TL*THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING 35 MPH, HE NOTICED SMOKE COMING FROM THE UNDER THE HOOD. IN ADDITION, FLAMES ERUPTED FROM THE ENGINE COMPARTMENT AFTER HE OPENED THE HOOD. THE DEALER STATED THAT THE VEHICLE SPEED CONTROL SWITCH CAUSED THE FIRE. THERE IS A RECALL FOR THE VEHICLE SPEED CONTROL (NHTSA CAM…
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TL*THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING 35 MPH, HE NOTICED SMOKE COMING FROM THE UNDER THE HOOD. IN ADDITION, FLAMES ERUPTED FROM THE ENGINE COMPARTMENT AFTER HE OPENED THE HOOD. THE DEALER STATED THAT THE VEHICLE SPEED CONTROL SWITCH CAUSED THE FIRE. THERE IS A RECALL FOR THE VEHICLE SPEED CONTROL (NHTSA CAMPAIGN ID 07V336000) HOWEVER THE DEALER STATED THAT HIS VIN WAS NOT INCLUDED. AS OF JANUARY 30, 2008, THE DEALER HAD NOT REPAIRED THE VEHICLE. THE CURRENT AND FAILURE MILEAGES WERE 160,000. UPDATED 02-19-08 *BF UPDATED 02/19/08 *TR
NHTSA ODI #10216553
70,000 miles · Nov 1, 2007
Vehicle Speed ControlFire
TL*THE CONTACT OWNS A 1997 FORD EXPLORER. THE CONTACT STATED THAT THE VEHICLE CAUGHT FIRE WHILE BEING SERVICED FOR THE RADIO. THE DEALER STATED THAT THE CRUISE CONTROL CAUSED THE FIRE. THE DEALER STATED THAT THE VIN WAS NOT INCLUDED IN NHTSA CAMPAIGN ID NUMBER 07V336000 (VEHICLE SPEED CONTROL). THE DEALER DISCONNECTED THE VE…
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TL*THE CONTACT OWNS A 1997 FORD EXPLORER. THE CONTACT STATED THAT THE VEHICLE CAUGHT FIRE WHILE BEING SERVICED FOR THE RADIO. THE DEALER STATED THAT THE CRUISE CONTROL CAUSED THE FIRE. THE DEALER STATED THAT THE VIN WAS NOT INCLUDED IN NHTSA CAMPAIGN ID NUMBER 07V336000 (VEHICLE SPEED CONTROL). THE DEALER DISCONNECTED THE VEHICLE SPEED CONTROL. AS OF NOVEMBER 1, 2007, THE DEALER HAD NOT REPAIRED THE VEHICLE. THE FAILURE MILEAGE WAS 70,000 AND CURRENT MILEAGE WAS 106,000.
NHTSA ODI #10207616
82,000 miles · Sep 25, 2007
Vehicle Speed Control
OWNER OF 1997 FORD EXPLORER THAT HAD A RECALL ISSUED IN 2001 FOR THROTTLE BODY PROBLEM. NHTSA #00V-42200. MY EXPLORER WAS NOT ONE OF THE RECALLED VEHICLES (NOT BUILT IN ST. LOUIS OR LOUISVILLE) AND I NEVER KNEW ANYTHING ABOUT THIS PROBLEM. ABOUT 8 MONTHS AGO I BEGAN EXPERIENCING A PROBLEM WITH A STICKING ACCELERATOR. RESULT …
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OWNER OF 1997 FORD EXPLORER THAT HAD A RECALL ISSUED IN 2001 FOR THROTTLE BODY PROBLEM. NHTSA #00V-42200. MY EXPLORER WAS NOT ONE OF THE RECALLED VEHICLES (NOT BUILT IN ST. LOUIS OR LOUISVILLE) AND I NEVER KNEW ANYTHING ABOUT THIS PROBLEM. ABOUT 8 MONTHS AGO I BEGAN EXPERIENCING A PROBLEM WITH A STICKING ACCELERATOR. RESULT OF A WEB SEARCH ABOUT A MONTH AGO TO SEE IF A PROBLEM EXISTS FOR THIS CONDITION BECAUSE I FEEL I'M GOING TO CRASH INTO SOMETHING GOING FORWARD OR REVERSE, I FOUND OUT ABOUT THIS RECALL. BY CALLING FORD MOTOR COMPANY CUSTOMER SERVICE. LINE TODAY I WAS TOLD THAT A FORD DEALER WILL FIX THE PROBLEM BUT I HAVE TO PAY FOR IT. I HAD THE CUST. SERV. REP. MAKE AN "ON THE RECORD" OF MY CALL AND MY QUESTION IS THIS: IF THIS WAS A SAFETY ISSUE IN 2001 FOR CERTAIN FACTORY BUILT EXPLORERS, WHY COULDN'T IT BECOME A FUTURE SAFETY ISSUE (IN 2007) IF THE VEHICLE (MINE) WAS BUILT IN ANOTHER FACTORY? COULDN'T THIS PROBLEM ARISE AT ANOTHER TIME, AS IT HAS WITH ME? THE PROBLEM I AM EXPERIENCING IS IDENTICAL TO EVERY WORD STATED IN THE RECALL. THE ORIGINAL THROTTLE BODY IS INSTALLED ON MY EXPLORER. *JB
NHTSA ODI #10204110
94,000 miles · Jun 28, 2007
Vehicle Speed Control
TL*THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING 35 MPH, THE ACCELERATOR PEDAL BECAME STUCK WHEN IT WAS DEPRESSED. THE CONTACT HAD TO DEPRESS THE BRAKE PEDAL FIRST AND THEN THE ACCELERATOR PEDAL FOR THE VEHICLE TO OPERATE NORMALLY. SHE BELIEVES THE VEHICLE IS A PART OF RECALL # 00V422000 (VEHICLE SPEED CONTROL). THE D…
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TL*THE CONTACT OWNS A 1997 FORD EXPLORER. WHILE DRIVING 35 MPH, THE ACCELERATOR PEDAL BECAME STUCK WHEN IT WAS DEPRESSED. THE CONTACT HAD TO DEPRESS THE BRAKE PEDAL FIRST AND THEN THE ACCELERATOR PEDAL FOR THE VEHICLE TO OPERATE NORMALLY. SHE BELIEVES THE VEHICLE IS A PART OF RECALL # 00V422000 (VEHICLE SPEED CONTROL). THE DEALER STATED THAT THE VEHICLE HAS NO RECALLS. THE WEATHER WAS SUNNY AND APPROXIMATELY 70 DEGREES AT THE TIME OF FAILURE. THE CURRENT AND FAILURE MILEAGES WERE 94,000.
NHTSA ODI #10194862
100,000 miles · Jun 19, 2007
Vehicle Speed ControlFire
THE 1997 FORD EXPLORER CAUGHT ON FIRE AT THE CRUISE SWITCH LOCATED ON THE MASTER CYLINDER. *AK
NHTSA ODI #10193762
170,000 miles · Apr 4, 2007
Vehicle Speed Control
TL*- THE CONTACT OWNS A 1997 FORD EXPLORER. THE MECHANIC INFORMED THE CONTACT THAT THERE WAS A RECALL FOR THE CRUISE CONTROL DEACTIVATION SWITCH. THE DEALER INFORMED THE CONTACT THAT THIS VEHICLE WAS NOT PART OF THE RECALL. THEREWAS RECALL 06V286000 FOR 1998 FORD EXPLORER. THE CONTACT FELT THAT THIS VEHICLE SHOULD BE INCLUDED …
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TL*- THE CONTACT OWNS A 1997 FORD EXPLORER. THE MECHANIC INFORMED THE CONTACT THAT THERE WAS A RECALL FOR THE CRUISE CONTROL DEACTIVATION SWITCH. THE DEALER INFORMED THE CONTACT THAT THIS VEHICLE WAS NOT PART OF THE RECALL. THEREWAS RECALL 06V286000 FOR 1998 FORD EXPLORER. THE CONTACT FELT THAT THIS VEHICLE SHOULD BE INCLUDED AS PART OF THIS RECALL. THE VEHICLE HAS CURRENTLY 170000 MILES. *AK
NHTSA ODI #10187051
162,248 miles · Mar 19, 2007
Vehicle Speed ControlFire
WHILE DRIVING MY 1997 FORD EXPLORER ON I-64 E AT APPROXIMATELY 60 MPH, SMOKE STARTED TO POUR INTO THE CAR FROM UNDER THE DASHBOARD. I PULLED OVER AS FAST AS POSSIBLE AND WAS MET BY A VIRGINIA DOT TRUCK WHO NOTICED ME SUDDENLY CROSS TWO LANES TO GET TO THE BREAKDOWN LANE. HE GRABBED HIS FIRE EXTINGUISHER AND PUT THE FIRE OUT WITH…
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WHILE DRIVING MY 1997 FORD EXPLORER ON I-64 E AT APPROXIMATELY 60 MPH, SMOKE STARTED TO POUR INTO THE CAR FROM UNDER THE DASHBOARD. I PULLED OVER AS FAST AS POSSIBLE AND WAS MET BY A VIRGINIA DOT TRUCK WHO NOTICED ME SUDDENLY CROSS TWO LANES TO GET TO THE BREAKDOWN LANE. HE GRABBED HIS FIRE EXTINGUISHER AND PUT THE FIRE OUT WITHIN SECONDS OF MY STOPPING. THE FIRE DEPARTMENT WAS NOT CALLED BECAUSE IT WAS PUT OUT SO QUICKLY. AFTER HAVING IT TOWED TO A SHOP, I WAS INFORMED THAT IT APPEARS TO HAVE STARTED IN THE CRUISE CONTROL SWITCH AND BURNED THROUGH THE MASTER CYLINDER. THE FIRE WAS EXTINGUISHED WITHIN 15-30 SECONDS FROM THE TIME I STOPPED BUT THE MECHANIC SAID THAT THE CAR DOES NOT HAVE ANY BRAKES AS A RESULT OF THE FIRE. I CONSIDER MYSELF LUCKY TO HAVE BEEN ABLE TO STOP AT ALL. MY CAR WAS NOT AND STILL HAS NOT BEEN RECALLED. AFTER CONTACTING FORD THEY HAVE DECLINED TO HELP US WITH ANY REPAIRS. HAD I KNOWN ABOUT THE SWITCHFIRE PROBLEMS EARLIER, I WOULD HAVE CALLED THE FIRE DEPARTMENT TO DO A FORMAL INVESTIGATION OF THE CAUSE. THE CAR HAS NOT BEEN FIXED AS OF YET.
NHTSA ODI #10185488
91,000 miles · Jan 4, 2007
Vehicle Speed Control
TL* - THE CONTACT WAS DRIVING AT 5 MPH UNDER DRY CONDITIONS WHEN THE ACCELERATOR PEDAL BECAME DETACHED. THE CONTACT SAW THAT THREE LINKS FAILED. THE CONTACT FOUND THAT THERE WAS SERVICE BULLETIN 616531 FOR THIS FAILURE. *AK UPDATED 1/29/2007 - *NM
NHTSA ODI #10177737
121,000 miles · Dec 26, 2006
Vehicle Speed Control
TL* - THE CONTACT STATED THAT WHILE DRIVING WITH CRUISE CONTROL ON AT A SPEED OF 65 MPH THE CRUISE CONTROL DID NOT DISENGAGE. THE WEATHER WAS CLEAR AND ABOUT 30 DEGREES FAHRENHEIT, AND THE ODOMETER READING WAS 121000 MILES. THE FAILURE DID NOT ALLOW THE THROTTLE TO RETURN TO IDLE. HE WAS ABLE TO STOP THE VEHICLE BY SHIFTING G…
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TL* - THE CONTACT STATED THAT WHILE DRIVING WITH CRUISE CONTROL ON AT A SPEED OF 65 MPH THE CRUISE CONTROL DID NOT DISENGAGE. THE WEATHER WAS CLEAR AND ABOUT 30 DEGREES FAHRENHEIT, AND THE ODOMETER READING WAS 121000 MILES. THE FAILURE DID NOT ALLOW THE THROTTLE TO RETURN TO IDLE. HE WAS ABLE TO STOP THE VEHICLE BY SHIFTING GEARS AND PUTTING IT INTO PARK ON THE SIDE OF THE HIGHWAY. THE VEHICLE WAS AT THE DEALERSHIP, AND HE WAS CONCERNED BECAUSE VEHICLE SHOULD BE COVERED UNDER NHTSA CAMPAIGN RECALL 99V062001. PRESENTLY, THE DEALER WAS ASKING THE CONTACT TO PAY FOR THE REPAIR. *AK UPDATED 1/22/2007 - THE DEALER INDICATED THAT THE CRUISE CONTROL OFF BUTTON HAD SHORTED OUT. AS A RESULT THE CRUISE CONTROL COULD NOT BE TURNED OFF ONCE TURNED ON. *NM
NHTSA ODI #10176943
167,000 miles · Nov 1, 2006
SuspensionVehicle Speed Control
DT*: THE CONTACT STATED WHILE DRIVING VARIOUS SPEEDS WITH THE CRUISE CONTROL ACTIVATED A BURNING SMELL CAME FROM THE STEERING WHEEL. ALSO, WHILE DRIVING 55 MPH THE VEHICLE JERKED TO THE LEFT. FURTHERMORE, THE VEHICLE SURGED FORWARD WITHOUT WARNING. THE VEHICLE WAS DRIVEN TO AN INDEPENDENT REPAIR SHOP TO DIAGNOSED THE PROBLEM…
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DT*: THE CONTACT STATED WHILE DRIVING VARIOUS SPEEDS WITH THE CRUISE CONTROL ACTIVATED A BURNING SMELL CAME FROM THE STEERING WHEEL. ALSO, WHILE DRIVING 55 MPH THE VEHICLE JERKED TO THE LEFT. FURTHERMORE, THE VEHICLE SURGED FORWARD WITHOUT WARNING. THE VEHICLE WAS DRIVEN TO AN INDEPENDENT REPAIR SHOP TO DIAGNOSED THE PROBLEMS. THERE WERE NO REPAIRS MADE EXCEPT ON THE THROTTLE BODY. THERE WERE RECALLS ON ALL THREE COMPONENTS. THERE WAS A NHTSA RECALL, #99V062000 REGARDING THE VEHICLE SPEED CONTROL. A NHTSA RECALL, #00V402000 CONCERNING THE SUSPENSION. ALSO, A NHTSA RECALL #00V422000 CONCERNING THE VEHICLE SPEED CONTROL. THE VIN WAS NOT INCLUDED IN ANY OF THE RECALLS.
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.
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.
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.
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.
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.
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
6
DP05005 · 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
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