I WAS DRIVING HOME ON THE HIGHWAY WHEN MY ACCELERATOR BECAME STUCK HALFWAY DOWN. IT WOULD NOT STICK IF I TAPPED IT, BUT RE-STICK AGAIN. I TOOK IT TO THE DEALER THEY SAID THAT THE CRUISE CONTROL CABLE HAD BECOME BOUND AROUND THE ACCELERATOR CAUSING IT TO STICK. FIRST INCIDENT WAS OCTOBER 2007, NOW IN DECEMBER 2009 AGAIN. I WA…
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I WAS DRIVING HOME ON THE HIGHWAY WHEN MY ACCELERATOR BECAME STUCK HALFWAY DOWN. IT WOULD NOT STICK IF I TAPPED IT, BUT RE-STICK AGAIN. I TOOK IT TO THE DEALER THEY SAID THAT THE CRUISE CONTROL CABLE HAD BECOME BOUND AROUND THE ACCELERATOR CAUSING IT TO STICK. FIRST INCIDENT WAS OCTOBER 2007, NOW IN DECEMBER 2009 AGAIN. I WAS CHARGED ROUGHLY 100 TO DETACH THE CRUISE CONTROL CABLING. FORD AGREED (RELUCTANTLY) TO REPAIR THE CABLE SO MY CRUISE WOULD WORK. ROUGHLY 50,000 MILES LATER MY ACCELERATOR BECAME STUCK AGAIN. THIS TIME IT WOULD NOT UNSTICK - TAPPING THE PEDAL ONLY MADE ACCELERATION STRONGER. BRAKES BARELY WORKED STOMPED TO THE FLOOR. REPEATED ACCELERATOR PEDAL STICKING IN OPEN POSITION IS EXTREMELY DANGEROUS AND UNACCEPTABLE. CAR IS OUT OF WARRANTY AND I AM AGAIN STUCK WITH THE BILL - LUCKY I DID NOT CRASH. COULD HAVE BEEN MUCH WORSE IF IT BEGAN TO STICK WHILE ACCELERATING HARD. JUST ALL OF A SUDDEN THIS HAPPENED - BOTH TIMES. ONE SECOND THE GAS PEDAL WORKS FINE, THEN BAM, ITS STUCK. ONCE STOPPED I PLACED THE CAR INTO PARK AND IT REVVED UP TO 4000 RPM. WOULD NOT RE-START WITH ACCELERATOR DOWN. HAD TO TOW TO UNHELPFUL AND UNCONCERNED DEALER - WILL NEVER OWN A FORD AGAIN. I WILL TELL EVERYONE I KNOW ABOUT THIS HORRIBLE DEFECT. NOT ONCE, BUT TWICE! *TR DUPLICATE TO 10207016
NHTSA ODI #10295451
83,000 miles · Dec 1, 2009
Vehicle Speed Control
TL* THE CONTACT OWNS A 2006 FORD TAURUS. WHILE DRIVING 55 MPH THE VEHICLE BEGAN TO ACCELERATE WITHOUT INTENTION. SHE HAD TO TURN OFF THE ENGINE TO STOP THE VEHICLE. SHE CONTACTED THE DEALER, AND A TECHNICIAN SPECULATED THAT THE THROTTLE BECAME STUCK. SHE WAS THEN ADVISED TO BRING THE VEHICLE TO THE DEALER FOR DIAGNOSTIC TESTIN…
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TL* THE CONTACT OWNS A 2006 FORD TAURUS. WHILE DRIVING 55 MPH THE VEHICLE BEGAN TO ACCELERATE WITHOUT INTENTION. SHE HAD TO TURN OFF THE ENGINE TO STOP THE VEHICLE. SHE CONTACTED THE DEALER, AND A TECHNICIAN SPECULATED THAT THE THROTTLE BECAME STUCK. SHE WAS THEN ADVISED TO BRING THE VEHICLE TO THE DEALER FOR DIAGNOSTIC TESTING. THE VEHICLE HAS NOT BEEN INSPECTED. THE FAILURE MILEAGE WAS 83,000.
NHTSA ODI #10294115
53,000 miles · Oct 16, 2008
Vehicle Speed Control
WHILE DRIVING (CAN BE AT ANY SPEED) ENGINE ACCELERATES ON ITS OWN AS IF USING THE CRUISE CONTROL. NO LIGHTS COME ON (CHECK ENGINE OR CRUISE) BRAKING DOES NOT STOP PROBLEM. TAPPING ACCELERATOR WILL STOP ACCELERATION. HAPPENS FREQUENTLY. CAR AT 53000 MILES AND NO LONGER UNDER WARRANTY. *TR
NHTSA ODI #10245678
55,699 miles · Mar 4, 2008
Vehicle Speed Control
INCIDENT HAPPENS EVERYTIME I DRIVE MY VEHICLE. I CAN REPRODUCE THIS AT ANYTIME. WHEN I AM USING THE ACCELERATOR. I EASE OFF OF THE ACCELERATOR OR RELEASE IT COMPLETELY AND THE THE CAR GOES FASTER. THE ACCELERATOR WITH PUSH IT SELF IN. IN ORDER TO SLOW THE VEHICLE DOWN I HAVE TO PRESS THE ACCELERATOR. (I HAVE TO SPEED UP TO SLOW …
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INCIDENT HAPPENS EVERYTIME I DRIVE MY VEHICLE. I CAN REPRODUCE THIS AT ANYTIME. WHEN I AM USING THE ACCELERATOR. I EASE OFF OF THE ACCELERATOR OR RELEASE IT COMPLETELY AND THE THE CAR GOES FASTER. THE ACCELERATOR WITH PUSH IT SELF IN. IN ORDER TO SLOW THE VEHICLE DOWN I HAVE TO PRESS THE ACCELERATOR. (I HAVE TO SPEED UP TO SLOW DOWN). ANOTHER WORK AROUND IS SHIFTING THE CAR INTO NEUTRAL THEN BRAKING. (WHEN USING THIS METHOD OF SHIFTING THE CAR TO NEUTRAL I NOTICE MY RPM LEVEL JUMP FROM 1-2 RPM TO 3-5 RPMS). PLEASE NOTE THAT THE TWO WORK AROUNDS DO NOT ALWAYS SOLVE THIS ISSUE. SOME TIMES I HAVE TO PULL OFF OF THE ROAD. *TR
NHTSA ODI #10219994
46,000 miles · Jan 3, 2008
Vehicle Speed Control
MY ACCELERATOR IS 'STICKING' THIS OCCURRED AFTER MY CRUISE CONTROL QUIT @ VERY LOW MILES. MY ACCELERATOR WILL SIMPLY ACT ON ITS OWN. IT OCCURS EITHER ENGAGE IN GEAR OR NOT. IT IS TOTAL UNSAFE IN THE SNOW AND ICE ENVIRONMENT I LIVE. I CANNOT DRIVE IT IN COLD WEATHER CONDITIONS FOR FEAR I WILL WRECK OR CAUSE AN ACCIDENT! THE…
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MY ACCELERATOR IS 'STICKING' THIS OCCURRED AFTER MY CRUISE CONTROL QUIT @ VERY LOW MILES. MY ACCELERATOR WILL SIMPLY ACT ON ITS OWN. IT OCCURS EITHER ENGAGE IN GEAR OR NOT. IT IS TOTAL UNSAFE IN THE SNOW AND ICE ENVIRONMENT I LIVE. I CANNOT DRIVE IT IN COLD WEATHER CONDITIONS FOR FEAR I WILL WRECK OR CAUSE AN ACCIDENT! THE FACTORY WARRANTY IS JUST OFF.*CN
NHTSA ODI #10213536
39,000 miles · Oct 26, 2007
Vehicle Speed Control
I WAS DRIVING ON THE FREEWAY AT FULL SPEED. I WAS NOT USING MY CRUISE CONTROL. MY GAS PEDAL WAS STUCK ACCELERATING ON ME. IT WOULD UNSTICK AND COME HIT ME IN THE FOOT, ONLY TO STICK BACK AGAIN WHILE I WAS ACCELERATING. THE VEHICLE WAS ACCELERATING WITHOUT MY ASSISTANCE UP LARGE HILLS, AND I WAS REQUIRED TO BRAKE ALMOST CONST…
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I WAS DRIVING ON THE FREEWAY AT FULL SPEED. I WAS NOT USING MY CRUISE CONTROL. MY GAS PEDAL WAS STUCK ACCELERATING ON ME. IT WOULD UNSTICK AND COME HIT ME IN THE FOOT, ONLY TO STICK BACK AGAIN WHILE I WAS ACCELERATING. THE VEHICLE WAS ACCELERATING WITHOUT MY ASSISTANCE UP LARGE HILLS, AND I WAS REQUIRED TO BRAKE ALMOST CONSTANTLY ON FLAT AREAS. WHEN I WAS AT A STOP LIGHT I PLACED THE CAR IN NEUTRAL TO ALLEVIATE FEARS THAT I WOULD SHOOT OUT INTO THE INTERSECTION, AND THE CAR IMMEDIATELY RACED TO OVER 4000 RPMS! I HAD TO LIGHTLY TAP ON THE PEDAL REPEATEDLY UNTIL IT FINALLY UNSTUCK AND CAME BACK TO HIT ME IN THE FOOT. YIKES. I AM THANKFUL THAT THE ACCELERATOR WAS STUCK AT A LOWER RPM AND NOT ALL THE WAY DOWN. I COULD HAVE BEEN INVOLVED IN A HORRIBLE TRAFFIC ACCIDENT. THE NEXT DAY THE DEALER DETERMINED THAT MY CRUISE CONTROL CABLE HAD BROKEN AND BOUND AROUND THE THROTTLE BODY (THE THING THAT DRIVES THE ACCELERATOR) CAUSING THE ACCELERATOR PEDAL TO STICK. THIS COULD HAVE BEEN MUCH WORSE! *TR DUPLICATE TO 10295451
CERTAIN PASSENGER VEHICLES BUILT FOR ONE SPECIFIC FLEET CUSTOMER WERE MODIFIED FOR OPTIONAL HANDS-FREE CELLULAR PHONE OPERATING CAPABILITY. TO PROVIDE THIS FUNCTIONALITY, A SPECIAL OVERLAY WIRE HARNESS WAS INSTALLED THAT INADVERTENTLY DID NOT INCLUDE THE CIRCUITS FOR PASSENGER AIR BAG DEACTIVATION INDICATOR (PADI) LAMP FUNCTION. AS A RESULT, THESE VEHICLES DO NOT COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.'
Consequence & remedy
Consequence: THE PADI LAMP WILL FAIL TO ILLUMINATE AND THE AIR BAG WARNING LAMP IN THE CLUSTER WILL STAY ILLUMINATED.
Remedy: THE FLEET CUSTOMER WAS NOTIFIED AND ALL VEHICLES HAVE BEEN REPAIRED. THE RECALL BEGAN ON APRIL 28, 2006.
ON CERTAIN TRUCKS, PASSENGER CARS AND SPORT UTILITY VEHICLES, THE WINDSHIELD WIPER MOTOR MAY HAVE BEEN PRODUCED WITHOUT GREASE BEING APPLIED TO THE OUTPUT SHAFT GEAR.
Consequence & remedy
Consequence: AFTER A PERIOD OF CONTINUOUS USE ON THE HIGH SPEED SETTING, LACK OF GREASE ON THE OUTPUT SHAFT GEAR MAY CAUSE THE GEAR TO DISTORT OR FRACTURE DURING OPERATION RESULTING IN A LOSS OF WIPER FUNCTION. INOPERATIVE WIPERS UNDER INCLEMENT WEATHER CONDITIONS COULD CAUSE A CRASH DUE TO IMPAIRED VISIBILITY.
Remedy: DEALERS WILL INSPECT THE WIPER MOTOR FOR THE PRESENCE OF GREASE AND GREASE THE WIPER MOTOR GEARS IF NECESSARY. THE RECALL BEGAN ON NOVEMBER 22, 2005. OWNERS MAY CONTACT FORD AT 1-800-392-3673 OR LINCOLN/MERCURY AT 1-800-521-4140.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
Preliminary Evaluation (PE)12-005 was opened to investigate allegations of speed control cables detaching from the throttle body and subsequently interfering with the throttle closing fully to the idle position in model year (MY) 2005 and 2006 Ford Taurus vehicles.The speed control cable, throttle body attachment arm (?nail head?) for the speed control cable, cable mounting bracket and cable routing for the MY 2005 and 2006 Ford Taurus are common to all MY 2004 through 2006 Ford Taurus and Mercury Sable vehicles equipped with either the 155 HP 3.0L 2-valve Vulcan engine or the 200 HP 3.0L 4-valve Duratec engine (the ?subject vehicles?). Figures 1 and 2 show the throttle body cam and speed control cable installed and a cable interference condition caused by contact between a detached cable and the ?nail head.?Ford?s assessment of the condition in incident vehicles noted that the interference conditions produced tended to be short in duration as the cable end tended to dislodge itself from the throttle body due to vibration, road loads or engine roll in addition to tapping the acceleration pedal.Ford inspected three incident vehicles and measured maximum throttle openings of 5.8% to 14.9%, resulting in engine speeds ranging from 1600 to 2200 rpm with the transmission selector in Drive.A Ford stack-up analysis of the speed control cable length from the attachment bracket to the throttle body indicated a maximum theoretical throttle opening of 16.4% that could result from the alleged defect. Engineers at the NHTSA Vehicle Research and Test Center (VRTC) inspected an incident vehicle to evaluate throttle positions and engine speeds that could result from the alleged defect and performed brake testing of a vehicle with the throttle stuck at the worst case throttle opening that could result from the condition.The VRTC vehicle inspection noted that, depending on the orientation of the detached cable end, the amount of throttle opening that could result from interference by a detached speed control cable end varied from 4.8% to 11.3%.VRTC brake testing of a MY 2006 Taurus with a Vulcan engine and the throttle held open at 16% found that, even with multiple brake applications, sufficient vacuum was available for the brake booster assist and the brake pedal efforts required to stop the vehicle did not increase significantly from normal operating conditions. ODI?s analysis of 100 complaints related to the alleged defect found that drivers were generally able to free the interference condition or safely brake to a stop without incident.Approximately one-third (32) reported that the stuck throttle condition was corrected with no action or by tapping the accelerator pedal while the vehicle was still moving, another third (34) reported braking to a stop with the vehicle in Drive prior to correcting the condition, and the remaining third (34) reported that the driver responded to the incident by shifting to Neutral before stopping the vehicle.One complaint alleged that stuck-throttle type symptoms caused the vehicle to pass partially through a traffic light and into an intersection before stopping, however,ODI was unable to contact the owner to verify the cause or relationship to the alleged defect condition.ODI has not identified any crashes related to the alleged defect. Tables 1 and 2 provide a breakdown of complaints and warranty claims related to the alleged defect by engine and model year.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation do
Additional source detail variants (2)
Vehicle Speed Control:cables
Preliminary Evaluation (PE)12-005 was opened to investigate allegations of speed control cables detaching from the throttle body and subsequently interfering with the throttle closing fully to the idle position in model year (MY) 2005 and 2006 Ford Taurus vehicles.The speed control cable, throttle body attachment arm (?nail head?) for the speed control cable, cable mounting bracket and cable routing for the MY 2005 and 2006 Ford Taurus are common to all MY 2004 through 2006 Ford Taurus and Mercury Sable vehicles equipped with either the 155 HP 3.0L 2-valve Vulcan engine or the 200 HP 3.0L 4-valve Duratec engine (the ?subject vehicles?). Figures 1 and 2 show the throttle body cam and speed control cable installed and a cable interference condition caused by contact between a detached cable and the ?nail head.?Ford?s assessment of the condition in incident vehicles noted that the interference conditions produced tended to be short in duration as the cable end tended to dislodge itself from the throttle body due to vibration, road loads or engine roll in addition to tapping the acceleration pedal.Ford inspected three incident vehicles and measured maximum throttle openings of 5.8% to 14.9%, resulting in engine speeds ranging from 1600 to 2200 rpm with the transmission selector in Drive.A Ford stack-up analysis of the speed control cable length from the attachment bracket to the throttle body indicated a maximum theoretical throttle opening of 16.4% that could result from the alleged defect. Engineers at the NHTSA Vehicle Research and Test Center (VRTC) inspected an incident vehicle to evaluate throttle positions and engine speeds that could result from the alleged defect and performed brake testing of a vehicle with the throttle stuck at the worst case throttle opening that could result from the condition.The VRTC vehicle inspection noted that, depending on the orientation of the detached cable end, the amount of throttle opening that could result from interference by a detached speed control cable end varied from 4.8% to 11.3%.VRTC brake testing of a MY 2006 Taurus with a Vulcan engine and the throttle held open at 16% found that, even with multiple brake applications, sufficient vacuum was available for the brake booster assist and the brake pedal efforts required to stop the vehicle did not increase significantly from normal operating conditions. ODI?s analysis of 100 complaints related to the alleged defect found that drivers were generally able to free the interference condition or safely brake to a stop without incident.Approximately one-third (32) reported that the stuck throttle condition was corrected with no action or by tapping the accelerator pedal while the vehicle was still moving, another third (34) reported braking to a stop with the vehicle in Drive prior to correcting the condition, and the remaining third (34) reported that the driver responded to the incident by shifting to Neutral before stopping the vehicle.One complaint alleged that stuck-throttle type symptoms caused the vehicle to pass partially through a traffic light and into an intersection before stopping, however,ODI was unable to contact the owner to verify the cause or relationship to the alleged defect condition.ODI has not identified any crashes related to the alleged defect. Tables 1 and 2 provide a breakdown of complaints and warranty claims related to the alleged defect by engine and model year.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation do
Vehicle Speed Control
Preliminary Evaluation (PE)12-005 was opened to investigate allegations of speed control cables detaching from the throttle body and subsequently interfering with the throttle closing fully to the idle position in model year (MY) 2005 and 2006 Ford Taurus vehicles.The speed control cable, throttle body attachment arm (?nail head?) for the speed control cable, cable mounting bracket and cable routing for the MY 2005 and 2006 Ford Taurus are common to all MY 2004 through 2006 Ford Taurus and Mercury Sable vehicles equipped with either the 155 HP 3.0L 2-valve Vulcan engine or the 200 HP 3.0L 4-valve Duratec engine (the ?subject vehicles?). Figures 1 and 2 show the throttle body cam and speed control cable installed and a cable interference condition caused by contact between a detached cable and the ?nail head.?Ford?s assessment of the condition in incident vehicles noted that the interference conditions produced tended to be short in duration as the cable end tended to dislodge itself from the throttle body due to vibration, road loads or engine roll in addition to tapping the acceleration pedal.Ford inspected three incident vehicles and measured maximum throttle openings of 5.8% to 14.9%, resulting in engine speeds ranging from 1600 to 2200 rpm with the transmission selector in Drive.A Ford stack-up analysis of the speed control cable length from the attachment bracket to the throttle body indicated a maximum theoretical throttle opening of 16.4% that could result from the alleged defect. Engineers at the NHTSA Vehicle Research and Test Center (VRTC) inspected an incident vehicle to evaluate throttle positions and engine speeds that could result from the alleged defect and performed brake testing of a vehicle with the throttle stuck at the worst case throttle opening that could result from the condition.The VRTC vehicle inspection noted that, depending on the orientation of the detached cable end, the amount of throttle opening that could result from interference by a detached speed control cable end varied from 4.8% to 11.3%.VRTC brake testing of a MY 2006 Taurus with a Vulcan engine and the throttle held open at 16% found that, even with multiple brake applications, sufficient vacuum was available for the brake booster assist and the brake pedal efforts required to stop the vehicle did not increase significantly from normal operating conditions. ODI?s analysis of 100 complaints related to the alleged defect found that drivers were generally able to free the interference condition or safely brake to a stop without incident.Approximately one-third (32) reported that the stuck throttle condition was corrected with no action or by tapping the accelerator pedal while the vehicle was still moving, another third (34) reported braking to a stop with the vehicle in Drive prior to correcting the condition, and the remaining third (34) reported that the driver responded to the incident by shifting to Neutral before stopping the vehicle.One complaint alleged that stuck-throttle type symptoms caused the vehicle to pass partially through a traffic light and into an intersection before stopping, however,ODI was unable to contact the owner to verify the cause or relationship to the alleged defect condition.ODI has not identified any crashes related to the alleged defect. Tables 1 and 2 provide a breakdown of complaints and warranty claims related to the alleged defect by engine and model year.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation do
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