NHTSA owner reports · September 18, 2026 snapshot.
Vehicle Speed Control complaints
202 reportsClear category filterMileage unknown · Sep 27, 2010
Vehicle Speed Control
ACCELERATOR PEDAL CAME OFF WHILE DRIVING ON HIGHWAY I-95, HAD THE CAR TOWED BACK TO THE HOUSE, INSPECTED THE PEDAL AREA AND NOTICED THERE ARE 3 MISSING SCREWS AND ONE OF THE THREE OPENINGS IS NO LONGER USABLE. I'VE SEEN A LOT OF COMPLAINTS ON THE INTERNET ABOUT THE ACCELERATOR PEDAL COMING OFF ON FORDS. CONTACTED SAWGRASS FORD I…
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ACCELERATOR PEDAL CAME OFF WHILE DRIVING ON HIGHWAY I-95, HAD THE CAR TOWED BACK TO THE HOUSE, INSPECTED THE PEDAL AREA AND NOTICED THERE ARE 3 MISSING SCREWS AND ONE OF THE THREE OPENINGS IS NO LONGER USABLE. I'VE SEEN A LOT OF COMPLAINTS ON THE INTERNET ABOUT THE ACCELERATOR PEDAL COMING OFF ON FORDS. CONTACTED SAWGRASS FORD IN FORT LAUDERDALE, FL. A LOCAL DEALER AND THEY SAID IT WOULD BE $180.00 TO TAKE A LOOK AT THE CAR PLUS THE COST OF THE PART. FORD SHOULD BE LOOKING AT THIS AS A SAFETY MEASURE, SOMEONE COULD REALLY BE INJURED AND KILLED DUE TO THIS ISSUE. HOPEFULLY THEY WONT WAIT TILL A LIFE IS LOST FOR THEM TO LOOK INTO THIS AND POSSIBLY HAVE A RECALL. *TR
NHTSA ODI #10357776
130,000 miles · Aug 12, 2010
Vehicle Speed ControlFireInjury
TL*THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING ON OCTOBER 3, 2008 WITHOUT WARNING THE FRONT END OF THE VEHICLE CAUGHT FIRE. THE DRIVER AND PASSENGER WERE ABLE TO EXIT THE VEHICLE. THE PASSENGER SUSTAINED INJURIES TO THE ARM AND SHOULDER. THE MANUFACTURERS RECALL LETTER 00V422000, VEHICLE SPEED CONTROL WAS RECEIVED IN NO…
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TL*THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING ON OCTOBER 3, 2008 WITHOUT WARNING THE FRONT END OF THE VEHICLE CAUGHT FIRE. THE DRIVER AND PASSENGER WERE ABLE TO EXIT THE VEHICLE. THE PASSENGER SUSTAINED INJURIES TO THE ARM AND SHOULDER. THE MANUFACTURERS RECALL LETTER 00V422000, VEHICLE SPEED CONTROL WAS RECEIVED IN NOVEMBER 2009. REPORT 378123209 WAS FILED WITH THE MANUFACTURER; HOWEVER, THE FAILURE COULD NOT BE INVESTIGATED, BECAUSE THE VEHICLE WAS DESTROYED. THE SUMNER COUNTY SHERIFF REPORT NUMBER WAS 9386782. THE FAILURE AND THE CURRENT MILEAGES WERE 130,000.
NHTSA ODI #10348994
103,000 miles · Jun 28, 2010
Vehicle Speed Control
TL* THE CONTACT OWNS A 1997 FORD EXPLORER. THE CONTACT STATED WHILE DRIVING AT 45 MPH, THE VEHICLE INDEPENDENTLY DECELERATED. THE CONTACT MOVED THE VEHICLE OF THE ROADWAY AND FOUND THAT THE ACCELERATOR PEDAL WAS HANGING FROM THE ASSEMBLY BY THREE TINY SPOT WELDS. THE WELD HAD ALSO FRACTURED AND THE ENTIRE ACCELERATOR PEDAL ASSEM…
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TL* THE CONTACT OWNS A 1997 FORD EXPLORER. THE CONTACT STATED WHILE DRIVING AT 45 MPH, THE VEHICLE INDEPENDENTLY DECELERATED. THE CONTACT MOVED THE VEHICLE OF THE ROADWAY AND FOUND THAT THE ACCELERATOR PEDAL WAS HANGING FROM THE ASSEMBLY BY THREE TINY SPOT WELDS. THE WELD HAD ALSO FRACTURED AND THE ENTIRE ACCELERATOR PEDAL ASSEMBLY HAD DETACHED FROM THE VEHICLE. THE CONTACT WAS ABLE TO DRIVE THE VEHICLE TO HIS RESIDENCE WHERE HE MADE UNKNOWN REPAIRS TO THE VEHICLE. NEITHER THE DEALER OR THE MANUFACTURER WERE CONTACTED. THE FAILURE AND CURRENT MILEAGES WERE 103,000.
NHTSA ODI #10340354
193,000 miles · May 24, 2010
Engine And Engine CoolingVehicle Speed ControlCrash
ENGINE REVVS AND VEHICLE IS THRUSTED FORWARD AT TOP SPEED FROM DEAD START OR WHEN SLOWING DOWN. THIS IS THE SECOND ON THIS PROBLEM. BOTH TIMES LEAD TO PROPERTY DAMAGE, AND ACCIDENT. *TR
NHTSA ODI #10332042
154,000 miles · Apr 23, 2010
Vehicle Speed Control
TL* THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING 35 MPH, THE ACCELERATOR PEDAL ASSEMBLY FRACTURED FROM THE FIREWALL AND CAUSED THE VEHICLE TO BECOME STUCK IN THE OPEN THROTTLE POSITION AND ACCELERATE. THE ASSEMBLY FELL BEHIND THE BRAKE PEDAL AND THE CONTACT WAS UNABLE TO STOP THE VEHICLE WHEN THE BRAKES WERE DEPRESSED. T…
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TL* THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING 35 MPH, THE ACCELERATOR PEDAL ASSEMBLY FRACTURED FROM THE FIREWALL AND CAUSED THE VEHICLE TO BECOME STUCK IN THE OPEN THROTTLE POSITION AND ACCELERATE. THE ASSEMBLY FELL BEHIND THE BRAKE PEDAL AND THE CONTACT WAS UNABLE TO STOP THE VEHICLE WHEN THE BRAKES WERE DEPRESSED. THE CONTACT WAS ABLE TO GAIN CONTROL OF THE VEHICLE AND DRIVE HOME WITHOUT INCIDENT. THE DEALER AND MANUFACTURER WERE CONTACTED; HOWEVER, NEITHER WERE WILLING TO PROVIDE ANY ASSISTANCE. THE FAILURE AND CURRENT MILEAGE WAS 154,000.
NHTSA ODI #10327218
100,000 miles · Mar 17, 2010
Vehicle Speed ControlFire
TL * THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING AT SPEEDS OF 45 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE CONTACT COASTED INTO A NEARBY PARKING LOT AND SUDDENLY, NOTICED A FIRE HAD ERUPTED NEAR THE DRIVERS SIDE WINDOW. THE CONTACT DID NOT REPORT ANY INJURIES. THE FIRE DEPARTMENT WAS CALLED TO THE SCENE BUT A FIRE R…
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TL * THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING AT SPEEDS OF 45 MPH, THE VEHICLE STALLED WITHOUT WARNING. THE CONTACT COASTED INTO A NEARBY PARKING LOT AND SUDDENLY, NOTICED A FIRE HAD ERUPTED NEAR THE DRIVERS SIDE WINDOW. THE CONTACT DID NOT REPORT ANY INJURIES. THE FIRE DEPARTMENT WAS CALLED TO THE SCENE BUT A FIRE REPORT WAS NOT TAKEN. THE VEHICLE WAS TOWED TO HER PLACE OF RESIDENCE AND HAS NOT YET BEEN REPAIRED. THE FAILURE MILEAGE AND CURRENT MILEAGES WERE 100,000.
NHTSA ODI #10320471
58,000 miles · Mar 15, 2010
Fuel System, GasolineVehicle Speed Control
STUCK ACCELERATOR ON 1997 FORD EXPLORER WITH 58,000 MILES. WHILE DRIVING ON INTERSTATE 287/78 IN NJ I TRIED TO TURN OFF THE CRUISE CONTROL BUT INSTEAD THE CAR ACCELERATED UNCONTROLLABLY TO OVER 85 MPH. I GAINED CONTROL BY TURNING THE ENGINE ON AND OFF UNTIL REACHING A SAFE PLACE TO STOP. AN NJDOT TRUCK HELPED ME AND LATER THAT…
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STUCK ACCELERATOR ON 1997 FORD EXPLORER WITH 58,000 MILES. WHILE DRIVING ON INTERSTATE 287/78 IN NJ I TRIED TO TURN OFF THE CRUISE CONTROL BUT INSTEAD THE CAR ACCELERATED UNCONTROLLABLY TO OVER 85 MPH. I GAINED CONTROL BY TURNING THE ENGINE ON AND OFF UNTIL REACHING A SAFE PLACE TO STOP. AN NJDOT TRUCK HELPED ME AND LATER THAT DAY I EMAILED WHAT HAPPENED TO FORD'S CUSTOMER ASSISTANCE. I WANTED THEM TO HAVE A DEALER EXAMINE MY EXPLORER TO SEE IF THIS WAS CAUSED BY A MATERIAL DEFECT OF NORMAL WEAR AND TEAR, IN WHICH CASE I WOULD REPAIR IT. THEY REFUSED TO HELP SO I WROTE A LETTER TO DEARBORN AND RECEIVED A RESPONSE SAYING THE MATTER WAS CLOSED (CASE # 1510510480). MY WIFE SAID (AND I BELIEVE HER) THAT IF SHE WERE DRIVING IT WOULD HAVE RESULTED IN A CRASH. I NOTED THAT THERE WAS A RECALL ON THE 2002 ESCAPE THAT SOUNDS LIKE THE SAME PROBLEM. I JUST WANT TO PREVENT POTENTIAL LOSS OF LIFE DUE TO THIS, IN MY OPINION, FAULTY DESIGN OR MANUFACTURER GLITCH. NJDOT DOCUMENTED THE CASE SINCE I SENT THEM A "THANK YOU" AND THEY RESPONDED. THE VEHICLE PUT ME AND OTHERS ON THE HIGHWAY IN A LIFE-THREATENING SITUATION (VIZ A VIZ TOYOTA) BUT FORD IS UNWILLING TO CONSIDER THE CASE. THEY WANT TO TREAT THIS AS AN "OUT OF WARRANTY" CONDITION BUT I BELIEVE IT IS POTENTIALLY A PRODUCT LIABILITY THAT IF NOT CORRECTED WILL COST LIVES AND DAMAGE. *TR
NHTSA ODI #10319929
Mileage unknown · Mar 8, 2010
Vehicle Speed ControlFire
A 1997 FORD EXPLORER CRUISE CONTROL DEACTIVATION SWITCH CAUSED A FIRE RESULTING IN THE DEATH OF THE DRIVER. *TR
NHTSA ODI #10317833
Mileage unknown · Jan 30, 2010
Vehicle Speed ControlCrashInjury
OPERATOR WAS EXITING PARKING LOT ONTO MAIN ROAD WHEN VEHICLE PICKED UP SPEED, OPERATOR TRIED TO STOP VEHICLE, BY BREAKING, BUT VEHICLE ACCELERATED FASTER, CAUSING OPERATOR TO LOSE CONTROL OF VEHICLE , VEHICLE STILL ACCELERATING TURNED BACK TOWARDS OTHER END OF PARKING LOT CRASHING INTO LARGE METAL SIGN POST. OPERATOR HAD TO BE …
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OPERATOR WAS EXITING PARKING LOT ONTO MAIN ROAD WHEN VEHICLE PICKED UP SPEED, OPERATOR TRIED TO STOP VEHICLE, BY BREAKING, BUT VEHICLE ACCELERATED FASTER, CAUSING OPERATOR TO LOSE CONTROL OF VEHICLE , VEHICLE STILL ACCELERATING TURNED BACK TOWARDS OTHER END OF PARKING LOT CRASHING INTO LARGE METAL SIGN POST. OPERATOR HAD TO BE TAKEN TO NEARBY HOSPITAL, AND THEM EVACUATED TO MASS GENERAL HOSPITAL, FOR EMERGENCY HEAD OPERATION AS A RESULT OF INJURY TO HEAD. (SUBDURAL HEMOTOMA). *TR
NHTSA ODI #10303352
159,000 miles · May 2, 2008
Vehicle Speed ControlFire
TL*THE CONTACT OWNS A 1997 FORD EXPLORER. THE CONTACT STATED THAT THERE WAS A SMALL MOTOR BIKE LODGED UNDER THE VEHICLE, WHICH SOMEHOW CAUSED IT TO CATCH FIRE. THE ENTIRE FRONT END OF THE VEHICLE AND THE FRONT CABIN SEATS WERE DESTROYED. THERE ARE THREE VEHICLE SPEED CONTROL RECALLS ON THIS YEAR, MAKE, AND MODEL VEHICLE, BUT …
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TL*THE CONTACT OWNS A 1997 FORD EXPLORER. THE CONTACT STATED THAT THERE WAS A SMALL MOTOR BIKE LODGED UNDER THE VEHICLE, WHICH SOMEHOW CAUSED IT TO CATCH FIRE. THE ENTIRE FRONT END OF THE VEHICLE AND THE FRONT CABIN SEATS WERE DESTROYED. THERE ARE THREE VEHICLE SPEED CONTROL RECALLS ON THIS YEAR, MAKE, AND MODEL VEHICLE, BUT IT HAS NOT BEEN DETERMINED IF THE VIN WAS INCLUDED. THERE WERE NO INJURIES. A POLICE REPORT WAS FILED. THE RECALL NUMBERS AND VIN WERE UNKNOWN. THE FAILURE MILEAGE WAS 159,000.
NHTSA ODI #10226498
Official recalls
7Oct 13, 2009
FORD IS RECALLING MODEL YEARS 1995-2003 WINDSTAR, 2000-2003 EXCURSION DIESEL, 1993-1997 AND 1999-2003 F-250 SD THROUGH F-550 SD DIESEL, 1992-2003 E-150 THROUGH E-550, 1995-2002 EXPLORER, 1997 AND 2002 MERCURY MOUNTAINEER, 1995-1997 AND 2001-2003 RANGER, AND 1994 F53 VEHICLES EQUIPPED WITH THE TEXAS INSTRUMENTS SPEED CONTROL DEACTIVATION SWITCH (SCDS). THE SCDS MAY LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN.
Consequence & remedy
Consequence: A VEHICLE FIRE COULD OCCUR WITH OR WITHOUT THE ENGINE RUNNING.
Remedy: FORD WILL NOTIFY OWNERS THAT DEALERS WILL INSTALL A FUSED WIRING HARNESS IN LINE WITH THE SCDS. ON 1999-2003 WINDSTAR VEHICLES WITH A LEAKING SCDS, DEALERS WILL ALSO INSPECT THE ABS CONTROL MODULE CONNECTOR AND REPAIR AS NECESSARY. REPAIRS WILL BE COMPLETED FREE OF CHARGE. THE SAFETY RECALL BEGAN ON OCTOBER 27, 2009. OWNERS MAY CONTACT FORD AT 1-888-222-2751.
Dec 27, 2000
VEHICLE DESCRIPTION: SPORT UTILITY VEHICLES EQUIPPED WITH 4.0L SOHC ENGINES AND STILL RETAIN THE ORIGINAL THROTTLE BODY (PART NUMBERS 97JF-9E926AB OR 97JF-9E926-AC). SOME OF THE ORIGINAL THROTTLE BODIES INSTALLED ALLOWED A GAP BETWEEN THE PLATE AND BORE TO BE BUILT TOO NARROW. THIS REDUCED CLEARANCE ALLOWED THE ENGINE DEPOSITS NORMALLY PRESENT IN THE THROTTLE BODY TO CONTACT OR BRIDGE THE GAP. IF THE ENGINE DEPOSITS BRIDGED THE GAP BETWEEN THE THROTTLE PLATE AND BORE AND THEN HARDENED, ON THE INITIAL APPLICATION OF THE ACCELERATOR PEDAL AFTER THE ENGINE HAS COOLED, THE OPERATOR WOULD NEED TO APPLY ADDITIONAL FORCE TO THE ACCELERATOR PEDAL TO BREAK THE BRIDGE.
Consequence & remedy
Consequence: THIS COULD RESULT IN ENGINE SURGE WHEN THE ACCELERATOR PEDAL BREAKS FREE.
Remedy: DEALERS WILL REPLACE THE ORIGINAL THROTTLE BODIES.
Nov 28, 2000
VEHICLE DESCRIPTION: SPORT UTILITY VEHICLES. UNDER CERTAIN CONDITIONS, A FRONT SWAY BAR LINK CAN FRACTURE.
Consequence & remedy
Consequence: VEHICLE HANDLING COULD BE AFFECTED, INCREASING THE RISK OF A CRASH.
Remedy: DEALERS WILL REPLACE BOTH THE LEFT AND RIGHT FRONT SWAY BAR LINKS.
Jun 19, 2000
VEHICLE DESCRIPTION: MINI VANS, LIGHT PICKUP TRUCKS, AND SPORT UTILITY VEHICLES. OFF LEASE CANADIAN VEHICLES EQUIPPED WITH DAYTIME RUNNING LIGHTS WHICH MEET CANADIAN REQUIREMENTS AND NOT THE PHOTOMETRIC REQUIREMENTS OF FMVSS 108, "LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT." ACCORDING TO FORD, THE VEHICLES WERE IMPORTED INTO THE U.S. ERRONEOUSLY.
Consequence & remedy
Consequence: THE LIGHT GIVEN OFF FROM THE DAYTIME RUNNING LIGHTS IS BRIGHTER THAN ALLOWED BY U.S. STANDARDS.
Remedy: DEALERS WILL BE ADVISED TO DEACTIVATE THE RUNNING LIGHT FUNCTION AND TO COMPLETE ANY OUTSTANDING SAFETY RECALLS ON THESE VEHICLES.
Mar 30, 1999
VEHICLE DESCRIPTION: CERTAIN 1997-1999 RHD EXPLORER EQUIPPED WITH 4.0L OHV/SOHC ENGINES AND CRUISE CONTROL BUILT FROM MAY 29, 1996 THROUGH MARCH 4, 1999; 1998-1999 EXPLORER/MOUNTAINEERS EQUIPPED WITH 4.0L OHV/SOHC OR 5.0L ENGINES OR 1998-1999 RANGERS EQUIPPED WITH 2.5L, 3.0L FFV/EFI OR 4.0L ENGINES AND CRUISE CONTROL BUILT FROM JANUARY 5, 1998 THROUGH MARCH 4, 1999; 1998-1999 MUSTANGS EQUIPPED WITH 3.8L, 4.6L 2-VALVE OR 4-VALVE ENGINES AND CRUISE CONTROL BUILT FROM MARCH 2, 1998 THROUGH MARCH 4, 1999; 1999 F250/F350/F450/F550 (OVER 8,500 LBS.) TRUCKS EQUIPPED WITH 5.4L OR 6.8L ENGINES AND CRUISE CONTROL BUILT FROM MARCH 2, 1998 THROUGH MARCH 4, 1999; AND 1999 F-53 STRIPPED CHASSIS EQUIPPED WITH 5.4L OR 6.8L ENGINES AND CRUISE CONTROL BUILT FROM MARCH 2, 1998 THROUGH MARCH 4, 1999. A CRUISE CONTROL CABLE CAN INTERFERE WITH THE SPEED CONTROL SERVO PULLEY AND NOT ALLOW THE THROTTLE TO RETURN TO IDLE WHEN DISENGAGING THE CRUISE CONTROL.
Consequence & remedy
Consequence: IF THE CRUISE CONTROL IS USED AND THIS CONDITION IS PRESENT, A STUCK THROTTLE COULD RESULT, WHICH COULD POTENTIALLY RESULT IN A CRASH.
Remedy: DEALERS WILL REPLACE THE CRUISE CONTROL CABLES. AT THE PRESENT TIME, THE REPLACEMENT CABLES ARE NOT AVAILABLE. CUSTOMERS ARE BEING ADVISED NOT TO USE THE CRUISE CONTROL SYSTEM UNTIL A REPLACEMENT CAN BE MADE.
Mar 19, 1998
VEHICLE DESCRIPTION: MULTI-PURPOSE PASSENGER VEHICLES EQUIPPED WITH 4.0L SINGLE OVERHEAD CAM ENGINES. THE ENGINE FUEL LINES CAN BE DAMAGED IF THE VEHICLE IS JUMP STARTED AND THE GROUND CABLE IS ATTACHED TO THE FUEL LINE BRACKET THAT IS LOCATED NEAR THE BATTERY. SINCE THE BRACKET IS NOT GROUNDED, THE STAINLESS STEEL FUEL LINE BRAID COULD ACT AS A GROUND POTENTIALLY OVERHEATING THE PTFE INNER LINER OF THE FUEL LINE RESULTING IN DAMAGE TO THE FUEL LINE.
Consequence & remedy
Consequence: THE FUEL LINES CAN LEAK, AND IN THE PRESENCE OF AN IGNITION SOURCE, A FIRE COULD POTENTIALLY RESULT.
Remedy: DEALERS WILL INSTALL A WARNING LABEL ON THE FUEL LINE BRACKET ADVISING OWNERS NOT TO USE IT FOR A JUMP START GROUND. ALSO A REVISED BOLT WILL BE INSTALLED IN THE ALTERNATOR BRACKET TO PROVIDE A CONVENIENT JUMP START GROUND LOCATION.
Apr 30, 1997
VEHICLE DESCRIPTION: MULTI-PURPOSE PASSENGER VEHICLES EQUIPPED WITH 5.0L ENGINES ORIGINALLY SOLD OR CURRENTLY REGISTERED IN THE STATES OF ALASKA, IDAHO, IOWA, MAINE, MICHIGAN (UPPER PENINSULA ONLY), MINNESOTA, MONTANA, NEBRASKA, NEW HAMPSHIRE, NEW YORK, NORTH DAKOTA, SOUTH DAKOTA, VERMONT, WISCONSIN, AND WYOMING. THESE VEHICLES, WHEN OPERATED FOR EXTENDED PERIODS OF TIME AT HIGHWAY SPEEDS AND TEMPERATURES BELOW -20 DEGREES FARENHEIT, DO NOT RETURN TO IDLE DUE TO ICE IN THE THROTTLE BODY.
Consequence & remedy
Consequence: ALTHOUGH THE VEHICLE CAN BE CONTROLLED BY EITHER APPLYING THE SERVICE BRAKES OR SHIFTING THE TRANSMISSION TO NEUTRAL, INCREASED BRAKE PEDAL EFFORTS OR SOME INCREASE IN STOPPING DISTANCE CAN RESULT.
Remedy: DEALERS WILL INSTALL A REVISED PCV SYSTEM WITH WATER HEATED VACUUM SOURCE.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
6DP05005 · Spark Plug Ejection From Cylinder Head
Opened Sep 22, 2005 · Closed Jan 4, 2006
Status: closed (inferred from source dates) · Engine And Engine Cooling; Engine And Engine Cooling:engine; Engine And Engine Cooling:engine:gasoline
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Additional source detail variants (3)
Engine And Engine Cooling:engine
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Engine And Engine Cooling:engine:gasoline
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Engine And Engine Cooling
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
PE99049 · Windshield Wiper Malfunction
Opened Jul 28, 1999 · Closed Apr 24, 2000
Status: closed (inferred from source dates) · Visibility
There is no summary currently available
PE99045 · Steering Knuckle Separations
Opened Jul 6, 1999 · Closed Oct 29, 1999
Status: closed (inferred from source dates) · Steering
There is no summary currently available
EA99001 · Throttle Sticking
Opened Jan 7, 1999 · Closed Feb 9, 2001
Status: closed (inferred from source dates) · Vehicle Speed Control:linkages
ON JANUARY 23, 1997, FORD MOTOR COMPANY ISSUED SPECIAL SERVICE MESSAGE (SSM) 10240, ANNOUNCING THAT A REVISED THROTTLE BODY WOULD BE AVAILABLE DURING THE FIRST QUARTER OF 1997 FOR 1997 MODEL YEAR FORD EXPLORERS EQUIPPED WITH THE 4.0L SINGLE OVERHEAD CAM (SOHC) ENGINE.THE SSM STATED THE REVISED THROTTLE BODY WOULD ADDRESS INCREASED THROTTLE EFFORTS THAT HAD BEEN EXPERIENCED ON THESE VEHICLES.ON JULY 31, 1998, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED SERVICE QUERY SQ98-014 TO DETERMINE WHETHER A SAFETY RECALL WAS WARRANTED FOR THE PROBLEM ADDRESSED BY SSM 10240.AT THAT TIME ODI HAD 14 REPORTS ALLEGING THROTTLES STICKING OPEN, INCLUDING THREE CRASHES, ON 1997 EXPLORERS WITH THE 4.0L SOHC ENGINE.EA99-001 INVESTIGATED ALLEGED THROTTLE BODY STICKING, AND LOSS OF THROTTLE CONTROL, IN THE SUBJECT VEHICLES.ON DECEMBER 22, 2000, FORD MOTOR COMPANY FILED A DEFECT INFORMATION REPORT CONCERNING THROTTLE BODY STICKING IN 1997-1998 MODEL YEAR EXPLORER AND MOUNTAINEER VEHICLES WITH 4.0 SOHC ENGINES THAT STILL RETAIN THE ORIGINAL THROTTLE BODY; SAFETY RECALL 00V-422.THE ENGINEERING ANALYSIS CLOSING REPORT IS ATTACHED.
RQ98020 · Fuel Line Damage From Jump Starting
Opened Nov 3, 1998 · Closed Nov 15, 2000
Status: closed (inferred from source dates) · Fuel System, Gasoline:delivery:hoses, Lines/piping, And Fittings
There is no summary currently available
SQ98014 · Throttle Sticking
Opened Jul 31, 1998 · Closed Jan 7, 1999
Status: closed (inferred from source dates) · Vehicle Speed Control:linkages
There is no summary currently available
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