NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
1,304 reports44,000 miles · Feb 22, 2014
EngineSteeringVehicle Speed Control
THIS IS A COUNTY GOVT VEHICLE PURCHASED USED FROM A DEALER ABOUT 2 YEARS AGO. I HAD BEEN HIGHWAY DRIVING FOR ABOUT 3-4 HOURS AT SPEEDS BETWEEN 55-70 MPH. I MADE ONE BRIEF STOP DURING THAT TIME, AND WAS MOSTLY USING CRUISE CONTROL. JUST PRIOR TO THE INCIDENT, THE SPEED LIMIT DROPS FROM 70 TO 55, AND THEN TO 35 IN A RELATIVELY SHO…
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THIS IS A COUNTY GOVT VEHICLE PURCHASED USED FROM A DEALER ABOUT 2 YEARS AGO. I HAD BEEN HIGHWAY DRIVING FOR ABOUT 3-4 HOURS AT SPEEDS BETWEEN 55-70 MPH. I MADE ONE BRIEF STOP DURING THAT TIME, AND WAS MOSTLY USING CRUISE CONTROL. JUST PRIOR TO THE INCIDENT, THE SPEED LIMIT DROPS FROM 70 TO 55, AND THEN TO 35 IN A RELATIVELY SHORT DISTANCE. I USED THE CRUISE CONTROL COAST TO REDUCE MY SPEED FROM 55 TO 35. THE 35 MPH SPEED STARTS ON A BRIDGE- THERE IS A SMALL INCLINE AND THEN A LITTLE LARGER DECLINE. AT ABOUT THE BASE OF THE BRIDGE, THE ENGINE SHUT OFF, I LOST STEERING AND COASTED TO A STOP. I DON'T RECALL IF I HAD BRAKING. I WAS WITH A PASSENGER; IT WAS NIGHT, AND THIS OCCURRED IN AN AREA THAT WAS NOT SAFE. I TRIED RESTARTING THE CAR, AND IT RESTARTED WITH NO PROBLEM. I DROVE TO A NEARBY GAS STATION. THE POWER STEERING FLUID WAS LOW, SO I FILLED THAT, RESTARTED, AND DROVE THE REMAINING 1 1/2 HRS WITH NO PROBLEMS. OTHER EMPLOYEES CONTINUED TO DRIVE OVER THE NEXT 2 1/2 MONTHS LOCALLY-VERY LITTLE HIGHWAY DRIVING, WITH NO ISSUES. ON FEBRUARY 21, I WAS RETURNING FROM A TRIP IN THIS VEHICLE FROM THE SAME AREA, WITH THE SAME CIRCUMSTANCES AS ABOVE. WHEN I WAS STILL ON THE BRIDGE WHERE THE SPEED DROPS TO 35, THE ENGINE SHUT OFF AGAIN. THIS TIME I WAS ALONE. THERE WAS A VEHICLE FOLLOWING VERY CLOSE BEHIND ME BUT FORTUNATELY I CONTINUED TO COAST AS THIS WAS ON THE DECLINE OF THE BRIDGE. I WAS ABLE TO STEER SLIGHTLY TO GET OFF THE HIGHWAY. THE CHECK GAUGES; CHECK ENGINE, AND BATTERY WARNING LIGHTS WERE ALL ON. THE CAR RESTARTED WITH NO PROBLEMS. I DROVE TO THE SAME GAS STATION; CHECKED THE GAUGES-ALL WERE NORMAL AND NO WARNING LIGHTS. I DROVE THE 1 1/2 HRS REMAINING WITH NO PROBLEMS. ON A WEB SEARCH, I FOUND MULTIPLE CASES OF VERY SIMILAR PROBLEMS ON EXPLORERS WITH NO RESOLUTION. I COULD FIND NO RECALLS ON THE VIN. THIS IS AN EXTREMELY DANGEROUS AND POTENTIALLY FATAL PROBLEM. *TR
NHTSA ODI #10565432
127,000 miles · Feb 20, 2014
Visibility/wiperInjury
TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT WHILE LOADING THE VEHICLE, THE HYDRAULIC ARM FAILED AND THE GLASS OF THE LIFT GATE STRUCK A PASSENGER IN THE HEAD. THE PASSENGER SUFFERED A LACERATION TO THE HEAD. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS CONTACTED ABOUT THE FAILURE. THE FA…
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TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT WHILE LOADING THE VEHICLE, THE HYDRAULIC ARM FAILED AND THE GLASS OF THE LIFT GATE STRUCK A PASSENGER IN THE HEAD. THE PASSENGER SUFFERED A LACERATION TO THE HEAD. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS CONTACTED ABOUT THE FAILURE. THE FAILURE MILEAGE WAS 127,000.
NHTSA ODI #10565205
63,785 miles · Feb 16, 2014
Structure
CRACK IN REAR HATCH BELOW REAR WINDOW. AS I UNDERSTAND IT, THIS IS A KNOWN FAULT FOR WHICH FORD IS NOT WILLING TO TAKE RESPONSIBILITY. FORD SHOULD FIX PROBLEM AT NO COST. *TR
NHTSA ODI #10564560
89,846 miles · Feb 10, 2014
Structure
TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT THE REAR LIFTGATE WAS CRACKED. THE VEHICLE WAS NOT TAKEN TO A DEALER OR AN INDEPENDENT MECHANIC FOR REPAIRS. THE MANUFACTURER WAS NOTIFIED OF THE ISSUE. THE APPROXIMATE FAILURE MILEAGE WAS 89,846.
NHTSA ODI #10563706
65,000 miles · Jan 31, 2014
Visibility/wiper
TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT THE HINGES FOR BOTH THE DRIVER AND PASSENGER'S SIDE SUN VISORS BECAME FRACTURED, MAKING THE VISORS UNUSABLE. THE CONTACT STATED THAT DUE TO THE DEFECT HE WAS UNABLE TO REPOSITION THE VISORS IN ORDER TO BLOCK THE SUN WHEN DRIVING. THE VEHICLE WAS NOT DIAGNOSED OR …
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TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT THE HINGES FOR BOTH THE DRIVER AND PASSENGER'S SIDE SUN VISORS BECAME FRACTURED, MAKING THE VISORS UNUSABLE. THE CONTACT STATED THAT DUE TO THE DEFECT HE WAS UNABLE TO REPOSITION THE VISORS IN ORDER TO BLOCK THE SUN WHEN DRIVING. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOTIFIED AND NO SOLUTION WAS OFFERED. THE FAILURE MILEAGE WAS 65,000.
NHTSA ODI #10562429
8,620 miles · Jan 27, 2014
Structure
TL* THE CONTACT OWNS A 2004 FORD FORD EXPLORER. THE CONTACT STATED THERE WAS A CRACK UNDERNEATH THE WINDOW OF THE TAILGATE. THE VEHICLE WAS NOT TAKEN TO A DEALER OR AN INDEPENDENT MECHANIC FOR DIAGNOSTIC TESTING OR TO BE REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 8,627. ..UPDAT…
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TL* THE CONTACT OWNS A 2004 FORD FORD EXPLORER. THE CONTACT STATED THERE WAS A CRACK UNDERNEATH THE WINDOW OF THE TAILGATE. THE VEHICLE WAS NOT TAKEN TO A DEALER OR AN INDEPENDENT MECHANIC FOR DIAGNOSTIC TESTING OR TO BE REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 8,627. ..UPDATED 03/25/14 *BF
NHTSA ODI #10561624
113,000 miles · Jan 5, 2014
StructureInjury
MY CAR WAS PARKED OUTSIDE OF THE GROCERY STORE. I OPENED THE REAR HATCH TO LOAD MY GROCERIES. AS I REACHED UP TO CLOSE THE HATCH THE RIGHT SIDE OF IT COLLAPSED AND FELL RIGHT ON MY HEAD LEAVING A LARGE LUMP. UPON INVESTIGATION I FOUND THAT THE HINGE ON THE RIGHT SIDE OF THE HATCH HAD SNAPPED AND THE WEIGHT OF THE HATCH HAS TWIST…
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MY CAR WAS PARKED OUTSIDE OF THE GROCERY STORE. I OPENED THE REAR HATCH TO LOAD MY GROCERIES. AS I REACHED UP TO CLOSE THE HATCH THE RIGHT SIDE OF IT COLLAPSED AND FELL RIGHT ON MY HEAD LEAVING A LARGE LUMP. UPON INVESTIGATION I FOUND THAT THE HINGE ON THE RIGHT SIDE OF THE HATCH HAD SNAPPED AND THE WEIGHT OF THE HATCH HAS TWISTED THE HINGE ON THE LEFT SIDE. LUCKILY, I BROKE THE FALL OF THE HATCH OR THERE WOULD HAVE BEEN SHATTERED GLASS EVERYWHERE. DEFINITELY A SAFETY ISSUE. *TR
NHTSA ODI #10558540
107,000 miles · Dec 3, 2013
Power Train
TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 25 MPH, THE VEHICLE INDEPENDENTLY SHIFTED FROM FIRST TO SECOND GEAR ACCOMPANIED BY AN ABNORMAL NOISE FROM THE TRANSMISSION. ADDITIONALLY, THE CONTACT EXPERIENCED RESISTANCE WHEN ATTEMPTING TO SHIFT FROM PARK TO REVERSE. THE CONTACT WOU…
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TL* THE CONTACT OWNS A 2004 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 25 MPH, THE VEHICLE INDEPENDENTLY SHIFTED FROM FIRST TO SECOND GEAR ACCOMPANIED BY AN ABNORMAL NOISE FROM THE TRANSMISSION. ADDITIONALLY, THE CONTACT EXPERIENCED RESISTANCE WHEN ATTEMPTING TO SHIFT FROM PARK TO REVERSE. THE CONTACT WOULD HAVE TO SHUT OFF THE ENGINE AND RESTART THE VEHICLE BEFORE THE VEHICLE WOULD ENGAGE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC BUT HAD NOT BEEN DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE PROBLEM. THE APPROXIMATE FAILURE MILEAGE WAS 107,000.
NHTSA ODI #10554693
72,000 miles · Dec 2, 2013
EnginePower TrainSteering
THIS IS THE SECOND FORD EXPLORER I HAVE OWNED AND BOTH OF THEM HAD THE SAME TRANSMISSION PROBLEMS. YET FORD HAS NO RECALL OR EVEN ANYTHING TO FIX THEM EXCEPT $3,000.00 TO A DEALER OUT OF YOU POCKET FOR THEIR MISTAKE. I GUESS SINCE NO ONE HAS BEEN PROVEN TO HAVE GOTTEN INJURED OR DIED DUE TO THIS ISSUE, THEN THERE WON'T BE A RE…
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THIS IS THE SECOND FORD EXPLORER I HAVE OWNED AND BOTH OF THEM HAD THE SAME TRANSMISSION PROBLEMS. YET FORD HAS NO RECALL OR EVEN ANYTHING TO FIX THEM EXCEPT $3,000.00 TO A DEALER OUT OF YOU POCKET FOR THEIR MISTAKE. I GUESS SINCE NO ONE HAS BEEN PROVEN TO HAVE GOTTEN INJURED OR DIED DUE TO THIS ISSUE, THEN THERE WON'T BE A RECALL MADE ON IT. THIS IS TOTALLY UNSATISFACTORY FOR THE FORD MOTOR CO. BECAUSE THEY HAVE WORKERS THAT SCREW UP, THE CONSUMER ENDS UP FOOTING THE LARGE BILL OF REPAIRING IT. THERE IS A KNOWN PROBLEM WITH THE TRANSMISSIONS OF THESE EXPLORERS FROM 2000 - 2005 YET NO ONE SEEMS TO WANT TO ADDRESS IT. FORD MOTOR SHOULD BE ASHAMED OF PUTTING SUCH FAULTY VEHICLES OUT ON THE ROAD AND ENDANGERING ANOTHER HUMANS LIFE FOR THEIR PROFIT. THIS IS THE LAST TIME I WILL BUY AND FORD PRODUCT AND I WILL ENCOURAGE EVERYONE I KNOW NOT TO BUY FORD EITHER. I WONDER HOW FORD WOULD LIKE THE MEDIA EXPOSURE FOR THIS ISSUE. NO GOOD CUSTOMER SERVICE OR PRODUCT. *TR
NHTSA ODI #10554392
103,000 miles · Dec 2, 2013
VisibilityInjury
MY 13 YR OLD WAS LOADING GROCERIES WHILE THE WINDOW WAS POPPED UP IT FELL W/O WARNING SEVERELY HURTING HER HEAD RT BRACKET ON UPPER WINDOW BROKE CAN CAUSE SERIOUS INJURY. *TR
NHTSA ODI #10554301
NHTSA investigations
4EA09013 · Vehicle Rollaway Allegations
Opened Aug 18, 2009 · Closed Feb 12, 2013
Status: closed (inferred from source dates) · Power Train:automatic Transmission:gear Position Indication (prndl); Power Train:automatic Transmission:lever And Linkage:column Shift; Steering; Steering:column; Steering:column LOCKING:ANTI-THEFT Device
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Additional source detail variants (5)
Power Train:automatic Transmission:gear Position Indication (prndl)
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Power Train:automatic Transmission:lever And Linkage:column Shift
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering:column
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering:column LOCKING:ANTI-THEFT Device
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
PE09020 · Vehicle Rollaway Allegations
Opened Apr 21, 2009 · Closed Aug 19, 2009
Status: closed (inferred from source dates) · Steering; Steering:column; Steering:column LOCKING:ANTI-THEFT Device
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Additional source detail variants (3)
Steering:column
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Steering:column LOCKING:ANTI-THEFT Device
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Steering
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
RQ08003 · Rear Liftgate Glass Hatch Failure
Opened Jun 23, 2008 · Closed Oct 24, 2008
Status: closed (inferred from source dates) · Structure:body:hatchback/liftgate; Structure:body:hatchback/liftgate:hinge And Attachments; Structure:body:hatchback/liftgate:support Device/strut; Visibility:glass, Side/rear
THIS INVESTIGATION WAS OPENED ON JUNE 23, 2008, BASED ON 34 COMPLAINTS INVOLVING EIGHT INJURIES IN WHICH THE REAR LIFTGATE GLASS HATCH ON MODEL YEAR 2004 FORD EXPLORERS OR MERCURY MOUNTAINEERS BROKE OFF AND FELL, USUALLY WHILE INDIVIDUALS WERE OPERATING THE GLASS HATCH OR LOADING OR UNLOADING ITEMS FROM THE REAR OF THE VEHICLE.FORD CONDUCTED RECALL 04V-442 IN 2004 TO ADDRESS SIMILAR PROBLEMS ON MODEL YEAR 2002 AND CERTAIN MODEL YEAR 2003 FORD EXPLORERS AND MERCURY MOUNTAINEERS.THE INFORMATION FORD PROVIDED IN RESPONSE TO ODI'S INFORMATION REQUEST LETTER INDICATED THAT FAILURES WITH 2004 VEHICLES WERE PRIMARILY LIFTGATE GLASS HATCH HINGE FAILURES RELATED TO CORROSION AT THE HINGE PIN, WHEREAS THE FAILURES THAT PROMPTED THE RECALL WITH THE EARLIER MODELS WERE PRIMARILY RELATED TO PROBLEMS WITH THE GLASS HATCH'S STRUTS OR FRACTURE OF A PRIOR HINGE DESIGN AT THE BOSS/BOLT CONNECTION AT THE GLASS.ODI'S REVIEW OF FORD'S WARRANTY, COMPLAINT, AND INJURY DATA FOR THE 2004 VEHICLES INDICATES THAT THESE RATES ARE SIGNIFICANTLY LOWER THAN THOSE FOR THE RECALLED POPULATION.A POTENTIAL DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME.ODI WILL CONTINUE TO MONITOR COMPLAINTS AND TAKE APPROPRIATE ACTION AS NECESSARY.THIS INVESTIGATION IS CLOSED.
Additional source detail variants (4)
Structure:body:hatchback/liftgate
THIS INVESTIGATION WAS OPENED ON JUNE 23, 2008, BASED ON 34 COMPLAINTS INVOLVING EIGHT INJURIES IN WHICH THE REAR LIFTGATE GLASS HATCH ON MODEL YEAR 2004 FORD EXPLORERS OR MERCURY MOUNTAINEERS BROKE OFF AND FELL, USUALLY WHILE INDIVIDUALS WERE OPERATING THE GLASS HATCH OR LOADING OR UNLOADING ITEMS FROM THE REAR OF THE VEHICLE.FORD CONDUCTED RECALL 04V-442 IN 2004 TO ADDRESS SIMILAR PROBLEMS ON MODEL YEAR 2002 AND CERTAIN MODEL YEAR 2003 FORD EXPLORERS AND MERCURY MOUNTAINEERS.THE INFORMATION FORD PROVIDED IN RESPONSE TO ODI'S INFORMATION REQUEST LETTER INDICATED THAT FAILURES WITH 2004 VEHICLES WERE PRIMARILY LIFTGATE GLASS HATCH HINGE FAILURES RELATED TO CORROSION AT THE HINGE PIN, WHEREAS THE FAILURES THAT PROMPTED THE RECALL WITH THE EARLIER MODELS WERE PRIMARILY RELATED TO PROBLEMS WITH THE GLASS HATCH'S STRUTS OR FRACTURE OF A PRIOR HINGE DESIGN AT THE BOSS/BOLT CONNECTION AT THE GLASS.ODI'S REVIEW OF FORD'S WARRANTY, COMPLAINT, AND INJURY DATA FOR THE 2004 VEHICLES INDICATES THAT THESE RATES ARE SIGNIFICANTLY LOWER THAN THOSE FOR THE RECALLED POPULATION.A POTENTIAL DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME.ODI WILL CONTINUE TO MONITOR COMPLAINTS AND TAKE APPROPRIATE ACTION AS NECESSARY.THIS INVESTIGATION IS CLOSED.
Structure:body:hatchback/liftgate:hinge And Attachments
THIS INVESTIGATION WAS OPENED ON JUNE 23, 2008, BASED ON 34 COMPLAINTS INVOLVING EIGHT INJURIES IN WHICH THE REAR LIFTGATE GLASS HATCH ON MODEL YEAR 2004 FORD EXPLORERS OR MERCURY MOUNTAINEERS BROKE OFF AND FELL, USUALLY WHILE INDIVIDUALS WERE OPERATING THE GLASS HATCH OR LOADING OR UNLOADING ITEMS FROM THE REAR OF THE VEHICLE.FORD CONDUCTED RECALL 04V-442 IN 2004 TO ADDRESS SIMILAR PROBLEMS ON MODEL YEAR 2002 AND CERTAIN MODEL YEAR 2003 FORD EXPLORERS AND MERCURY MOUNTAINEERS.THE INFORMATION FORD PROVIDED IN RESPONSE TO ODI'S INFORMATION REQUEST LETTER INDICATED THAT FAILURES WITH 2004 VEHICLES WERE PRIMARILY LIFTGATE GLASS HATCH HINGE FAILURES RELATED TO CORROSION AT THE HINGE PIN, WHEREAS THE FAILURES THAT PROMPTED THE RECALL WITH THE EARLIER MODELS WERE PRIMARILY RELATED TO PROBLEMS WITH THE GLASS HATCH'S STRUTS OR FRACTURE OF A PRIOR HINGE DESIGN AT THE BOSS/BOLT CONNECTION AT THE GLASS.ODI'S REVIEW OF FORD'S WARRANTY, COMPLAINT, AND INJURY DATA FOR THE 2004 VEHICLES INDICATES THAT THESE RATES ARE SIGNIFICANTLY LOWER THAN THOSE FOR THE RECALLED POPULATION.A POTENTIAL DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME.ODI WILL CONTINUE TO MONITOR COMPLAINTS AND TAKE APPROPRIATE ACTION AS NECESSARY.THIS INVESTIGATION IS CLOSED.
Structure:body:hatchback/liftgate:support Device/strut
THIS INVESTIGATION WAS OPENED ON JUNE 23, 2008, BASED ON 34 COMPLAINTS INVOLVING EIGHT INJURIES IN WHICH THE REAR LIFTGATE GLASS HATCH ON MODEL YEAR 2004 FORD EXPLORERS OR MERCURY MOUNTAINEERS BROKE OFF AND FELL, USUALLY WHILE INDIVIDUALS WERE OPERATING THE GLASS HATCH OR LOADING OR UNLOADING ITEMS FROM THE REAR OF THE VEHICLE.FORD CONDUCTED RECALL 04V-442 IN 2004 TO ADDRESS SIMILAR PROBLEMS ON MODEL YEAR 2002 AND CERTAIN MODEL YEAR 2003 FORD EXPLORERS AND MERCURY MOUNTAINEERS.THE INFORMATION FORD PROVIDED IN RESPONSE TO ODI'S INFORMATION REQUEST LETTER INDICATED THAT FAILURES WITH 2004 VEHICLES WERE PRIMARILY LIFTGATE GLASS HATCH HINGE FAILURES RELATED TO CORROSION AT THE HINGE PIN, WHEREAS THE FAILURES THAT PROMPTED THE RECALL WITH THE EARLIER MODELS WERE PRIMARILY RELATED TO PROBLEMS WITH THE GLASS HATCH'S STRUTS OR FRACTURE OF A PRIOR HINGE DESIGN AT THE BOSS/BOLT CONNECTION AT THE GLASS.ODI'S REVIEW OF FORD'S WARRANTY, COMPLAINT, AND INJURY DATA FOR THE 2004 VEHICLES INDICATES THAT THESE RATES ARE SIGNIFICANTLY LOWER THAN THOSE FOR THE RECALLED POPULATION.A POTENTIAL DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME.ODI WILL CONTINUE TO MONITOR COMPLAINTS AND TAKE APPROPRIATE ACTION AS NECESSARY.THIS INVESTIGATION IS CLOSED.
Visibility:glass, Side/rear
THIS INVESTIGATION WAS OPENED ON JUNE 23, 2008, BASED ON 34 COMPLAINTS INVOLVING EIGHT INJURIES IN WHICH THE REAR LIFTGATE GLASS HATCH ON MODEL YEAR 2004 FORD EXPLORERS OR MERCURY MOUNTAINEERS BROKE OFF AND FELL, USUALLY WHILE INDIVIDUALS WERE OPERATING THE GLASS HATCH OR LOADING OR UNLOADING ITEMS FROM THE REAR OF THE VEHICLE.FORD CONDUCTED RECALL 04V-442 IN 2004 TO ADDRESS SIMILAR PROBLEMS ON MODEL YEAR 2002 AND CERTAIN MODEL YEAR 2003 FORD EXPLORERS AND MERCURY MOUNTAINEERS.THE INFORMATION FORD PROVIDED IN RESPONSE TO ODI'S INFORMATION REQUEST LETTER INDICATED THAT FAILURES WITH 2004 VEHICLES WERE PRIMARILY LIFTGATE GLASS HATCH HINGE FAILURES RELATED TO CORROSION AT THE HINGE PIN, WHEREAS THE FAILURES THAT PROMPTED THE RECALL WITH THE EARLIER MODELS WERE PRIMARILY RELATED TO PROBLEMS WITH THE GLASS HATCH'S STRUTS OR FRACTURE OF A PRIOR HINGE DESIGN AT THE BOSS/BOLT CONNECTION AT THE GLASS.ODI'S REVIEW OF FORD'S WARRANTY, COMPLAINT, AND INJURY DATA FOR THE 2004 VEHICLES INDICATES THAT THESE RATES ARE SIGNIFICANTLY LOWER THAN THOSE FOR THE RECALLED POPULATION.A POTENTIAL DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME.ODI WILL CONTINUE TO MONITOR COMPLAINTS AND TAKE APPROPRIATE ACTION AS NECESSARY.THIS INVESTIGATION IS CLOSED.
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.
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