air bag exploded, propelling shrapnel into her neck and chest, and she bled to death in front of her three children, according to a lawsuit filed by her family.

The details of Honda’s air bag problems, which have not been previously reported, come as General Motors continues to face questions about its ignition switch defect, which some G.M. officials knew about for a decade before the recalls were issued. In echoes of that safety crisis, The New York Times found the inadequate response to the risk of rupturing air bags was rooted in the industry’s ability to report safety problems in a minimal way, a weak regulatory agency and a disconnect between what automakers are aware of internally and what they reveal publicly.