NHTSA owner reports · September 18, 2026 snapshot.
Power Train complaints
268 reportsClear category filter78,000 miles · May 3, 2016
Power Train
WHILE VEHICLE WAS TRAVELING AT 70 MPH THAN ALL OF A SUDDEN LOSES POWER. BROUGHT VEHICLE TO AUTONATION FORD KATY AND WAS TOLD THEIR IS A RECALL FOR ELECTRONIC THROTTLE BODY. ASKED PROPERTY TO REPAIR TOLD THEY COULD NOT DO SO UNLESS VEHICLE SHOWED ISSUE AT THE DEALERSHIP. I THINK THIS IS AN UNSAFE PRACTICE AND SHOULD BE REPAIRED A…
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WHILE VEHICLE WAS TRAVELING AT 70 MPH THAN ALL OF A SUDDEN LOSES POWER. BROUGHT VEHICLE TO AUTONATION FORD KATY AND WAS TOLD THEIR IS A RECALL FOR ELECTRONIC THROTTLE BODY. ASKED PROPERTY TO REPAIR TOLD THEY COULD NOT DO SO UNLESS VEHICLE SHOWED ISSUE AT THE DEALERSHIP. I THINK THIS IS AN UNSAFE PRACTICE AND SHOULD BE REPAIRED ASAP.
NHTSA ODI #10862821
76,000 miles · May 3, 2016
Power Train
TRAVELING AT HIGHWAY SPEED 70 MPH VEHICLE LOSES ALL POWER. BROUGHT VEHICLE TO AUTONATION FORD KATY TEXAS WAS TOLD THERE WAS A ELECTRONIC THROTTLE BODY RECALL. ASKED DEALERSHIP TO FIX AND WAS TOLD THEY COULD NOT UNLESS VEHICLE REPLICATED ISSUE AT THE DEALERSHIP. I FEEL THE ISSUE NEEDS TO BE CORRECTED AS SOON AS POSSIBLE DO TO FUT…
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TRAVELING AT HIGHWAY SPEED 70 MPH VEHICLE LOSES ALL POWER. BROUGHT VEHICLE TO AUTONATION FORD KATY TEXAS WAS TOLD THERE WAS A ELECTRONIC THROTTLE BODY RECALL. ASKED DEALERSHIP TO FIX AND WAS TOLD THEY COULD NOT UNLESS VEHICLE REPLICATED ISSUE AT THE DEALERSHIP. I FEEL THE ISSUE NEEDS TO BE CORRECTED AS SOON AS POSSIBLE DO TO FUTURE SAFETY ISSUES
NHTSA ODI #10862816
55,000 miles · Feb 23, 2016
Power Train
POWER TRAIN , I WAS DRIVING ON I-4 AND DRIVING WITH THE TRAFFIC AND ALL OF A SUDDEN MY CAR JUST STARTS TO JERK AND CUTS OFF, NEEDLESS TO SAY I GOT OFF ON SIDE OF THE HIGHWAY AND TURNED CAR OFF. I WAS SCARED BECAUSE I LOOKED IN MY REAR VIEW MIRROR AND I THOUGHT I WAS DEAD. I HAD TO SIT FOR A FEW MINUTES BECAUSE I WAS SCARED TO TH…
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POWER TRAIN , I WAS DRIVING ON I-4 AND DRIVING WITH THE TRAFFIC AND ALL OF A SUDDEN MY CAR JUST STARTS TO JERK AND CUTS OFF, NEEDLESS TO SAY I GOT OFF ON SIDE OF THE HIGHWAY AND TURNED CAR OFF. I WAS SCARED BECAUSE I LOOKED IN MY REAR VIEW MIRROR AND I THOUGHT I WAS DEAD. I HAD TO SIT FOR A FEW MINUTES BECAUSE I WAS SCARED TO THINK I COULD HAVE DIED TODAY. RESEARCHING IT REALLY ANGERS ME BECAUSE THIS COULD AND CAN BE PREVENTED. SOMETHING NEEDS TO BE DONE TO GET A RECALL. AS FOR THE CAR IT STARTED BACK UP AND GOT ME HOME. I CANNOT SAY I AM SAFE IN MY OWN CAR. THIS CAR IS A DEATH TRAP PLEASE CALL A RECALL BEFORE MYSELF OR ANYONE OF THE OTHERS GETS KILLED.
NHTSA ODI #10837792
36,000 miles · Feb 1, 2016
Power TrainCrashInjury
TL* THE CONTACT OWNS A 2011 FORD ESCAPE. WHILE PARKED, THE CONTACT WAS WALKING TO THE REAR OF THE VEHICLE TO PUT LUGGAGE IN THE TRUNK AND NOTICED THE VEHICLE WAS ROLLING TOWARDS HER. THE CONTACT DOVE TO THE GROUND ON THE SIDE OF THE VEHICLE TO AVOID BEING HIT. THE VEHICLE ROLLED BACK AND STRUCK THE POLE TO THE BUILDING. THERE WE…
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TL* THE CONTACT OWNS A 2011 FORD ESCAPE. WHILE PARKED, THE CONTACT WAS WALKING TO THE REAR OF THE VEHICLE TO PUT LUGGAGE IN THE TRUNK AND NOTICED THE VEHICLE WAS ROLLING TOWARDS HER. THE CONTACT DOVE TO THE GROUND ON THE SIDE OF THE VEHICLE TO AVOID BEING HIT. THE VEHICLE ROLLED BACK AND STRUCK THE POLE TO THE BUILDING. THERE WERE NO OCCUPANTS IN THE VEHICLE. THE AIR BAGS FAILED TO DEPLOY. A POLICE REPORT WAS NOT FILED. THE OWNER RECEIVED INJURIES TO HER KNEE AND BACK WHICH DID NOT REQUIRE MEDICAL ATTENTION. THE VEHICLE WAS NOT TOWED OR TAKEN TO A DEALER. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 36,000.
NHTSA ODI #10823500
62,523 miles · Oct 21, 2015
EnginePower Train
I WAS DRIVING ALONG THE HIGHWAY AND MY RIDE SHUDDERED SOME AND LOST ACCELERATION, MY ENGINE LIGHT CAME ON THEN THE WRENCH SYMBOL CAME ON AND IT HAS STAYED ON. IT'S GIVING A THROTTLE/ POWERTRAIN ERROR. I'VE DONE SOME RESEARCH AND I'VE SEEN A LOT OF COMPLAINTS CONCERNING THIS ISSUE AND WAS TOLD TO FILE A COMPLAINT. FORD NEEDS TO I…
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I WAS DRIVING ALONG THE HIGHWAY AND MY RIDE SHUDDERED SOME AND LOST ACCELERATION, MY ENGINE LIGHT CAME ON THEN THE WRENCH SYMBOL CAME ON AND IT HAS STAYED ON. IT'S GIVING A THROTTLE/ POWERTRAIN ERROR. I'VE DONE SOME RESEARCH AND I'VE SEEN A LOT OF COMPLAINTS CONCERNING THIS ISSUE AND WAS TOLD TO FILE A COMPLAINT. FORD NEEDS TO ISSUE A RECALL ON THIS PROBLEM BEFORE SOMEONE GETS SERIOUSLY HURT OR KILLED.
NHTSA ODI #10785229
56,000 miles · Sep 25, 2015
Power TrainVehicle Speed Control
WHEN SLOWING DOWN AT ABOUT 20-25 MPH, CAR JERKS LIKE TRANSMISSION IS TRYING TO SLIP FROM 2ND TO 1ST GEAR. HAS BEEN LIKE THIS FOR OVER TWO YEARS. MOST READINGS ON 'NET SUGGESTS SOFTWARE ISSUES BUT NOT MANY OWNERS HAVE FOUND SATISFACTION WITH THE UPDATES AND APPEAR TO HAVE TO PAY FOR THEM..
NHTSA ODI #10777772
22,000 miles · Aug 27, 2015
Power Train
MY 2011 ESCAPE TRANSMISSION SEEMED TO SHIFT HARD WHEN SLOWING DOWN AT TIMES. THIS WOULD HAPPEN INTERMITTENTLY AND DID NOT CAUSE A LOT OF PROBLEMS WHEN I FIRST GOT IT. IT SEEMED TO OCCUR MORE FREQUENTLY AROUND THE FIRST OF THIS YEAR. I TOOK IT TO A FORD DEALERSHIP (BILL COLLINS FORD) TO CHECK THE TRANSMISSION. THEY KEPT IT FO…
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MY 2011 ESCAPE TRANSMISSION SEEMED TO SHIFT HARD WHEN SLOWING DOWN AT TIMES. THIS WOULD HAPPEN INTERMITTENTLY AND DID NOT CAUSE A LOT OF PROBLEMS WHEN I FIRST GOT IT. IT SEEMED TO OCCUR MORE FREQUENTLY AROUND THE FIRST OF THIS YEAR. I TOOK IT TO A FORD DEALERSHIP (BILL COLLINS FORD) TO CHECK THE TRANSMISSION. THEY KEPT IT FOR SEVERAL DAYS BEFORE THEY EVEN LOOKED AT IT. THE TRANSMISSION NEEDED SOFTWARE UPDATES WHICH I HAD TO PAY ABOUT $160 FOR. I HAD TO TAKE IT BACK AGAIN A FEW MONTHS LATER AND IT WAS THE SAME THING - NEEDED A SOFTWARE UPDATE AFTER THEY KEPT IT SEVERAL DAYS AGAIN. THERE APPEARS TO BE SOME TYPE OF PROBLEM WITH THE TRANSMISSION NEEDING A SOFTWARE UPDATE SO FREQUENTLY.
NHTSA ODI #10759782
61,400 miles · Aug 14, 2015
Power Train
DRIVING CAR HOME AFTER WORK - SLOWED DOWN AND STOPPED AFTER TRAFFIC LIGHT CHANGE. PRESSED ON ACCELERATOR AND CAR SHUDDERED WOULD NOT ACCELERATE. THE WRENCH LIGHT CAME ON AND THE CAR WENT INTO LIMP HOME MODE. TURNED INTO PARKING LOT AND SHUT DOWN AND RESTARTED ENGINE. THE ENGINE RPM SUDDENLY WENT TO ABOUT 7000 RPM WITH THE NO…
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DRIVING CAR HOME AFTER WORK - SLOWED DOWN AND STOPPED AFTER TRAFFIC LIGHT CHANGE. PRESSED ON ACCELERATOR AND CAR SHUDDERED WOULD NOT ACCELERATE. THE WRENCH LIGHT CAME ON AND THE CAR WENT INTO LIMP HOME MODE. TURNED INTO PARKING LOT AND SHUT DOWN AND RESTARTED ENGINE. THE ENGINE RPM SUDDENLY WENT TO ABOUT 7000 RPM WITH THE NO PUSH OF THE ACCELERATOR. ENGINE EVENTUALLY NORMALIZED AND I WAS ABLE TO DRIVE IT THE REST OF THE WAY HOME. MY HUSBAND TEST DROVE THE VEHICLE AND THE SAME THING HAPPENED TO HIM WITH THE CAR GOING NON RESPONSIVE INTO LIMP HOME MODE. HE TROUBLESHOT THE ISSUE TO THE THROTTLE BODY. AFTER REMOVING THE THROTTLE BODY, CLEANING IT, AND RECALIBRATING , THE ISSUE DISAPPEARED. HE IS GOING TO REPLACE THE PART FOR SAFETY SINCE THIS ISSUE HAPPENING AT HIGHWAY SPEED COULD BECOME DANGEROUS.
NHTSA ODI #10748629
45,000 miles · May 26, 2015
Power TrainVehicle Speed Control
TL* THE CONTACT OWNS A 2011 FORD ESCAPE. WHILE DRIVING 25 MPH AND MAKING A RIGHT TURN, THE VEHICLE SLOWED DOWN WITHOUT WARNING. THE FAILURE RECURRED MULTIPLE TIMES. THE VEHICLE WAS TAKEN TO A DEALER FOR DIAGNOSTIC TESTING, BUT WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 45,…
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TL* THE CONTACT OWNS A 2011 FORD ESCAPE. WHILE DRIVING 25 MPH AND MAKING A RIGHT TURN, THE VEHICLE SLOWED DOWN WITHOUT WARNING. THE FAILURE RECURRED MULTIPLE TIMES. THE VEHICLE WAS TAKEN TO A DEALER FOR DIAGNOSTIC TESTING, BUT WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 45,000. UPDATED 7/16/15*CN THE CONSUMER STATED NO ACCIDENTS OCCURRED BUT, THERE WERE A FEW NEAR MISSES DUE TO LOSS OF SPEED. THE FAILURE OCCURRED EVERY TIME THE VEHICLE WAS DRIVEN. UPDATED 9/22/2015 *JS
NHTSA ODI #10721495
Mileage unknown · May 21, 2015
Power TrainSteeringUnknown Or Other
I BOUGHT THIS CAR IN 2012 AND HAVE SINCE NOTICED THE VEHICLE LOSING THE ABILITY TO ACCELERATE. NO MATTER HOW FAR I PUSH DOWN ON THE GAS IT WILL NOT ACCELERATE. AFTER A MINUTE OR TWO OF STALLING, IT WILL SPUTTER AND SHUT OFF. I TOOK IT TO THE AUTO SHOP TO MAKE SURE THAT IT WAS NOT MISFIRING A PISTON, OR THAT THEIR WAS ANYTHING IM…
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I BOUGHT THIS CAR IN 2012 AND HAVE SINCE NOTICED THE VEHICLE LOSING THE ABILITY TO ACCELERATE. NO MATTER HOW FAR I PUSH DOWN ON THE GAS IT WILL NOT ACCELERATE. AFTER A MINUTE OR TWO OF STALLING, IT WILL SPUTTER AND SHUT OFF. I TOOK IT TO THE AUTO SHOP TO MAKE SURE THAT IT WAS NOT MISFIRING A PISTON, OR THAT THEIR WAS ANYTHING IMMEDIATELY WRONG, BUT THEY COULD NOT GIVE ME AN ANSWER TO WHY IT WOULD NOT ACCELERATE. MY TRANSMISSION ALSO STALLS IN GEARS AND WILL NOT SHIFT WHEN DRIVING DOWN THE ROAD. SAME DEAL TOOK IT IN AND RECEIVED NO ANSWER. THE BACK HATCH GLASS ALSO LEAKS TERRIBLY WHEN IT RAINS AND I CANNOT GET IT TO SEAL AT ALL.
NHTSA ODI #10717898
Official recalls
2Oct 26, 2016
Ford Motor Company (Ford) is recalling certain model year 2010-2012 Ford Escape vehicles manufactured February 26, 2009, to April 29, 2012, and 2010-2011 Mercury Mariner vehicles manufactured February 25, 2009, to December 12, 2010. On vehicles with a 3.0L engine, the Fuel Delivery Module (FDM) may crack, causing a fuel leak.
Consequence & remedy
Consequence: A fuel leak in the presence of an ignition source increases the risk of a fire.
Remedy: Ford will notify owners, and dealers will replace the FDM flange with one that has a redesigned fuel supply port, free of charge. Remedy parts are currently unavailable. Interim notices were mailed to owners on December 13, 2016. Owners will receive a second notice when remedy parts become available. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 16S41.
May 29, 2014
Ford Motor Company (Ford) is recalling certain model year 2008-2011 Ford Escape and Mercury Mariner vehicles manufactured August 18, 2006, through September 11, 2010. The affected vehicles have a steering torque sensor that may not be able to properly detect driver steering input. As a result, the system could remove the Electric Power Steering (EPS) assist.
Consequence & remedy
Consequence: If power steering assist is lost, greater driver effort would be required to steer the vehicle at low speeds, increasing the risk of a crash.
Remedy: Ford will notify owners, and dealers will update the software for the power steering control module (PSCM) and the instrument cluster module, free of charge. If a vehicle shows a history of a loss of the torque sensor signal or fault codes relating to the PSCM when the vehicle is brought in for the recall remedy, the affected components will be replaced, free of charge. The recall began on July 18, 2014. Owners may contact Ford customer service at 1-800-392-3673. Ford's number for this recall is 14S05.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
4DP15001 · Loss Of Power Steering While Driving
Opened Apr 1, 2015 · Closed Jun 14, 2018
Status: closed (inferred from source dates) · Steering:electric Power Assist System
On May 27, 2014, amended June 2, 2014, Ford Motor Company (Ford) submitted a Defect Information Report (DIR) to NHTSA describing a safety defect that may result in a sudden loss of power steering assist while driving in approximately 746,067 model year (MY) 2008 through 2011 Ford Escape vehicles equipped with electric power assisted steering (NHTSA 14V-284, Ford 14S05). Ford's DIR described the defect condition as a poor signal to noise ratio [SNR] in the torque sensor within the Electric Power Assisted Steering (EPAS) system [which] does not allow the PSCM to determine the driver's steering input. When the system detects this fault condition, it transitions the EPAS system to the fail-safe/manual steering mode.Ford's DIR indicates that loss of power steering assist while driving would require higher steering effort at lower vehicle speeds, which may result in an increased risk of a crash.Ford's remedy instructs dealers to check the Power Steering Control Module (PSCM) for Diagnostic Trouble Codes (DTCs) to determine the proper repair procedure. If no DTCs are present, dealers are to update the PSCM and instrument cluster module software. The updated PSCM software changes the torque sensor fault strategy so that the SNR condition does not result in a loss of power steering assist while driving.In addition, audible and visual warnings are provided for torque sensor faults.If DTCs indicating faults in the torque sensor, PSCM or Power Steering Motor (motor) are present in the initial recall inspection, the dealer performs the following repairs: 1) replaces the torque sensor for torque sensor faults (DTC B2278); or 2) replaces the steering column for faults related to the PSCM (DTC B1342) or motor (DTC B2277).Continued in attachment pages
PE13003 · Electronic Throttle Body Malfunction
Opened Feb 21, 2013 · Closed Feb 28, 2014
Status: closed (inferred from source dates) · Engine
On February 21, 2013, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE13-003 to investigate allegations of electronic throttle body (ETB) failures resulting in sudden reduction of engine power in model year (MY) 2009-2013 Ford Escape, Fusion, Mariner and Milan vehicles. During this investigation, Ford identified a condition in subject vehicles equipped with 2.5L and 3.0L engines that may result in a sudden reduction of engine power.According to Ford, the ETB internal motor contacts may develop a high resistance material buildup condition on the commutator, resulting in intermittent electrical connectivity and reduced engine power. When this condition occurs, the Malfunction Indicator Lamp (MIL) or Wrench light will illuminate and the vehicle may enter a limited limp home mode.Ford?s trade name for the feature is Failure Mode Effects Management (FMEM) mode.In this mode, engine power and vehicle speed are reduced, while full function of the power steering, power braking, lighting, and climate control systems are maintained.ODI?s complaint analysis indicate that the predominant failure mode involved reduced motive power associated with the limited limp home mode with engine speeds limited to approximately 900 RPM. Analysis of warranty claims provided by Ford identified 59,807 claims related to ETB replacements and approximately 50 percent of claims are associated with diagnostic trouble codes (DTC) P2111, Throttle Body Stuck Open, and P2112, Throttle Body Stuck Closed.Ford described several factors where the ETB motor may fail resulting in DTCs P2111 or P2112 but the failure is not an existing stuck open or closed ETB valve position.According to Ford, the ETB control strategy provides the driver with three FMEM modes that allow varying degrees of vehicle mobility depending on the severity of the fault detected.DTCs associated with stuck open or closed throttle valves are designated the highest failure severity resulting in engine speeds limited to high idle corresponding to the limited limp home mode.Vehicles are not likely to unexpectedly stall as a result of this condition, but drivers may characterize the reduced functionality as a stall, even though their vehicle may still has motive capability.Other FMEM limp modes may result in reduced engine performance but will maintain vehicle speed above 20mph. During this investigation, Ford and its suppliers, Delphi and Igarashi, updated the powertrain control module (PCM) software to include a throttle body motor cleaning cycle during key-on and modified the ETB internal motor components design, surface finish and material composition to improve durability. Additionally, Ford developed a remedy procedure and issued a special Customer Satisfaction Program (CSP) 13N03 extending the ETB warranty coverage and instructing dealers to update the powertrain calibration to improve vehicle performance in the event that intermittent electrical connectivity of the throttle body motor contacts occurs. The program extends the coverage for up to 10 years of service or 150,000 miles from the warranty start date of the vehicle, all vehicles are eligible for the program through January 31, 2015 regardless of mileage.Owners of the affected vehicles will be contacted by mail to take their vehicle to a Ford dealer who will reprogram the PCM to the latest calibration. The bulletin was sent to dealers on January 17, 2014 and the owner letter mailing began on January 27, 2014. See the investigative file for copies of Ford's bulletin and owner letter. This preliminary evaluation is closed. The closing of this investigation does not constitute a finding that
DP12006 · Electronic Throttle Body Malfunction
Opened Oct 2, 2012 · Closed Feb 21, 2013
Status: closed (inferred from source dates) · Engine
In a letter dated August 30, 2012, The North Carolina Consumers Council (NCCC) petitioned the National Highway Traffic Safety Administration (NHTSA) to initiate a defect investigation of alleged electronic throttle body failures resulting in engine stall or surge while driving in model year (MY) 2005 through 2012 Ford Escape vehicles. On October 2, 2012 the Office of Defects Investigation (ODI) opened a Defect Petition DP12-006 to evaluate whether to grant or deny the petition. The petition is hereby granted on certain model years. The NCCC letter cites two complaints of stall while driving in MY 2009 Ford Escape vehicles that were diagnosed as failed throttle bodies with diagnostic trouble codes (DTC) P2111, Throttle Body Stuck Open, and P2112, Throttle Body Stuck Closed. The petitioner indicates that the owners of both vehicles reported experiencing repeated incidents of stalling and engine surging. According to Ford, Escape non-hybrid vehicles are equipped with Electronic Throttle Body (ETB) assemblies beginning with MY 2009. Vehicles manufactured between June 22, 2009 and October 15, 2009 may contain contaminated printed circuit boards (PCB) with plating variations. Plating variations could lead to a lack of continuity in the throttle position sensor circuit where P2111 and/or other DTCs would be generated and stored. Ford and its electronic throttle body supplier, Delphi, modified the PCB manufacturing process and issued a technical service bulletin (TSB) 09-23-5. Vehicles produced after October 15, 2009 incorporated ETBs manufactured with a PCB process that resolved this condition. ODI's analysis identified a total of 123 unique reports indicating allegations of reduced motive power or vehicle stall. Depending on the condition of throttle control system malfunction, a driver may experience varying levels of reduced engine performance associated with three limp home modes. In two limp modes, reduced engine performance may maintain vehicle speeds above 20mph while the third is a limited limp home mode with engine speeds limited to approximately 900 RPM. Allegations of stall appear to be related to the limited limp home mode. Vehicles are not likely to unexpectedly stall as a result of this condition, but drivers may characterize the reduced functionality as a stall, even though their vehicle may still has motive capability. Allegations of vehicle surge appear to be related to limp home mode operation. Complaints alleging surge are most likely related to engine RPM fluctuations at low vehicle speeds or idle as the control system engages to prevent engine stall. In limited limp mode, rough-idle conditions may exist while the control system attempts to modulate engine RPMs once the vehicle reaches a reduced speed to maintain approximately 900 RPM. Separately, ODI received 59 complaints alleging incidents of engine stall while driving in model year (MY) 2010-2011 Ford Fusion vehicles. Approximately 60 percent (36) of the incidents occurred at speeds of 40 miles per hour or more. Eighty percent of complaints (47) were received beginning March 2012 and 14 complaints reported that the throttle body was replaced or DTCs associated with limp home modes. Additionally, Ford issued TSB 10-21-6 addressing DTCs associated with idle speed drops and limited limp home mode. The petition is granted on certain model years.Preliminary Evaluation PE13-003 has been opened to assess the scope, frequency and potential safety consequences associated with the alleged defect.See full copy of the closing resume for this defect petition for list of the VOQs associated with the defect petition analysis.
PE11016 · Rear Liftgate Window Glass Breakage
Opened Apr 27, 2011 · Closed Aug 18, 2011
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; Visibility:glass, Side/rear
In its response to the agency, Ford acknowledged a higher than normal level of glass breakage incidents in the model year (MY) 2010 to early-build MY 2011 subject vehicles.The incidentsoccurred when the liftgate glass was being opened, or more typically while being closed, but in both cases while the vehicle was stationery, i.e., not moving on the roadway.Additionally failures often occurred during early morning hours when ambient and/or liftgate glass temperatures may have been lower.Ford advised that it investigated the failures but failed to identify an anomaly in the glass manufacturing process (which is often a factor in glass breakage trends ODI investigates) that could explain the reports.It did however identify a potential thermal expansion/compression condition in the mounting of the rear wiper motor to the liftgate glass.Starting at MY 2008 vehicle production the motor was attached to the glass using an adhesive.Ford revised that design to a nut and bolt type attachment in October 2010, during MY 2011 vehicle production.ODI's review of Ford data indicates that vehicles built after this change exhibit lower glass breakage rates.Among the 296 consumer complaints on the subject vehicles, ODI identified 15 injury incidents resulting in a total of 18 alleged injuries.All the injuries were minor in nature and consisted mainly of superficial skin cuts or minor lacerations, with two of the injury incidents occurring when vehicle owners were cleaning up broken glass.Additionally both the injury rate and report rate (including warranty claims) are low in comparison to similar investigations resulting in safety recalls (see PE04-045, MY 2002 Ford explorer liftgate glass failure, which resulted in NHTSA safety recall 04V442). In November 2010 Ford issued Technical Service Bulletin (TSB) 10-22-10 to address reports of liftgate glass breakage on all MY 2010 vehicles, and MY 2011 vehicles built through 10/15/2010, the date the above design revision was implemented.The TSB enables owners of affected vehicles to have a broken liftgate glass replaced under normal vehicle warranty, which would not otherwise be a warrantable failure, with the revised design liftgate glass.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 does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.
Additional source detail variants (5)
Structure:body:hatchback/liftgate
In its response to the agency, Ford acknowledged a higher than normal level of glass breakage incidents in the model year (MY) 2010 to early-build MY 2011 subject vehicles.The incidentsoccurred when the liftgate glass was being opened, or more typically while being closed, but in both cases while the vehicle was stationery, i.e., not moving on the roadway.Additionally failures often occurred during early morning hours when ambient and/or liftgate glass temperatures may have been lower.Ford advised that it investigated the failures but failed to identify an anomaly in the glass manufacturing process (which is often a factor in glass breakage trends ODI investigates) that could explain the reports.It did however identify a potential thermal expansion/compression condition in the mounting of the rear wiper motor to the liftgate glass.Starting at MY 2008 vehicle production the motor was attached to the glass using an adhesive.Ford revised that design to a nut and bolt type attachment in October 2010, during MY 2011 vehicle production.ODI's review of Ford data indicates that vehicles built after this change exhibit lower glass breakage rates.Among the 296 consumer complaints on the subject vehicles, ODI identified 15 injury incidents resulting in a total of 18 alleged injuries.All the injuries were minor in nature and consisted mainly of superficial skin cuts or minor lacerations, with two of the injury incidents occurring when vehicle owners were cleaning up broken glass.Additionally both the injury rate and report rate (including warranty claims) are low in comparison to similar investigations resulting in safety recalls (see PE04-045, MY 2002 Ford explorer liftgate glass failure, which resulted in NHTSA safety recall 04V442). In November 2010 Ford issued Technical Service Bulletin (TSB) 10-22-10 to address reports of liftgate glass breakage on all MY 2010 vehicles, and MY 2011 vehicles built through 10/15/2010, the date the above design revision was implemented.The TSB enables owners of affected vehicles to have a broken liftgate glass replaced under normal vehicle warranty, which would not otherwise be a warrantable failure, with the revised design liftgate glass.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 does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.
Structure:body:hatchback/liftgate:hinge And Attachments
In its response to the agency, Ford acknowledged a higher than normal level of glass breakage incidents in the model year (MY) 2010 to early-build MY 2011 subject vehicles.The incidentsoccurred when the liftgate glass was being opened, or more typically while being closed, but in both cases while the vehicle was stationery, i.e., not moving on the roadway.Additionally failures often occurred during early morning hours when ambient and/or liftgate glass temperatures may have been lower.Ford advised that it investigated the failures but failed to identify an anomaly in the glass manufacturing process (which is often a factor in glass breakage trends ODI investigates) that could explain the reports.It did however identify a potential thermal expansion/compression condition in the mounting of the rear wiper motor to the liftgate glass.Starting at MY 2008 vehicle production the motor was attached to the glass using an adhesive.Ford revised that design to a nut and bolt type attachment in October 2010, during MY 2011 vehicle production.ODI's review of Ford data indicates that vehicles built after this change exhibit lower glass breakage rates.Among the 296 consumer complaints on the subject vehicles, ODI identified 15 injury incidents resulting in a total of 18 alleged injuries.All the injuries were minor in nature and consisted mainly of superficial skin cuts or minor lacerations, with two of the injury incidents occurring when vehicle owners were cleaning up broken glass.Additionally both the injury rate and report rate (including warranty claims) are low in comparison to similar investigations resulting in safety recalls (see PE04-045, MY 2002 Ford explorer liftgate glass failure, which resulted in NHTSA safety recall 04V442). In November 2010 Ford issued Technical Service Bulletin (TSB) 10-22-10 to address reports of liftgate glass breakage on all MY 2010 vehicles, and MY 2011 vehicles built through 10/15/2010, the date the above design revision was implemented.The TSB enables owners of affected vehicles to have a broken liftgate glass replaced under normal vehicle warranty, which would not otherwise be a warrantable failure, with the revised design liftgate glass.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 does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.
Structure:body:hatchback/liftgate:support Device/strut
In its response to the agency, Ford acknowledged a higher than normal level of glass breakage incidents in the model year (MY) 2010 to early-build MY 2011 subject vehicles.The incidentsoccurred when the liftgate glass was being opened, or more typically while being closed, but in both cases while the vehicle was stationery, i.e., not moving on the roadway.Additionally failures often occurred during early morning hours when ambient and/or liftgate glass temperatures may have been lower.Ford advised that it investigated the failures but failed to identify an anomaly in the glass manufacturing process (which is often a factor in glass breakage trends ODI investigates) that could explain the reports.It did however identify a potential thermal expansion/compression condition in the mounting of the rear wiper motor to the liftgate glass.Starting at MY 2008 vehicle production the motor was attached to the glass using an adhesive.Ford revised that design to a nut and bolt type attachment in October 2010, during MY 2011 vehicle production.ODI's review of Ford data indicates that vehicles built after this change exhibit lower glass breakage rates.Among the 296 consumer complaints on the subject vehicles, ODI identified 15 injury incidents resulting in a total of 18 alleged injuries.All the injuries were minor in nature and consisted mainly of superficial skin cuts or minor lacerations, with two of the injury incidents occurring when vehicle owners were cleaning up broken glass.Additionally both the injury rate and report rate (including warranty claims) are low in comparison to similar investigations resulting in safety recalls (see PE04-045, MY 2002 Ford explorer liftgate glass failure, which resulted in NHTSA safety recall 04V442). In November 2010 Ford issued Technical Service Bulletin (TSB) 10-22-10 to address reports of liftgate glass breakage on all MY 2010 vehicles, and MY 2011 vehicles built through 10/15/2010, the date the above design revision was implemented.The TSB enables owners of affected vehicles to have a broken liftgate glass replaced under normal vehicle warranty, which would not otherwise be a warrantable failure, with the revised design liftgate glass.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 does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.
Visibility
In its response to the agency, Ford acknowledged a higher than normal level of glass breakage incidents in the model year (MY) 2010 to early-build MY 2011 subject vehicles.The incidentsoccurred when the liftgate glass was being opened, or more typically while being closed, but in both cases while the vehicle was stationery, i.e., not moving on the roadway.Additionally failures often occurred during early morning hours when ambient and/or liftgate glass temperatures may have been lower.Ford advised that it investigated the failures but failed to identify an anomaly in the glass manufacturing process (which is often a factor in glass breakage trends ODI investigates) that could explain the reports.It did however identify a potential thermal expansion/compression condition in the mounting of the rear wiper motor to the liftgate glass.Starting at MY 2008 vehicle production the motor was attached to the glass using an adhesive.Ford revised that design to a nut and bolt type attachment in October 2010, during MY 2011 vehicle production.ODI's review of Ford data indicates that vehicles built after this change exhibit lower glass breakage rates.Among the 296 consumer complaints on the subject vehicles, ODI identified 15 injury incidents resulting in a total of 18 alleged injuries.All the injuries were minor in nature and consisted mainly of superficial skin cuts or minor lacerations, with two of the injury incidents occurring when vehicle owners were cleaning up broken glass.Additionally both the injury rate and report rate (including warranty claims) are low in comparison to similar investigations resulting in safety recalls (see PE04-045, MY 2002 Ford explorer liftgate glass failure, which resulted in NHTSA safety recall 04V442). In November 2010 Ford issued Technical Service Bulletin (TSB) 10-22-10 to address reports of liftgate glass breakage on all MY 2010 vehicles, and MY 2011 vehicles built through 10/15/2010, the date the above design revision was implemented.The TSB enables owners of affected vehicles to have a broken liftgate glass replaced under normal vehicle warranty, which would not otherwise be a warrantable failure, with the revised design liftgate glass.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 does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.
Visibility:glass, Side/rear
In its response to the agency, Ford acknowledged a higher than normal level of glass breakage incidents in the model year (MY) 2010 to early-build MY 2011 subject vehicles.The incidentsoccurred when the liftgate glass was being opened, or more typically while being closed, but in both cases while the vehicle was stationery, i.e., not moving on the roadway.Additionally failures often occurred during early morning hours when ambient and/or liftgate glass temperatures may have been lower.Ford advised that it investigated the failures but failed to identify an anomaly in the glass manufacturing process (which is often a factor in glass breakage trends ODI investigates) that could explain the reports.It did however identify a potential thermal expansion/compression condition in the mounting of the rear wiper motor to the liftgate glass.Starting at MY 2008 vehicle production the motor was attached to the glass using an adhesive.Ford revised that design to a nut and bolt type attachment in October 2010, during MY 2011 vehicle production.ODI's review of Ford data indicates that vehicles built after this change exhibit lower glass breakage rates.Among the 296 consumer complaints on the subject vehicles, ODI identified 15 injury incidents resulting in a total of 18 alleged injuries.All the injuries were minor in nature and consisted mainly of superficial skin cuts or minor lacerations, with two of the injury incidents occurring when vehicle owners were cleaning up broken glass.Additionally both the injury rate and report rate (including warranty claims) are low in comparison to similar investigations resulting in safety recalls (see PE04-045, MY 2002 Ford explorer liftgate glass failure, which resulted in NHTSA safety recall 04V442). In November 2010 Ford issued Technical Service Bulletin (TSB) 10-22-10 to address reports of liftgate glass breakage on all MY 2010 vehicles, and MY 2011 vehicles built through 10/15/2010, the date the above design revision was implemented.The TSB enables owners of affected vehicles to have a broken liftgate glass replaced under normal vehicle warranty, which would not otherwise be a warrantable failure, with the revised design liftgate glass.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 does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.
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