1) ABS, BRAKE, AND WRENCH FAILURE LIGHTS FLASHED ON FOR ABOUT 3 SECONDS AND TURNED OFF WHEN DECELERATING WITH CRUISE CONTROL FROM 55 MPH TO 45 MPH ZONES AT COURLAND, VA. VEHICLE MANUAL PROVIDES NO GUIDANCE ON THIS FAILURE MODE; ONLY 'WARNING LIGHTS TURN ON AND CONTINUE FLASHING, REDUCE SPEED AND TAKE VEHICLE TO NEAREST SERVICE …
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1) ABS, BRAKE, AND WRENCH FAILURE LIGHTS FLASHED ON FOR ABOUT 3 SECONDS AND TURNED OFF WHEN DECELERATING WITH CRUISE CONTROL FROM 55 MPH TO 45 MPH ZONES AT COURLAND, VA. VEHICLE MANUAL PROVIDES NO GUIDANCE ON THIS FAILURE MODE; ONLY 'WARNING LIGHTS TURN ON AND CONTINUE FLASHING, REDUCE SPEED AND TAKE VEHICLE TO NEAREST SERVICE PROVIDER' AND 'WARNING LIGHTS TURN ON AND STAY ON, STOP DRIVING IMMEDIATELY AND HAVE VEHICLE TOWED TO NEAREST SERVICE PROVIDER.' 2) APPROXIMATELY TEN MINUTES LATER, DRIVER BEGAN APPLYING BRAKES TO DISENGAGE CRUISE CONTROL AND SLOW FROM 60 MPH TO 35 MPH SCHOOL ZONE SPEED ABOUT 50 TO 60 M BEFORE SCHOOL ZONE WARNING SIGN AT CAPRON ELEMENTARY, VA, ON STATE HIGHWAY 58. 3) DRIVER CHECKED SPEED UPON ENTERING SCHOOL ZONE AND FOUND CRUISE CONTROL LIGHT STILL ON AND VEHICLE STILL TRAVELING AT 60 MPH. DEPRESSED BRAKE APPROXIMATELY 1/3 TOTAL BRAKING RANGE (4 CM), WHICH SHOULD HAVE LOCKED THE BRAKES AND BROUGHT THE VEHICLE TO A FULL STOP. NO EFFECT. CRUISE CONTROL LIGHT REMAINED ON AND VEHICLE CONTINUED AT 60 MPH. 4) AT THIS POINT, DRIVER REALIZED THAT HE HAD NO CONTROL OF THE VEHICLE, PANICKED, AND DECIDED HE HAD TO STOP OR CRASH THE VEHICLE. DRIVER JAMMED THE BRAKE PETAL AS HARD AS HE COULD AND HELD. IT TOOK PROBABLY 3 SECONDS FOR THE REAR BRAKES TO FINALLY GO UP A LOGISTIC GROWTH RESISTANCE CURVE, GRAB, AND STOP THE VEHICLE. NO BRAKING BY FRONT WHEELS. ABS DID NOT WORK. CONTRIBUTING PHYSICAL DEFECTS: WORN-OUT FRONT BRAKES, EVEN THOUGH VEHICLE WAS KEPT UNDER RIGOROUS MAINTENANCE AND HAD VALID VIRGINIA STATE INSPECTION STICKER. WARPED FRONT BRAKE ROTORS MOST LIKELY INDUCED INTERMITTENT FALSE SIGNALS TO COMPUTER CONTROL CENTER CAUSING CRUISE CONTROL TO FAIL TO DISENGAGE.
NHTSA ODI #11119977
Mileage unknown · Jul 23, 2018
EngineService BrakesWheels
SOMETHING WRONG WITH THE TIRE PRESSURE THE LIGHT STAYS ON IN THE MESSAGE BOARD AND A MESSAGE WITH THE BRAKE SYSTEM ALSO STAYS ON AND IT STALLS WHILE IM IN MOTION ON THE HWY AND STREETS AND TAKES AWHILE TO MOVE FOWARD AGAIN. I
NHTSA ODI #11113152
Mileage unknown · Apr 26, 2018
Electrical SystemService BrakesUnknown Or Other
ABS LIGHT AND ADVANCE TRACKING LIGHT AND 4X4 LIGHT AND CAR WITH TRACKING LIGHT ALL COMES ON AND THE BRAKING JERK WHEN STOPPING. ALSO LOW OIL PRESSURE LIGHT COMES ON EVEN AFTER OIL CHANGE
NHTSA ODI #11090267
110,000 miles · Nov 2, 2016
EnginePower TrainService Brakes
VEHICLE ENGINE WHILE TRAVELING, GENERALLY AT HIGH RATES OF SPEED GREATER THAN 40MPH, WILL RANDOMLY TURN OFF. THERE ARE NO WARNING LIGHTS, NO INDICATION ON THE INSTRUMENT PANEL. THE ENGINE JUST TURNS OFF. THE ONLY WAY OF KNOWING IS ONCE THE GAS PEDAL IS DEPRESSED TO INCREASE SPEED AND THEN REALIZED THE CAR HAD TURNED OFF. THIS I…
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VEHICLE ENGINE WHILE TRAVELING, GENERALLY AT HIGH RATES OF SPEED GREATER THAN 40MPH, WILL RANDOMLY TURN OFF. THERE ARE NO WARNING LIGHTS, NO INDICATION ON THE INSTRUMENT PANEL. THE ENGINE JUST TURNS OFF. THE ONLY WAY OF KNOWING IS ONCE THE GAS PEDAL IS DEPRESSED TO INCREASE SPEED AND THEN REALIZED THE CAR HAD TURNED OFF. THIS IS HAPPENING MORE FREQUENTLY. I HAD TO BY A NEW CAR. EXPLORER JUST SITS IN THE DRIVEWAY. THIS HAPPEN RANDOMLY WITH NO NOTICE AND GENERALLY WHILE TRAVELING AT SPEEDS ABOVE 40 MPH
NHTSA ODI #10923761
116,000 miles · Aug 31, 2016
Service Brakes
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING, A GRINDING NOISE EMITTED FROM THE FRONT PASSENGER SIDE WHEEL. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE FRONT PASSENGER SIDE BRAKE CALIPER FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MA…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING, A GRINDING NOISE EMITTED FROM THE FRONT PASSENGER SIDE WHEEL. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE FRONT PASSENGER SIDE BRAKE CALIPER FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED. THE FAILURE MILEAGE WAS 116,000.
NHTSA ODI #10899709
Mileage unknown · Feb 24, 2015
Service BrakesCrashInjury
I WAS DRIVING THE VEHICLE AT 60 MPH WHEN THE CAR IN FRONT OF ME SLAMMED ON THEIR BRAKES AND WHEN I ATTEMPTED TO STOP NOTHING HAPPENED AND I HIT THE CAR IN FRONT OF ME WRECKING MY TRUCK AND BRUISING MYSELF BADLY. *JS
NHTSA ODI #10690288
76,884 miles · May 12, 2014
Service Brakes
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING 30-55 MPH, THE BRAKES ENGAGED INDEPENDENTLY. ADDITIONALLY, THE 4X4 HIGH LIGHT AND THE ABS WARNING LIGHT WERE ILLUMINATED AFTER THE FAILURE. THE VEHICLE WAS NOT TAKEN TO A DEALER OR AN INDEPENDENT MECHANIC. THE MANUFACTURER WAS NOT MADE AWARE OF THE …
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING 30-55 MPH, THE BRAKES ENGAGED INDEPENDENTLY. ADDITIONALLY, THE 4X4 HIGH LIGHT AND THE ABS WARNING LIGHT WERE ILLUMINATED AFTER THE FAILURE. THE VEHICLE WAS NOT TAKEN TO A DEALER OR AN INDEPENDENT MECHANIC. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 76,884 AND THE CURRENT MILEAGE WAS 77,459.
NHTSA ODI #10587866
80,000 miles · Mar 31, 2014
Electrical SystemEngineService Brakes
BECAUSE OF THE RECENT GM RECALL IGNITION ISSUE, I THOUGHT I SHOULD LET SOMEONE KNOW ABOUT THE SERIOUS SIMILAR ISSUE I HAD 3 TIMES BEFORE I TRADED MY CAR IN. THE CAR WOULD JUST SHUT OFF WHILE DRIVING. AND ALL 3 TIMES, I PULLED TO THE SIDE OF THE ROAD AND RESTARTED THE CAR AND CONTINUED ON MY WAY. I WAS LUCKY TO HAVE A PLACE TO PU…
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BECAUSE OF THE RECENT GM RECALL IGNITION ISSUE, I THOUGHT I SHOULD LET SOMEONE KNOW ABOUT THE SERIOUS SIMILAR ISSUE I HAD 3 TIMES BEFORE I TRADED MY CAR IN. THE CAR WOULD JUST SHUT OFF WHILE DRIVING. AND ALL 3 TIMES, I PULLED TO THE SIDE OF THE ROAD AND RESTARTED THE CAR AND CONTINUED ON MY WAY. I WAS LUCKY TO HAVE A PLACE TO PULL OVER SAFELY. I TOOK IT TO MY MECHANIC TWICE, FOUND NOTHING WRONG. TOOK IT TO FORD AND THEY FOUND NOTHING WRONG. I TRADED THE 2005 FOR A 2011. I ALSO TOLD THE DEALER THAT I TRADED IT INTO ABOUT THE ENGINE JUST SHUTTING OFF FOR NO REASON AND TO CHECK OUT THE PROBLEM BEFORE THEY SOLD IT AGAIN. *TR
NHTSA ODI #10575830
Official recalls
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NHTSA investigations
2
EA09013 · 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.
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.
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