NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
497 reports74,000 miles · Mar 18, 2015
Structure
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT THE REAR HATCHBACK PANEL CRACKED. THE VEHICLE WAS TAKEN TO A DEALER, WHO INFORMED THE CONTACT THAT THE MANUFACTURER HAD A CUSTOMER SATISFACTION CAMPAIGN TO REPLACE THE PANELING, BUT IT WAS DISCONTINUED. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 74,000…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT THE REAR HATCHBACK PANEL CRACKED. THE VEHICLE WAS TAKEN TO A DEALER, WHO INFORMED THE CONTACT THAT THE MANUFACTURER HAD A CUSTOMER SATISFACTION CAMPAIGN TO REPLACE THE PANELING, BUT IT WAS DISCONTINUED. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 74,000. UPDATED 4/15/15*CN THE CONSUMER STATED THE PANEL BELOW THE BACK WINDOW WAS CRACKED. UPDATED 04/21/15*JB
NHTSA ODI #10695148
56,000 miles · Mar 17, 2015
Fuel/propulsion System
FILLED TANK TO FULL (AUTOMATIC SHUT OFF). WHEN I STARTED CAR THE NEXT TIME, GAS GAUGE READ EMPTY AND CHECK ENGINE LIGHT WAS ON. I HAVE HAD THE MALFUNCTION OF GAUGE BEFORE AND HAS ALWAYS COME BACK AFTER A FEW MILES, BUT NEVER LIGHT. AFTER GETTING ERROR LIGHT READ, IT IS DETERMINED TO BE A FAULTY FUEL SENSOR. THIS CAN BE A SAF…
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FILLED TANK TO FULL (AUTOMATIC SHUT OFF). WHEN I STARTED CAR THE NEXT TIME, GAS GAUGE READ EMPTY AND CHECK ENGINE LIGHT WAS ON. I HAVE HAD THE MALFUNCTION OF GAUGE BEFORE AND HAS ALWAYS COME BACK AFTER A FEW MILES, BUT NEVER LIGHT. AFTER GETTING ERROR LIGHT READ, IT IS DETERMINED TO BE A FAULTY FUEL SENSOR. THIS CAN BE A SAFETY HAZARD AS THERE IS NO WAY FOR THE VEHICLE TO DISPLAY THE FUEL CORRECTLY WHEN THE SENSOR MALFUNCTIONS. I MAKE SURE NOT TO OVERFILL THE TANK AS FORD WARNS THAT THIS COULD BE AN ISSUE, WHICH SHOULD HAVE BEEN FIXED (NOT JUST THAT THEY KNOW IT CAN HAPPEN). EVEN BY FOLLOWING THE MANUFACTURER'S PRECAUTIONS, THE PART STILL FAILED. *TR
NHTSA ODI #10694740
55,000 miles · Mar 3, 2015
Fuel/propulsion System
FUEL GAUGE IS WORKING INTERMITTENT. TANK IS FILL UP WITH GAS, BUT GAS GAUGE SHOW EMPTY. SOMETIMES IT COMEBACK, AFTER AN HOUR OR SO AND THEN, AFTER 30 MINS GOES BACK TO EMPTY AGAIN. I READ THIS IS AN ISSUE ON ALMOST ALL FORD EXPLORER. *TR
NHTSA ODI #10691966
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
95,000 miles · Feb 19, 2015
Structure
TYPICAL FORD PROBLEM WITH 2002-2005 EXPLORER/MOUNTAINEERS. REAR TAILGATE CRACKED ALL ON IT'S OWN BECAUSE IT'S COLD HERE, AND BECAUSE IT'S A DEFECT FORD SHOULD HAVE FIXED WHEN THEY KNEW OF THE ISSUE. I AM NOT THE ONLY ONE (OF MANY) WITH THIS PROBLEM. *TR
NHTSA ODI #10689494
100,000 miles · Jan 28, 2015
Structure
THE REAR LIFT GATE TRIM PANEL SPLIT VERTICALLY FROM THE GLASS TO THE BOTTOM OF THE LIFT GATE. THE CRACK RUNS ADJACENT TO THE FORD EMBLEM ON THE LIFT GATE. I SEE A LOT OF THIS OCCURRING ON SIMILAR YEAR MODELS AND CONSIDER THAT THIS IS A DESIGN DEFECT THAT SHOULD BE ADDRESSED. *TR
NHTSA ODI #10679416
74,000 miles · Jan 7, 2015
Structure
FIRST NOTICED WHAT APPEARED TO BE A SCRATCH UNDERNEATH REAR WINDOW. GREW INTO A CRACK WHICH RUNS FROM THE BOTTOM OF THE REAR WINDOW DOWN AROUND THE FORD EMBLEM TO THE BOTTOM OF THE WINDOW HATCH. CRACK HAS WIDENED TO ABOUT 1/8 INCH. VEHICLE PURCHASED MY MYSELF BRAND NEW. *TR
NHTSA ODI #10670780
71,420 miles · Jan 2, 2015
Structure
THE BACK TAILGATE PANEL HAS A CRACK BESIDE THE FORD LOGO. LOOKED ON LINE AND SAW THIS IS A LISTED PROBLEM WITH 2005 EXPLORERS.CALLED FORD THEY WERE NO HELP. *TR
NHTSA ODI #10669541
160,000 miles · Dec 14, 2014
Structure
PAINT IN ROOF CHANNELS BUBBLING, ROOF RUSTING. *TR
NHTSA ODI #10664151
113,641 miles · Dec 7, 2014
Electronic Stability Control (esc)SteeringWheelsCrash
HELLO WHILE DRIVING DOWN THE HIGHWAY, THE UPPER BALL JOINT IN THE DRIVERS SIDE FRONT BROKE AND CAUSED DAMAGE TO THE AXLE, TIRE, AND WHEEL. THIS CAUSED ISSUES WITH CONTROL OF VEHICLE AND COULD HAVE CAUSE A MUCH GREATER ACCIDENT THAN WHAT OCCURRED. I WAS ABLE TO AVOID A MAJOR ACCIDENT, PARTIALLY DUE TO THE LOW SPEED AT THE TI…
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HELLO WHILE DRIVING DOWN THE HIGHWAY, THE UPPER BALL JOINT IN THE DRIVERS SIDE FRONT BROKE AND CAUSED DAMAGE TO THE AXLE, TIRE, AND WHEEL. THIS CAUSED ISSUES WITH CONTROL OF VEHICLE AND COULD HAVE CAUSE A MUCH GREATER ACCIDENT THAN WHAT OCCURRED. I WAS ABLE TO AVOID A MAJOR ACCIDENT, PARTIALLY DUE TO THE LOW SPEED AT THE TIME, HOWEVER HAD THIS OCCURRED WHILE I WAS ON THE INTERSTATE OR ON A CROWDED HIGHWAY, THIS COULD HAVE HAD EXPONENTIALLY WORSE OUTCOMES. I HAVE BEEN TOLD BY NUMEROUS MECHANICS THAT THE BALL JOINTS ARE AN ISSUE FOR FORD EXPLORERS AND THIS ISN'T MY FIRST ISSUE WITH THEM MYSELF. I ALSO HAD ISSUES WITH MY 2004 EXPLORER. THIS WAS NOT AN ORIGINAL PART TO THE VEHICLE AND WAS CHECKED LESS THAN A WEEK BEFORE IT BROKE AND PASSED INSPECTION. PLEASE LOOK INTO BALL JOINT ISSUES FOR FORD EXPLORERS AND KEEP SOMETHING LIKE THIS FROM HAPPENING AGAIN. A PICTURE OF THE VEHICLE IS BELOW. PLEASE CONTACT ME FOR MORE INFORMATION IF NEEDED. HTTP://OI59.TINYPIC.COM/T658XD.JPG. *TR
NHTSA ODI #10662643
NHTSA investigations
2EA09013 · 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.
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