IllustrationI WAS TURNING MY FORD EXCURSION AND HEARD A LOUD "POP!" MY STEERING WHEEL APPEARED TO "BREAK" AND THE VEHICLE KEPT ROLLING FORWARD. HAD I BEEN ANYWHERE ELSE, LIKE TRAFFIC, I COULD HAVE KILLED SOMEONE OR MYSELF. *TR
2003 Ford Excursion
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2003 Ford Excursion do not stand out strongly from the model-year median of 80.
About this comparison →How this year compares
Owner complaints by model year
Compare all Excursion years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
270–25K
925–50K
1250–75K
1275–100K
9100–150K
10150K+
79 reports with mileage · 27 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Electrical System. Review the 26 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine And Engine Cooling. Review the 25 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Tires. Review the 10 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
6 crash reports9 fire reports5 injury reports
What owners actually said
106 reportsI HAVE A 2003 FORD EXCURSION V-10. THIS VEHICLE IS EQUIPPED WITH ADJUSTABLE FOOT PEDALS WHICH ROUTINELY STOP WORKING, SOMETIMES IN THE FULLY RETRACTED POSITION. WHEN THIS HAPPENS THE DRIVERS SEAT ALSO DOES NOT WORK, MAKING THE VEHICLE UN-DRIVEABLE FOR MY WIFE WHOSE REACH IS CONSIDERABLY SHORTER THAN MINE. FORDS SOLUTION TO THIS …
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I HAVE A 2003 FORD EXCURSION V-10. THIS VEHICLE IS EQUIPPED WITH ADJUSTABLE FOOT PEDALS WHICH ROUTINELY STOP WORKING, SOMETIMES IN THE FULLY RETRACTED POSITION. WHEN THIS HAPPENS THE DRIVERS SEAT ALSO DOES NOT WORK, MAKING THE VEHICLE UN-DRIVEABLE FOR MY WIFE WHOSE REACH IS CONSIDERABLY SHORTER THAN MINE. FORDS SOLUTION TO THIS PROBLEM IS TO REPLACE THE SEAT AT AN OUT-OF-POCKET COST STARTING AT ABOUT $800.00, INSTEAD OF TRACING THE BAD WIRE OR FAULTY CONTROL MODULE. INTERNET RESEARCH HAS SHOWN ME THAT THIS PROBLEM IS APPARENTLY PREVALENT IN THE LARGER FORD SUV'S MANUFACTURED FROM 2003-2006. I FEEL THIS DEFECT SHOULD BE CORRECTED IN A FACTORY RECALL AND NOT AT THE EXPENSE OF VEHICLE OWNERS WHEN THE PROBLEM IS CLEARLY FAULTY EXUIPMENT / DESIGN. THANK YOU FOR YOUR ATTENTION TO THIS MATTER.
TL*THE CONTACT OWNS A 2003 FORD EXCURSION. THE CONTACT WAS DRIVING APPROXIMATELY 65 MPH ON A WET ROAD AND SUDDENLY, EXCESSIVE WHITE SMOKE EXPELLED FROM THE REAR TAIL PIPE EXHAUST SYSTEM. THE DRIVER PULLED OVER TO THE SIDE OF THE ROAD AND THE ENGINE STALLED WITHOUT WARNING. THE VEHICLE RESTARTED AND RESUMED NORMAL OPERATION. THE…
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TL*THE CONTACT OWNS A 2003 FORD EXCURSION. THE CONTACT WAS DRIVING APPROXIMATELY 65 MPH ON A WET ROAD AND SUDDENLY, EXCESSIVE WHITE SMOKE EXPELLED FROM THE REAR TAIL PIPE EXHAUST SYSTEM. THE DRIVER PULLED OVER TO THE SIDE OF THE ROAD AND THE ENGINE STALLED WITHOUT WARNING. THE VEHICLE RESTARTED AND RESUMED NORMAL OPERATION. THE ENGINE STALLED AGAIN AND THE VEHICLE WAS TOWED TO AN AUTHORIZED DEALER. THE TECHNICIAN STATED THAT THE FAILURE WAS CONTRIBUTED TO A BROKEN FUEL INJECTOR WHICH ALSO RESULTED IN DAMAGES TO THE ENGINE. THE ESTIMATED REPAIR COST WAS $12,000. THE VEHICLE HAS NOT BEEN REPAIRED FOR THE MALFUNCTION AT THIS TIME. THE FAILURE AND CURRENT MILEAGES WERE 78,000. UPDATED 02/01/10 *BF THE CONSUMER STATED THAT THE VEHICLE RAN ROUGH AND IT LACKED POWER. THE DEALER FOUND THE #1 CYLINDER HAD A BROKEN PISTON. THE CONSUMER STATED THE CHECK ENGINE LIGHT NEVER ILLUMINATED TO WARN HIM THERE WAS PROBLEM. UPDATED 02/02/10.*JB
TL* THE CONTACT OWNS A 2003 FORD EXCURSION XLT. THE CONTACT STATED WHILE IDLING, THE ALTERNATOR FAILED AND DESTROYED THE GAUGE CLUSTER. AS A CONSEQUENCE NO INFORMATION IS VISIBLE ON THE DISPLAY OF THE INSTRUMENT CONTROL PANEL. THE DEALER WAS CONTACTED, AND A TECHNICIAN CONCLUDED THAT THE INSTRUMENT CLUSTER NEEDED TO BE REPLACED …
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TL* THE CONTACT OWNS A 2003 FORD EXCURSION XLT. THE CONTACT STATED WHILE IDLING, THE ALTERNATOR FAILED AND DESTROYED THE GAUGE CLUSTER. AS A CONSEQUENCE NO INFORMATION IS VISIBLE ON THE DISPLAY OF THE INSTRUMENT CONTROL PANEL. THE DEALER WAS CONTACTED, AND A TECHNICIAN CONCLUDED THAT THE INSTRUMENT CLUSTER NEEDED TO BE REPLACED AT AN EXPENSE OF $500.00. NO REPAIRS HAVE BEEN MADE. THE FAILURE MILEAGE WAS 90,000. THE CURRENT MILEAGE WAS UNKNOWN.
MY 2003 FORD EXCURSION WITH A 6.0L DIESEL HAS BEEN SURGING AND WILL STALL SUDDENLY AND WITHOUT WARNING. IT HAS CAUSED SEVERAL NEAR COLLISIONS. THE DEALER HAD TO REPLACE THE ICP SENSOR. APPARENTLY THIS WAS RECALLED IN 2004 MODELS AND NEWER BUT NOT THE 2003 MODEL. I FEEL THAT I HAVE FALLEN THROUGH THE CRACKS BECAUSE FORD DIDN…
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MY 2003 FORD EXCURSION WITH A 6.0L DIESEL HAS BEEN SURGING AND WILL STALL SUDDENLY AND WITHOUT WARNING. IT HAS CAUSED SEVERAL NEAR COLLISIONS. THE DEALER HAD TO REPLACE THE ICP SENSOR. APPARENTLY THIS WAS RECALLED IN 2004 MODELS AND NEWER BUT NOT THE 2003 MODEL. I FEEL THAT I HAVE FALLEN THROUGH THE CRACKS BECAUSE FORD DIDN'T START INSTALLING THE 6.0L IN THE 2003 MODEL UNTIL LATE IN THE MODEL YEARS. SEEMS LIKE THEY FORGOT ABOUT ME AND MY TRUCK HAS THE EXACT SAME DANGEROUS CONDITION AS THE 2004 MODELS. *TR
TL*THE CONTACT OWNS A 2003 FORD EXCURSION. THE VEHICLE HAS MICHELIN LTX M/S TIRES, SIZE 265/75/R16. WHEN THE CONTACT PURCHASED THE VEHICLE, HE NOTICED THAT THE TIRES WERE FIRESTONE TIRES. THEY WERE NOT THE CORRECT TIRES HE ORIGINALLY ORDERED. THE CONTACT INFORMED THE DEALER OF THE INCORRECT TIRES AND WAS GIVEN BRAND NEW REP…
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TL*THE CONTACT OWNS A 2003 FORD EXCURSION. THE VEHICLE HAS MICHELIN LTX M/S TIRES, SIZE 265/75/R16. WHEN THE CONTACT PURCHASED THE VEHICLE, HE NOTICED THAT THE TIRES WERE FIRESTONE TIRES. THEY WERE NOT THE CORRECT TIRES HE ORIGINALLY ORDERED. THE CONTACT INFORMED THE DEALER OF THE INCORRECT TIRES AND WAS GIVEN BRAND NEW REPLACEMENT TIRES, WHICH WHERE MICHELIN CLASS C'S. WHILE DRIVING AT ANY SPEED, THE VEHICLE WOULD SWAY FROM SIDE TO SIDE. HE NOTICED THAT THE WALLS ON THE TIRES WERE CRACKING. THE VEHICLE WAS TAKEN TO THE DEALER AND THEY STATED THAT DUE TO THE THICKNESS OF THE THREADS, THE TIRES WOULD WOBBLE. ONCE THE THREADING BEGAN TO WEAR, THE VEHICLE WOULD STOP WOBBLING. HOWEVER, THE VEHICLE CONTINUED TO SWAY FROM SIDE TO SIDE. THE VEHICLE WAS THEN TAKEN TO A LOCAL REPAIR SHOP AND INSPECTED BY A TECHNICIAN, WHO DETERMINED THAT THE FAILURE WAS DUE TO THE INCORRECT GRADE FOR THE WEIGHT OF THE VEHICLE. THE TIRES SHOULD HAVE BEEN A CLASS E (LOAD RANGE 5,250) INSTEAD OF A CLASS C (LOAD RANGE 2,270). THE TIRES WERE REPLACED WITH MICHELIN CLASS E TIRES AT THE COST OF $907.45. THE CONTACT CALLED THE FORD MANUFACTURER AND FILED A REPORT. HE CALLED BACK TO FOLLOW UP WITH THE MANUFACTURER AND WAS INFORMED THAT NO COMPENSATION WOULD BE PROVIDED AND WAS NOT GIVEN AN EXPLANATION. THE DOT INFORMATION WAS UNAVAILABLE. THE FAILURE MILEAGE WAS 20,000 AND CURRENT MILEAGE WAS 60,000. UPDATED 06/09/09 *BF UPDATED 06/10/09. *JB
SPARK PLUG BLOWN OUT OF 8TH CYLINDER OF V10 FORD TRITON. *TR
2003 FORD LIMITED EXCURSION THE BLACK PAINT IS COMING OFF THE ROOF IN 4 INCH SHEETS TO THE METAL AND RUSTING. THE HOOD IS ALSO STARTING TO CHECK UP AND CHIP BADLY THE FRONT FENDERS ARE MISSING 2 INCH PCS OF PAINT DOWN TO BARE METAL AND RUSTING THE DEALER AND FORD MOTOR CO SAID ITS NOT THERE PROBLEM AND THEY'VE NEVER HEARD OF TH…
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2003 FORD LIMITED EXCURSION THE BLACK PAINT IS COMING OFF THE ROOF IN 4 INCH SHEETS TO THE METAL AND RUSTING. THE HOOD IS ALSO STARTING TO CHECK UP AND CHIP BADLY THE FRONT FENDERS ARE MISSING 2 INCH PCS OF PAINT DOWN TO BARE METAL AND RUSTING THE DEALER AND FORD MOTOR CO SAID ITS NOT THERE PROBLEM AND THEY'VE NEVER HEARD OF THIS. *TR
THE HEAT IN MY DRIVER SEAT STOPPED WORKING. MY HUSBAND TOOK THE SEAT COVER OFF AND NOTICED THAT IT HAD CAUGHT FIRE AND BURNED THE WIRES AND SEAT CUSHION. THIS COULD HAVE BEEN A BIG PROBLEM HAD THE FIRE CONTINUED. MY HUSBAND FIXED THE WIRING AFTER WE WERE TOLD NOTHING COULD BE DONE BECAUSE OF THE VEHICLES AGE. *TR
2003 FORD EXCURSION LIMITED WITH 6.0L DIESEL ENGINE. ONLY TWO WEEKS AGO, MY TRUCK BEGAN TO SURGE IN ACCELERATION AT BOTH IDLE AND WHILE CRUISING. IT HAS ALSO BEGUN TO STALL OUT AT BOTH IDLE AND WHILE CRUISING. ALSO THE VEHICLE HAS BEGUN TO HAVE A STRONG SMELL OF DIESEL FUEL WHICH ENTERS THE PASSENGER CABIN AT START UP. MY S…
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2003 FORD EXCURSION LIMITED WITH 6.0L DIESEL ENGINE. ONLY TWO WEEKS AGO, MY TRUCK BEGAN TO SURGE IN ACCELERATION AT BOTH IDLE AND WHILE CRUISING. IT HAS ALSO BEGUN TO STALL OUT AT BOTH IDLE AND WHILE CRUISING. ALSO THE VEHICLE HAS BEGUN TO HAVE A STRONG SMELL OF DIESEL FUEL WHICH ENTERS THE PASSENGER CABIN AT START UP. MY SERVICE ENGINE LIGHT HAS BEGUN TO LIGHT UP AND I CHECKED THE LIGHT WITH A DIGITAL DIAGNOSTIC CODE READER. THE CODE WAS P2285 (INJECTOR CONTROL PRESSURE SENSOR CIRCUIT LOW). THE SITUATION IS QUITE DANGEROUS. MY WIFE HAD COMPLAINED THAT THE VEHICLE SURGED AHEAD AND SHE ALMOST HIT THE CAR IN FRONT OF HER WHILE STOPPED AT A RED LIGHT. WHEN I DROVE THE VEHICLE, IT ALSO BEGAN TO BUCK AND SURGE IN BOTH FORWARD AND REVERSE. WHILE BACKING OUT OF MY DRIVEWAY, THE VEHICLE ACCELERATED REARWARD AND ONLY BY MY HAVING MY FOOT NEAR THE BRAKE PEDAL, STOPPED IT FROM RACING REARWARD. THE VEHICLE HAS ALSO CUT OFF WHILE AT IDLE AND WHILE DRIVING NOW. AGAIN, A VERY DANGEROUS CONDITION. I HAVE SEEN ON THE FORD TRUCK ENTHUSIAST WEBSITES THAT I AM NOT ALONE. THERE HAVE BEEN MANY COMPLAINTS OF THIS CONDITION AND FAULTY INJECTOR CONTROL PRESSURE SENSORS ESPECIALLY IN THE '03 MODELS BUT EVEN LATER MODELS. I AM JUST OUT OF WARRANTY BY A WEEK, AND FORD SAID THEY COULD DO NOTHING FOR ME. I HAVE SEEN WHAT THE DEALERS HAVE QUOTED OTHERS TO FIX THE PROBLEM UP TO $2000.00 FOR WIDE RANGING SOLUTIONS (REPLACING TURBOS, REPLACING ALL INJECTORS, ETC.) I USE THIS TRUCK TO TRANSPORT MY DISABLED CHILD AND DEFINITELY CANNOT AFFORD THE DEALER TO RIP ME OFF FOR $2000. IT IS A $140 PART AND SHOULD TAKE NO LONGER THAN AN HOUR OF A TECHNICIAN'S TIME TO REPLACE THE SENSOR AND PIGTAIL HARNESS. CLEARLY, FORD KNOWS THAT THEY HAVE A PROBLEM AS THEY HAD A CUST. SERVICE PROGRAM 03B05 AND 03B06 REGARDING THIS ISSUE FOR 47,000 OTHER '03 TRUCKS WITH THE 6.0L ENGINE. THEY SAID MY VEHICLE'S VIN DID NOT FALL INTO THOSE 47,000. OBVIOUSLY IT AFFECTS MANY MORE TRUCKS THAN THE 47,000. *TR
Official recalls
511V352000 · Exterior Lighting:brake Lights; Exterior Lighting:tail Lights
Jul 13, 2011
FORD IS RECALLING CERTAIN MODEL YEAR 2011 RANGER TRUCKS BUILT FROM JANUARY 25, 2011, THROUGH APRIL 25, 2011 AT THE TWIN CITIES ASSEMBLY PLANT, AND SERVICE PARTS DISTRIBUTED TO DEALERS FOR CERTAIN 2004 THROUGH 2011 MODEL YEAR RANGER TRUCKS, 2002 THROUGH 2005 MODEL YEAR EXCURSION VEHICLES, AND 2002 THROUGH 2007 MODEL YEAR F-250, F-350, F-450, AND F-550 TRUCKS FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 108, "LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT." THE MULTI-FUNCTION SWITCH WAS SHIPPED WITH A SUBCOMPONENT (SLIDER) THAT MAY EXPERIENCE DEFORMATION. A MULTI-FUNCTION SWITCH WITH A DEFORMED SLIDER MAY MALFUNCTION CAUSING THE TURN SIGNAL, TAIL LIGHTS, HAZARD WARNING SIGNAL FLASHERS AND/OR BRAKE LIGHTS NOT TO ACTIVATE.
Consequence & remedy
Consequence: NON-FUNCTIONING LIGHTS COULD INCREASE THE RISK OF A CRASH.
Remedy: DEALERS WILL REPLACE THE SWITCHES FREE OF CHARGE. THE SAFETY RECALL BEGAN ON AUGUST 15, 2011. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
Additional source detail variants (2)
Exterior Lighting:brake Lights
FORD IS RECALLING CERTAIN MODEL YEAR 2011 RANGER TRUCKS BUILT FROM JANUARY 25, 2011, THROUGH APRIL 25, 2011 AT THE TWIN CITIES ASSEMBLY PLANT, AND SERVICE PARTS DISTRIBUTED TO DEALERS FOR CERTAIN 2004 THROUGH 2011 MODEL YEAR RANGER TRUCKS, 2002 THROUGH 2005 MODEL YEAR EXCURSION VEHICLES, AND 2002 THROUGH 2007 MODEL YEAR F-250, F-350, F-450, AND F-550 TRUCKS FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 108, "LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT." THE MULTI-FUNCTION SWITCH WAS SHIPPED WITH A SUBCOMPONENT (SLIDER) THAT MAY EXPERIENCE DEFORMATION. A MULTI-FUNCTION SWITCH WITH A DEFORMED SLIDER MAY MALFUNCTION CAUSING THE TURN SIGNAL, TAIL LIGHTS, HAZARD WARNING SIGNAL FLASHERS AND/OR BRAKE LIGHTS NOT TO ACTIVATE.
Consequence: NON-FUNCTIONING LIGHTS COULD INCREASE THE RISK OF A CRASH.
Remedy: DEALERS WILL REPLACE THE SWITCHES FREE OF CHARGE. THE SAFETY RECALL BEGAN ON AUGUST 15, 2011. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
Exterior Lighting:tail Lights
FORD IS RECALLING CERTAIN MODEL YEAR 2011 RANGER TRUCKS BUILT FROM JANUARY 25, 2011, THROUGH APRIL 25, 2011 AT THE TWIN CITIES ASSEMBLY PLANT, AND SERVICE PARTS DISTRIBUTED TO DEALERS FOR CERTAIN 2004 THROUGH 2011 MODEL YEAR RANGER TRUCKS, 2002 THROUGH 2005 MODEL YEAR EXCURSION VEHICLES, AND 2002 THROUGH 2007 MODEL YEAR F-250, F-350, F-450, AND F-550 TRUCKS FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 108, "LAMPS, REFLECTIVE DEVICES, AND ASSOCIATED EQUIPMENT." THE MULTI-FUNCTION SWITCH WAS SHIPPED WITH A SUBCOMPONENT (SLIDER) THAT MAY EXPERIENCE DEFORMATION. A MULTI-FUNCTION SWITCH WITH A DEFORMED SLIDER MAY MALFUNCTION CAUSING THE TURN SIGNAL, TAIL LIGHTS, HAZARD WARNING SIGNAL FLASHERS AND/OR BRAKE LIGHTS NOT TO ACTIVATE.
Consequence: NON-FUNCTIONING LIGHTS COULD INCREASE THE RISK OF A CRASH.
Remedy: DEALERS WILL REPLACE THE SWITCHES FREE OF CHARGE. THE SAFETY RECALL BEGAN ON AUGUST 15, 2011. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.
09V399000 · Vehicle Speed Control
Oct 13, 2009
FORD IS RECALLING MODEL YEARS 1995-2003 WINDSTAR, 2000-2003 EXCURSION DIESEL, 1993-1997 AND 1999-2003 F-250 SD THROUGH F-550 SD DIESEL, 1992-2003 E-150 THROUGH E-550, 1995-2002 EXPLORER, 1997 AND 2002 MERCURY MOUNTAINEER, 1995-1997 AND 2001-2003 RANGER, AND 1994 F53 VEHICLES EQUIPPED WITH THE TEXAS INSTRUMENTS SPEED CONTROL DEACTIVATION SWITCH (SCDS). THE SCDS MAY LEAK INTERNALLY AND THEN OVERHEAT, SMOKE, OR BURN.
Consequence & remedy
Consequence: A VEHICLE FIRE COULD OCCUR WITH OR WITHOUT THE ENGINE RUNNING.
Remedy: FORD WILL NOTIFY OWNERS THAT DEALERS WILL INSTALL A FUSED WIRING HARNESS IN LINE WITH THE SCDS. ON 1999-2003 WINDSTAR VEHICLES WITH A LEAKING SCDS, DEALERS WILL ALSO INSPECT THE ABS CONTROL MODULE CONNECTOR AND REPAIR AS NECESSARY. REPAIRS WILL BE COMPLETED FREE OF CHARGE. THE SAFETY RECALL BEGAN ON OCTOBER 27, 2009. OWNERS MAY CONTACT FORD AT 1-888-222-2751.
07V553000 · Engine And Engine Cooling:engine:diesel
Dec 5, 2007
ON CERTAIN HEAVY DUTY TRUCKS EQUIPPED WITH 7.3L DIESEL ENGINES, THE CAMSHAFT POSITION SENSOR LOCATED ON THE ENGINE OF THE VEHICLE MAY FUNCTION INTERMITTENTLY, POSSIBLY RESULTING IN AN ENGINE STALL.
Consequence & remedy
Consequence: IN THE EVENT OF AN ENGINE STALL, A CRASH COULD RESULT WITHOUT WARNING.
Remedy: DEALERS WILL INSPECT THE SENSOR AND REPLACE IT WITH AN IMPROVED CAMSHAFT POSITION SENSOR FREE OF CHARGE. THE RECALL BEGAN ON DECEMBER 29, 2007. OWNERS MAY CONTACT FORD AT 1-866-436-7332.
07V078000 · Vehicle Speed Control
Mar 6, 2007
ON CERTAIN TRUCKS EQUIPPED WITH SPEED CONTROL, GASOLINE OR NATURAL GAS ENGINES, THE SPEED CONTROL DEACTIVATION SWITCH MAY OVERHEAT.
Consequence & remedy
Consequence: OVERHEATING COULD RESULT IN SMOKE, BURN, OR AN UNDERHOOD FIRE.
Remedy: DEALERS WILL INSTALL A FUSED WIRING HARNESS INTO THE SPEED CONTROL SYSTEM FREE OF CHARGE. THE RECALL BEGAN ON MARCH 12, 2007. OWNERS MAY CONTACT FORD AT 1-800-392-3673. (NOTE: ALSO SEE RECALLS 05V017, 05V388, AND 06V286)
04V327000 · Electrical SYSTEM:12V/24V/48V Battery
Jul 7, 2004
ON CERTAIN PICKUP TRUCKS AND SPORT UTILITY VEHICLES EQUIPPED WITH 6.0L DIESEL ENGINES, THE ENGINE GROUND STUD THAT ATTACHES THE NEGATIVE BATTERY TERMINAL EYELET TO THE ENGINE BLOCK MAY BE LOOSE.
Consequence & remedy
Consequence: IF THE GROUND WIRE IS LOOSE, ELECTRICAL CURRENT MAY FLOW TO THE RADIO SUPPRESSION STRAP CAUSING IT TO HEAT AND POTENTIALLY MELT OR IGNITE ADJACENT COMPONENTS WHICH COULD RESULT IN A FIRE.
Remedy: DEALERS WILL REPLACE THE ENGINE GROUND STUD AND THE RADIO SUPPRESSION STRAP AND ADJACENT COMPONENTS WILL BE INSPECTED FOR DAMAGE AND REPLACED, IF NECESSARY. THE RECALL BEGAN ON JULY 23, 2004. OWNERS SHOULD CONTACT FORD AT 1-800-392-3673.
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
5DP05005 · Spark Plug Ejection From Cylinder Head
Opened Sep 22, 2005 · Closed Jan 4, 2006
Status: closed (inferred from source dates) · Engine And Engine Cooling; Engine And Engine Cooling:engine; Engine And Engine Cooling:engine:gasoline
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Additional source detail variants (3)
Engine And Engine Cooling:engine
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Engine And Engine Cooling:engine:gasoline
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
Engine And Engine Cooling
ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.
EA05003 · Engine Stalling
Opened Feb 15, 2005 · Closed Nov 2, 2005
Status: closed (inferred from source dates) · Electrical System:wiring:front Underhood; Engine And Engine Cooling; Engine And Engine Cooling:engine:diesel
IN A JUNE 7, 2005 LETTER, FORD NOTIFIED ODI THAT IT WOULD BE CONDUCTING A SAFETY RECALL OF APPROXIMATELY 180,000 FORD F-SUPER DUTY, EXCURSION AND E-SERIES VEHICLES EQUIPPED WITH 6.0L DIESEL ENGINES TO CORRECT TWO WIRING RELATED CONDITIONS THAT COULD RESULT IN ENGINE STALL (NHTSA RECALL NO. 05V-270, FORD NO. 05S34).THE AFFECTED VEHICLES WERE BUILT BETWEEN SEPTEMBER 29, 2003 AND MAY 31, 2004.ACCORDING TO FORD, VEHICLES WITH THE CONDITIONS MAY STALL WITHOUT WARNING AND MAY OR MAY NOT RESTART.FORD WILL INSTRUCT OWNERS OF VEHICLES INCLUDED IN THE RECALL TO TAKE THEIR VEHICLES TO A DEALER TO HAVE THE FUEL INJECTOR CONTROL MODULE WIRE HARNESS UPGRADED OR REPLACED AND OR HAVE A NEW INJECTION CONTROL PRESSURE SENSOR CONNECTOR INSTALLED.DURING A MAY 2005 PRESENTATION TO ODI, FORD IDENTIFIED A NUMBER OF POTENTIAL FAILURE MECHANISMS THAT COULD AFFECT ENGINE PERFORMANCE IN VARIOUS SEGMENTS OF THE SUBJECT VEHICLE POPULATION, INCLUDING THE WIRING CONDITIONS ADDRESSED BY 05V-270.THE WIRING CONDITIONS, WHICH BOTH AFFECT ENGINE FUELING, WERE THE MOST LIKELY CONDITIONS TO RESULT IN ENGINE STALL.THE RECALLED VEHICLES COMPRISE APPROXIMATELY 43% OF THE SUBJECT VEHICLE POPULATION AND ACCOUNT FOR 75 OF THE 113 ODI REPORTS THAT HAVE A VALID VIN (66%).THE VOQ COMPLAINT RATE FOR THE RECALL POPULATION IS 45/100K WHILE THE RATE FOR VEHICLES OUTSIDE THE RECALL POPULATION IS 17/100K AND THEIR TREND (BY DATE OF RECEIPT) IS DECLINING.BASED ON THE ANALYSIS, ODI BELIEVES FORD?S ACTIONS ARE SUFFICIENT TO ADDRESS THE CURRENT SAFETY RISKS AND THE INVESTIGATION IS THUS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY RELATED DEFECT DOES NOT EXIST.FURTHER ACTION WILL BE TAKEN IF WARRANTED BY FUTURE CIRCUMSTANCES.
Additional source detail variants (3)
Electrical System:wiring:front Underhood
IN A JUNE 7, 2005 LETTER, FORD NOTIFIED ODI THAT IT WOULD BE CONDUCTING A SAFETY RECALL OF APPROXIMATELY 180,000 FORD F-SUPER DUTY, EXCURSION AND E-SERIES VEHICLES EQUIPPED WITH 6.0L DIESEL ENGINES TO CORRECT TWO WIRING RELATED CONDITIONS THAT COULD RESULT IN ENGINE STALL (NHTSA RECALL NO. 05V-270, FORD NO. 05S34).THE AFFECTED VEHICLES WERE BUILT BETWEEN SEPTEMBER 29, 2003 AND MAY 31, 2004.ACCORDING TO FORD, VEHICLES WITH THE CONDITIONS MAY STALL WITHOUT WARNING AND MAY OR MAY NOT RESTART.FORD WILL INSTRUCT OWNERS OF VEHICLES INCLUDED IN THE RECALL TO TAKE THEIR VEHICLES TO A DEALER TO HAVE THE FUEL INJECTOR CONTROL MODULE WIRE HARNESS UPGRADED OR REPLACED AND OR HAVE A NEW INJECTION CONTROL PRESSURE SENSOR CONNECTOR INSTALLED.DURING A MAY 2005 PRESENTATION TO ODI, FORD IDENTIFIED A NUMBER OF POTENTIAL FAILURE MECHANISMS THAT COULD AFFECT ENGINE PERFORMANCE IN VARIOUS SEGMENTS OF THE SUBJECT VEHICLE POPULATION, INCLUDING THE WIRING CONDITIONS ADDRESSED BY 05V-270.THE WIRING CONDITIONS, WHICH BOTH AFFECT ENGINE FUELING, WERE THE MOST LIKELY CONDITIONS TO RESULT IN ENGINE STALL.THE RECALLED VEHICLES COMPRISE APPROXIMATELY 43% OF THE SUBJECT VEHICLE POPULATION AND ACCOUNT FOR 75 OF THE 113 ODI REPORTS THAT HAVE A VALID VIN (66%).THE VOQ COMPLAINT RATE FOR THE RECALL POPULATION IS 45/100K WHILE THE RATE FOR VEHICLES OUTSIDE THE RECALL POPULATION IS 17/100K AND THEIR TREND (BY DATE OF RECEIPT) IS DECLINING.BASED ON THE ANALYSIS, ODI BELIEVES FORD?S ACTIONS ARE SUFFICIENT TO ADDRESS THE CURRENT SAFETY RISKS AND THE INVESTIGATION IS THUS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY RELATED DEFECT DOES NOT EXIST.FURTHER ACTION WILL BE TAKEN IF WARRANTED BY FUTURE CIRCUMSTANCES.
Engine And Engine Cooling:engine:diesel
IN A JUNE 7, 2005 LETTER, FORD NOTIFIED ODI THAT IT WOULD BE CONDUCTING A SAFETY RECALL OF APPROXIMATELY 180,000 FORD F-SUPER DUTY, EXCURSION AND E-SERIES VEHICLES EQUIPPED WITH 6.0L DIESEL ENGINES TO CORRECT TWO WIRING RELATED CONDITIONS THAT COULD RESULT IN ENGINE STALL (NHTSA RECALL NO. 05V-270, FORD NO. 05S34).THE AFFECTED VEHICLES WERE BUILT BETWEEN SEPTEMBER 29, 2003 AND MAY 31, 2004.ACCORDING TO FORD, VEHICLES WITH THE CONDITIONS MAY STALL WITHOUT WARNING AND MAY OR MAY NOT RESTART.FORD WILL INSTRUCT OWNERS OF VEHICLES INCLUDED IN THE RECALL TO TAKE THEIR VEHICLES TO A DEALER TO HAVE THE FUEL INJECTOR CONTROL MODULE WIRE HARNESS UPGRADED OR REPLACED AND OR HAVE A NEW INJECTION CONTROL PRESSURE SENSOR CONNECTOR INSTALLED.DURING A MAY 2005 PRESENTATION TO ODI, FORD IDENTIFIED A NUMBER OF POTENTIAL FAILURE MECHANISMS THAT COULD AFFECT ENGINE PERFORMANCE IN VARIOUS SEGMENTS OF THE SUBJECT VEHICLE POPULATION, INCLUDING THE WIRING CONDITIONS ADDRESSED BY 05V-270.THE WIRING CONDITIONS, WHICH BOTH AFFECT ENGINE FUELING, WERE THE MOST LIKELY CONDITIONS TO RESULT IN ENGINE STALL.THE RECALLED VEHICLES COMPRISE APPROXIMATELY 43% OF THE SUBJECT VEHICLE POPULATION AND ACCOUNT FOR 75 OF THE 113 ODI REPORTS THAT HAVE A VALID VIN (66%).THE VOQ COMPLAINT RATE FOR THE RECALL POPULATION IS 45/100K WHILE THE RATE FOR VEHICLES OUTSIDE THE RECALL POPULATION IS 17/100K AND THEIR TREND (BY DATE OF RECEIPT) IS DECLINING.BASED ON THE ANALYSIS, ODI BELIEVES FORD?S ACTIONS ARE SUFFICIENT TO ADDRESS THE CURRENT SAFETY RISKS AND THE INVESTIGATION IS THUS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY RELATED DEFECT DOES NOT EXIST.FURTHER ACTION WILL BE TAKEN IF WARRANTED BY FUTURE CIRCUMSTANCES.
Engine And Engine Cooling
IN A JUNE 7, 2005 LETTER, FORD NOTIFIED ODI THAT IT WOULD BE CONDUCTING A SAFETY RECALL OF APPROXIMATELY 180,000 FORD F-SUPER DUTY, EXCURSION AND E-SERIES VEHICLES EQUIPPED WITH 6.0L DIESEL ENGINES TO CORRECT TWO WIRING RELATED CONDITIONS THAT COULD RESULT IN ENGINE STALL (NHTSA RECALL NO. 05V-270, FORD NO. 05S34).THE AFFECTED VEHICLES WERE BUILT BETWEEN SEPTEMBER 29, 2003 AND MAY 31, 2004.ACCORDING TO FORD, VEHICLES WITH THE CONDITIONS MAY STALL WITHOUT WARNING AND MAY OR MAY NOT RESTART.FORD WILL INSTRUCT OWNERS OF VEHICLES INCLUDED IN THE RECALL TO TAKE THEIR VEHICLES TO A DEALER TO HAVE THE FUEL INJECTOR CONTROL MODULE WIRE HARNESS UPGRADED OR REPLACED AND OR HAVE A NEW INJECTION CONTROL PRESSURE SENSOR CONNECTOR INSTALLED.DURING A MAY 2005 PRESENTATION TO ODI, FORD IDENTIFIED A NUMBER OF POTENTIAL FAILURE MECHANISMS THAT COULD AFFECT ENGINE PERFORMANCE IN VARIOUS SEGMENTS OF THE SUBJECT VEHICLE POPULATION, INCLUDING THE WIRING CONDITIONS ADDRESSED BY 05V-270.THE WIRING CONDITIONS, WHICH BOTH AFFECT ENGINE FUELING, WERE THE MOST LIKELY CONDITIONS TO RESULT IN ENGINE STALL.THE RECALLED VEHICLES COMPRISE APPROXIMATELY 43% OF THE SUBJECT VEHICLE POPULATION AND ACCOUNT FOR 75 OF THE 113 ODI REPORTS THAT HAVE A VALID VIN (66%).THE VOQ COMPLAINT RATE FOR THE RECALL POPULATION IS 45/100K WHILE THE RATE FOR VEHICLES OUTSIDE THE RECALL POPULATION IS 17/100K AND THEIR TREND (BY DATE OF RECEIPT) IS DECLINING.BASED ON THE ANALYSIS, ODI BELIEVES FORD?S ACTIONS ARE SUFFICIENT TO ADDRESS THE CURRENT SAFETY RISKS AND THE INVESTIGATION IS THUS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY RELATED DEFECT DOES NOT EXIST.FURTHER ACTION WILL BE TAKEN IF WARRANTED BY FUTURE CIRCUMSTANCES.
PE04070 · Engine Stalling
Opened Oct 7, 2004 · Closed Feb 15, 2005
Status: closed (inferred from source dates) · Engine And Engine Cooling:engine:diesel
TWENTY FIVE OF THE ODI FAILURE REPORTS ARE DUPLICATIVE OF FORD COMPLAINTS.TWENTY ODI REPORTS DO NOT CONTAIN A VIN (AND MAY OR MAY NOT BE DUPLICATIVE OF FORD REPORTS).THE 14 ALLEGED CRASHES AND 2 ALLEGED INJURIES WERE ALL MINOR.SUBMITTED DURING PRELIMINARY EVALUATION (PE) 04-070, FORD'S RESPONSE TO ODI'S INFORMATION REQUEST (IR) LETTER CONTAINED ABOUT 5,000 CONSUMER REPORTS (MORS) AND 8,700 FIELD REPORTS (CQIS).FORD REVIEWED THE COMPLAINTS AND CATEGORIZED THEM.THE MANUFACTURER REPORTS SHOWN ABOVE REPRESENT A COUNT OF UNIQUE VEHICLES THAT FORD CATEGORIZED AS ALLEGEDLY STALLING DUE TO A SUBJECT ENGINE COMPONENT ('A' CATEGORY, SEE FORD'S IR RESPONSE LETTER FOR FURTHER DETAIL); SOME OF THESE VEHICLES RECEIVED MULTIPLE REPORTS.ODI HAS NOT YET CONFIRMED FORD'S CATEGORIZATION OF THESE REPORTS, NOR HAS ODI CONFIRMED FORD'S CATEGORIZATION OF THE REMAINING REPORTS (WHICH FORD STATES DO NOT PERTAIN TO THE ALLEGED DEFECT).FORD SUBMITTED NEARLY 19,000 WARRANTY CLAIMS, MANY OF WHICH INVOLVED CLAIMS FOR A TECHNICAL SERVICE BULLETIN (TSB 04-13-08) AND FIELD SERVICE ACTION (FSA 03B05) WHICH FORD IDENTIFIED AS POTENTIAL REMEDIES FOR STALLING COMPLAINTS.ODI HAS NOT CONFIRMED THAT EITHER OF THESE ARE A REMEDY FOR ENGINE STALLING COMPLAINTS.SEVERAL OTHER DEALER COMMUNICATIONS RELATED TO ENGINE STALL WERE ALSO SUBMITTED AS WELL AS OVER 50 PRODUCT MODIFICATIONS, 15 OF WHICH INVOLVE REVISIONS TO THE SOFTWARE FOR THE ELECTRONIC ENGINE CONTROL UNIT.FURTHER INVESTIGATION IS REQUIRED AND ODI IS UPGRADING PE04-070 TO AN ENGINEERING ANALYSIS (EA).DURING THE EA, ODI WILL ESTABLISH AND UPDATE MANUFACTURER FAILURE REPORT COUNTS, FURTHER INVESTIGATE THE FREQUENCY AND TREND OF STALLING COMPLAINTS, AND DETERMINE THE SCOPE AND SAFETY IMPLICATION OF STALLING EVENTS.ODI WILL ALSO INVESTIGATE FORD'S REMEDIES, THEIR EFFECTIVENESS, AND WHETHER FURTHER ACTION IS REQUIRED.
EA04006 · Accelerator Pedal Sensor (etc)
Opened Feb 23, 2004 · Closed Feb 10, 2005
Status: closed (inferred from source dates) · Vehicle Speed Control; Vehicle Speed Control:accelerator Pedal; Vehicle Speed Control:cables; Vehicle Speed Control:linkages
FAILURE COUNTS FROM ODI?S ANALYSIS ARE STATED ABOVE; SEE THE ADDITIONAL PROBLEM EXPERIENCE DISCUSSION IN THE SUMMARY REPORT.FORD DATA CONTAINED DUPLICATIVE REPORTS FOR 4 ODI COMPLAINTS AND 1 CRASH.THREE CRASHES WERE ALLEGEDLY DUE TO INTERMITTENT OPERATION OF THE ELECTRONIC THROTTLE CONTROL (ETC) PEDAL, ONE CRASH OCCURRED WHEN AN ETC DISABLED VEHICLE WAS STRUCK BY ANOTHER MOTORIST, ONE REPORT CONTAINED NO DETAIL.THE INJURIES WERE MINOR.AN ISSUE INVOLVING FIXED ETC PEDALS WAS INVESTIGATED ALSO, HOWEVER FAILURE REPORTS AND POPULATIONS ARE NOT SHOWN ABOVE; SEE SUMMARY REPORT FOR DETAIL.ALTHOUGH FORD HAS USED ETC BASED THROTTLE CONTROL SYSTEMS FOR MANY YEARS, THE PAP FEATURE WAS NEW FOR MY 2002.THE SUBJECT ETC SENSOR PRODUCES TWO OUTPUT SIGNALS WHICH THE ENGINE MANAGEMENT SYSTEM (EMS) UTILIZES TO:1) DETERMINE FUELING REQUIREMENTS; AND 2) PERFORM SENSOR DIAGNOSTICS.ONE SIGNAL IS LINEARLY PROPORTIONAL TO THROTTLE PEDAL POSITION; THE SECOND IS A DIGITAL SIGNAL.BY DESIGN, THE DETECTION OF A SENSOR FAULT RESULTS IN THE ENGINE RETURNING TO (OR REMAINING AT) THE IDLE STATE.FORD IDENTIFIED A DEFECT IN THE PAP ETC SENSOR WHICH PREMATURELY AFFECTED AN OUTPUT SIGNAL; THE MIGRATION OF INTERNAL SENSOR LUBRICANT CAUSED A LOSS OF PROPORTIONAL SIGNAL.THE FAILURE MECHANISM IS PROGRESSIVE AND AS THE SENSOR DETERIORATES, THE EMS WILL DETECT A FAULT, STORE A FAULT CODE, ILLUMINATE A WARNING LAMP, AND THE ENGINE MAY REMAIN AT/RETURN TO IDLE.IN THE EARLY STAGES, NORMAL OPERATION CAN BE REGAINED BY PEDAL RE-APPLICATION.THE FAILURE PROGRESSES UNTIL THE ENGINE REMAINS AT IDLE.THE ENGINE DOES NOT STALL, POWER ASSISTED STEERING AND BRAKING SYSTEMS ARE UNAFFECTED. FORD CORRECTED THE ETC SENSOR DEFECT AND CONDUCTED FIELD SERVICE ACTION (FSA) 03B03 TO REPLACE ETC PEDALS, ADDRESSING 50% OF VEHICLES.AT AGENCY REQUEST TO IMPROVE COMPLETION RATE, FORD EXTENDED FSA 03B03 FOR 6 MONTHS.BASED ON ODI'S ANALYSIS OF AVAILABLE DATA, FORD'S ACTION HAS APPROPRIATELY RESOLVED THE ETC SENSOR PROPLEM IN THE SUBJECT VEHICLES.THE CLOSING OF THE INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST, AND SHOULD NOT BE CONSIDERED AS HAVING ANY PRECEDENTIAL VALUE OR EFFECT BINDING THE AGENCY IN FUTURE DEFECT INVESTIGATIONS. SEE THE ATTACHED SUMMARY REPORT FOR ADDITIONAL INFORMATION.
Additional source detail variants (4)
Vehicle Speed Control:accelerator Pedal
FAILURE COUNTS FROM ODI?S ANALYSIS ARE STATED ABOVE; SEE THE ADDITIONAL PROBLEM EXPERIENCE DISCUSSION IN THE SUMMARY REPORT.FORD DATA CONTAINED DUPLICATIVE REPORTS FOR 4 ODI COMPLAINTS AND 1 CRASH.THREE CRASHES WERE ALLEGEDLY DUE TO INTERMITTENT OPERATION OF THE ELECTRONIC THROTTLE CONTROL (ETC) PEDAL, ONE CRASH OCCURRED WHEN AN ETC DISABLED VEHICLE WAS STRUCK BY ANOTHER MOTORIST, ONE REPORT CONTAINED NO DETAIL.THE INJURIES WERE MINOR.AN ISSUE INVOLVING FIXED ETC PEDALS WAS INVESTIGATED ALSO, HOWEVER FAILURE REPORTS AND POPULATIONS ARE NOT SHOWN ABOVE; SEE SUMMARY REPORT FOR DETAIL.ALTHOUGH FORD HAS USED ETC BASED THROTTLE CONTROL SYSTEMS FOR MANY YEARS, THE PAP FEATURE WAS NEW FOR MY 2002.THE SUBJECT ETC SENSOR PRODUCES TWO OUTPUT SIGNALS WHICH THE ENGINE MANAGEMENT SYSTEM (EMS) UTILIZES TO:1) DETERMINE FUELING REQUIREMENTS; AND 2) PERFORM SENSOR DIAGNOSTICS.ONE SIGNAL IS LINEARLY PROPORTIONAL TO THROTTLE PEDAL POSITION; THE SECOND IS A DIGITAL SIGNAL.BY DESIGN, THE DETECTION OF A SENSOR FAULT RESULTS IN THE ENGINE RETURNING TO (OR REMAINING AT) THE IDLE STATE.FORD IDENTIFIED A DEFECT IN THE PAP ETC SENSOR WHICH PREMATURELY AFFECTED AN OUTPUT SIGNAL; THE MIGRATION OF INTERNAL SENSOR LUBRICANT CAUSED A LOSS OF PROPORTIONAL SIGNAL.THE FAILURE MECHANISM IS PROGRESSIVE AND AS THE SENSOR DETERIORATES, THE EMS WILL DETECT A FAULT, STORE A FAULT CODE, ILLUMINATE A WARNING LAMP, AND THE ENGINE MAY REMAIN AT/RETURN TO IDLE.IN THE EARLY STAGES, NORMAL OPERATION CAN BE REGAINED BY PEDAL RE-APPLICATION.THE FAILURE PROGRESSES UNTIL THE ENGINE REMAINS AT IDLE.THE ENGINE DOES NOT STALL, POWER ASSISTED STEERING AND BRAKING SYSTEMS ARE UNAFFECTED. FORD CORRECTED THE ETC SENSOR DEFECT AND CONDUCTED FIELD SERVICE ACTION (FSA) 03B03 TO REPLACE ETC PEDALS, ADDRESSING 50% OF VEHICLES.AT AGENCY REQUEST TO IMPROVE COMPLETION RATE, FORD EXTENDED FSA 03B03 FOR 6 MONTHS.BASED ON ODI'S ANALYSIS OF AVAILABLE DATA, FORD'S ACTION HAS APPROPRIATELY RESOLVED THE ETC SENSOR PROPLEM IN THE SUBJECT VEHICLES.THE CLOSING OF THE INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST, AND SHOULD NOT BE CONSIDERED AS HAVING ANY PRECEDENTIAL VALUE OR EFFECT BINDING THE AGENCY IN FUTURE DEFECT INVESTIGATIONS. SEE THE ATTACHED SUMMARY REPORT FOR ADDITIONAL INFORMATION.
Vehicle Speed Control:cables
FAILURE COUNTS FROM ODI?S ANALYSIS ARE STATED ABOVE; SEE THE ADDITIONAL PROBLEM EXPERIENCE DISCUSSION IN THE SUMMARY REPORT.FORD DATA CONTAINED DUPLICATIVE REPORTS FOR 4 ODI COMPLAINTS AND 1 CRASH.THREE CRASHES WERE ALLEGEDLY DUE TO INTERMITTENT OPERATION OF THE ELECTRONIC THROTTLE CONTROL (ETC) PEDAL, ONE CRASH OCCURRED WHEN AN ETC DISABLED VEHICLE WAS STRUCK BY ANOTHER MOTORIST, ONE REPORT CONTAINED NO DETAIL.THE INJURIES WERE MINOR.AN ISSUE INVOLVING FIXED ETC PEDALS WAS INVESTIGATED ALSO, HOWEVER FAILURE REPORTS AND POPULATIONS ARE NOT SHOWN ABOVE; SEE SUMMARY REPORT FOR DETAIL.ALTHOUGH FORD HAS USED ETC BASED THROTTLE CONTROL SYSTEMS FOR MANY YEARS, THE PAP FEATURE WAS NEW FOR MY 2002.THE SUBJECT ETC SENSOR PRODUCES TWO OUTPUT SIGNALS WHICH THE ENGINE MANAGEMENT SYSTEM (EMS) UTILIZES TO:1) DETERMINE FUELING REQUIREMENTS; AND 2) PERFORM SENSOR DIAGNOSTICS.ONE SIGNAL IS LINEARLY PROPORTIONAL TO THROTTLE PEDAL POSITION; THE SECOND IS A DIGITAL SIGNAL.BY DESIGN, THE DETECTION OF A SENSOR FAULT RESULTS IN THE ENGINE RETURNING TO (OR REMAINING AT) THE IDLE STATE.FORD IDENTIFIED A DEFECT IN THE PAP ETC SENSOR WHICH PREMATURELY AFFECTED AN OUTPUT SIGNAL; THE MIGRATION OF INTERNAL SENSOR LUBRICANT CAUSED A LOSS OF PROPORTIONAL SIGNAL.THE FAILURE MECHANISM IS PROGRESSIVE AND AS THE SENSOR DETERIORATES, THE EMS WILL DETECT A FAULT, STORE A FAULT CODE, ILLUMINATE A WARNING LAMP, AND THE ENGINE MAY REMAIN AT/RETURN TO IDLE.IN THE EARLY STAGES, NORMAL OPERATION CAN BE REGAINED BY PEDAL RE-APPLICATION.THE FAILURE PROGRESSES UNTIL THE ENGINE REMAINS AT IDLE.THE ENGINE DOES NOT STALL, POWER ASSISTED STEERING AND BRAKING SYSTEMS ARE UNAFFECTED. FORD CORRECTED THE ETC SENSOR DEFECT AND CONDUCTED FIELD SERVICE ACTION (FSA) 03B03 TO REPLACE ETC PEDALS, ADDRESSING 50% OF VEHICLES.AT AGENCY REQUEST TO IMPROVE COMPLETION RATE, FORD EXTENDED FSA 03B03 FOR 6 MONTHS.BASED ON ODI'S ANALYSIS OF AVAILABLE DATA, FORD'S ACTION HAS APPROPRIATELY RESOLVED THE ETC SENSOR PROPLEM IN THE SUBJECT VEHICLES.THE CLOSING OF THE INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST, AND SHOULD NOT BE CONSIDERED AS HAVING ANY PRECEDENTIAL VALUE OR EFFECT BINDING THE AGENCY IN FUTURE DEFECT INVESTIGATIONS. SEE THE ATTACHED SUMMARY REPORT FOR ADDITIONAL INFORMATION.
Vehicle Speed Control
FAILURE COUNTS FROM ODI?S ANALYSIS ARE STATED ABOVE; SEE THE ADDITIONAL PROBLEM EXPERIENCE DISCUSSION IN THE SUMMARY REPORT.FORD DATA CONTAINED DUPLICATIVE REPORTS FOR 4 ODI COMPLAINTS AND 1 CRASH.THREE CRASHES WERE ALLEGEDLY DUE TO INTERMITTENT OPERATION OF THE ELECTRONIC THROTTLE CONTROL (ETC) PEDAL, ONE CRASH OCCURRED WHEN AN ETC DISABLED VEHICLE WAS STRUCK BY ANOTHER MOTORIST, ONE REPORT CONTAINED NO DETAIL.THE INJURIES WERE MINOR.AN ISSUE INVOLVING FIXED ETC PEDALS WAS INVESTIGATED ALSO, HOWEVER FAILURE REPORTS AND POPULATIONS ARE NOT SHOWN ABOVE; SEE SUMMARY REPORT FOR DETAIL.ALTHOUGH FORD HAS USED ETC BASED THROTTLE CONTROL SYSTEMS FOR MANY YEARS, THE PAP FEATURE WAS NEW FOR MY 2002.THE SUBJECT ETC SENSOR PRODUCES TWO OUTPUT SIGNALS WHICH THE ENGINE MANAGEMENT SYSTEM (EMS) UTILIZES TO:1) DETERMINE FUELING REQUIREMENTS; AND 2) PERFORM SENSOR DIAGNOSTICS.ONE SIGNAL IS LINEARLY PROPORTIONAL TO THROTTLE PEDAL POSITION; THE SECOND IS A DIGITAL SIGNAL.BY DESIGN, THE DETECTION OF A SENSOR FAULT RESULTS IN THE ENGINE RETURNING TO (OR REMAINING AT) THE IDLE STATE.FORD IDENTIFIED A DEFECT IN THE PAP ETC SENSOR WHICH PREMATURELY AFFECTED AN OUTPUT SIGNAL; THE MIGRATION OF INTERNAL SENSOR LUBRICANT CAUSED A LOSS OF PROPORTIONAL SIGNAL.THE FAILURE MECHANISM IS PROGRESSIVE AND AS THE SENSOR DETERIORATES, THE EMS WILL DETECT A FAULT, STORE A FAULT CODE, ILLUMINATE A WARNING LAMP, AND THE ENGINE MAY REMAIN AT/RETURN TO IDLE.IN THE EARLY STAGES, NORMAL OPERATION CAN BE REGAINED BY PEDAL RE-APPLICATION.THE FAILURE PROGRESSES UNTIL THE ENGINE REMAINS AT IDLE.THE ENGINE DOES NOT STALL, POWER ASSISTED STEERING AND BRAKING SYSTEMS ARE UNAFFECTED. FORD CORRECTED THE ETC SENSOR DEFECT AND CONDUCTED FIELD SERVICE ACTION (FSA) 03B03 TO REPLACE ETC PEDALS, ADDRESSING 50% OF VEHICLES.AT AGENCY REQUEST TO IMPROVE COMPLETION RATE, FORD EXTENDED FSA 03B03 FOR 6 MONTHS.BASED ON ODI'S ANALYSIS OF AVAILABLE DATA, FORD'S ACTION HAS APPROPRIATELY RESOLVED THE ETC SENSOR PROPLEM IN THE SUBJECT VEHICLES.THE CLOSING OF THE INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST, AND SHOULD NOT BE CONSIDERED AS HAVING ANY PRECEDENTIAL VALUE OR EFFECT BINDING THE AGENCY IN FUTURE DEFECT INVESTIGATIONS. SEE THE ATTACHED SUMMARY REPORT FOR ADDITIONAL INFORMATION.
Vehicle Speed Control:linkages
FAILURE COUNTS FROM ODI?S ANALYSIS ARE STATED ABOVE; SEE THE ADDITIONAL PROBLEM EXPERIENCE DISCUSSION IN THE SUMMARY REPORT.FORD DATA CONTAINED DUPLICATIVE REPORTS FOR 4 ODI COMPLAINTS AND 1 CRASH.THREE CRASHES WERE ALLEGEDLY DUE TO INTERMITTENT OPERATION OF THE ELECTRONIC THROTTLE CONTROL (ETC) PEDAL, ONE CRASH OCCURRED WHEN AN ETC DISABLED VEHICLE WAS STRUCK BY ANOTHER MOTORIST, ONE REPORT CONTAINED NO DETAIL.THE INJURIES WERE MINOR.AN ISSUE INVOLVING FIXED ETC PEDALS WAS INVESTIGATED ALSO, HOWEVER FAILURE REPORTS AND POPULATIONS ARE NOT SHOWN ABOVE; SEE SUMMARY REPORT FOR DETAIL.ALTHOUGH FORD HAS USED ETC BASED THROTTLE CONTROL SYSTEMS FOR MANY YEARS, THE PAP FEATURE WAS NEW FOR MY 2002.THE SUBJECT ETC SENSOR PRODUCES TWO OUTPUT SIGNALS WHICH THE ENGINE MANAGEMENT SYSTEM (EMS) UTILIZES TO:1) DETERMINE FUELING REQUIREMENTS; AND 2) PERFORM SENSOR DIAGNOSTICS.ONE SIGNAL IS LINEARLY PROPORTIONAL TO THROTTLE PEDAL POSITION; THE SECOND IS A DIGITAL SIGNAL.BY DESIGN, THE DETECTION OF A SENSOR FAULT RESULTS IN THE ENGINE RETURNING TO (OR REMAINING AT) THE IDLE STATE.FORD IDENTIFIED A DEFECT IN THE PAP ETC SENSOR WHICH PREMATURELY AFFECTED AN OUTPUT SIGNAL; THE MIGRATION OF INTERNAL SENSOR LUBRICANT CAUSED A LOSS OF PROPORTIONAL SIGNAL.THE FAILURE MECHANISM IS PROGRESSIVE AND AS THE SENSOR DETERIORATES, THE EMS WILL DETECT A FAULT, STORE A FAULT CODE, ILLUMINATE A WARNING LAMP, AND THE ENGINE MAY REMAIN AT/RETURN TO IDLE.IN THE EARLY STAGES, NORMAL OPERATION CAN BE REGAINED BY PEDAL RE-APPLICATION.THE FAILURE PROGRESSES UNTIL THE ENGINE REMAINS AT IDLE.THE ENGINE DOES NOT STALL, POWER ASSISTED STEERING AND BRAKING SYSTEMS ARE UNAFFECTED. FORD CORRECTED THE ETC SENSOR DEFECT AND CONDUCTED FIELD SERVICE ACTION (FSA) 03B03 TO REPLACE ETC PEDALS, ADDRESSING 50% OF VEHICLES.AT AGENCY REQUEST TO IMPROVE COMPLETION RATE, FORD EXTENDED FSA 03B03 FOR 6 MONTHS.BASED ON ODI'S ANALYSIS OF AVAILABLE DATA, FORD'S ACTION HAS APPROPRIATELY RESOLVED THE ETC SENSOR PROPLEM IN THE SUBJECT VEHICLES.THE CLOSING OF THE INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST, AND SHOULD NOT BE CONSIDERED AS HAVING ANY PRECEDENTIAL VALUE OR EFFECT BINDING THE AGENCY IN FUTURE DEFECT INVESTIGATIONS. SEE THE ATTACHED SUMMARY REPORT FOR ADDITIONAL INFORMATION.
PE03044 · Accelerator Pedal Sensor Failure (etc)
Opened Sep 26, 2003 · Closed Feb 18, 2004
Status: closed (inferred from source dates) · Vehicle Speed Control; Vehicle Speed Control:accelerator Pedal
THE SUBJECT VEHICLES FOR THIS INVESTIGATION INCLUDE MODEL YEAR 2002 AND 2003 EXCURSION AND F SUPER DUTY TRUCKS EQUIPPED WITH 7.3L DIESEL ENGINES AND AN OPTIONAL POWER ADJUSTABLE PEDAL (PAP) FEATURE.THE SUBJECT VEHICLES UTILIZE AN ELECTRONIC THROTTLE CONTROL (ETC) SYSTEM TO CONTROL ENGINE SPEED AND POWER.THE ACCELERATOR PEDAL POSITION SENSOR OF THE ETC SYSTEM WAS REPLACED UNDER FORD'S FIELD SERVICE ACTION (FSA) 03B03 (ANNOUNCED IN FEBRUARY 2003) DUE TO CONCERNS THAT IT MAY NOT OPERATE AS DESIGNED AND AS A RESULT, MAY CAUSE THE VEHICLE TO CONTINUE TO IDLE OR UNEXPECTEDLY SLOW WHEN THE ACCELERATOR IS APPLIED.CERTAIN COMPLAINT AND WARRANTY INFORMATION RELATED TO THE VEHICLES INVOLVED IN FSA 03B03 HAS NOT BEEN PROVIDED BY FORD, AS DISCUSSED IN DETAIL IN FORD'S RESPONSE LETTER (DATED DECEMBER 2, 2003) TO ODI'S PRELIMINARY EVALUATION INFORMATION REQUEST.THIS ADDITIONAL INFORMATION, WHICH IS REQUIRED TO ADEQUATELY ASSESS THE SAFETY IMPLICATIONS OF THE ALLEGED DEFECT, WILL BE OBTAINED AND ANALYZED DURING THE ENGINEERING ANALYSIS PHASE OF THE INVESTIGATION.THE MANUFACTURER FAILURE REPORT COUNTS WILL BE DETERMINED AT THAT TIME.
Additional source detail variants (2)
Vehicle Speed Control:accelerator Pedal
THE SUBJECT VEHICLES FOR THIS INVESTIGATION INCLUDE MODEL YEAR 2002 AND 2003 EXCURSION AND F SUPER DUTY TRUCKS EQUIPPED WITH 7.3L DIESEL ENGINES AND AN OPTIONAL POWER ADJUSTABLE PEDAL (PAP) FEATURE.THE SUBJECT VEHICLES UTILIZE AN ELECTRONIC THROTTLE CONTROL (ETC) SYSTEM TO CONTROL ENGINE SPEED AND POWER.THE ACCELERATOR PEDAL POSITION SENSOR OF THE ETC SYSTEM WAS REPLACED UNDER FORD'S FIELD SERVICE ACTION (FSA) 03B03 (ANNOUNCED IN FEBRUARY 2003) DUE TO CONCERNS THAT IT MAY NOT OPERATE AS DESIGNED AND AS A RESULT, MAY CAUSE THE VEHICLE TO CONTINUE TO IDLE OR UNEXPECTEDLY SLOW WHEN THE ACCELERATOR IS APPLIED.CERTAIN COMPLAINT AND WARRANTY INFORMATION RELATED TO THE VEHICLES INVOLVED IN FSA 03B03 HAS NOT BEEN PROVIDED BY FORD, AS DISCUSSED IN DETAIL IN FORD'S RESPONSE LETTER (DATED DECEMBER 2, 2003) TO ODI'S PRELIMINARY EVALUATION INFORMATION REQUEST.THIS ADDITIONAL INFORMATION, WHICH IS REQUIRED TO ADEQUATELY ASSESS THE SAFETY IMPLICATIONS OF THE ALLEGED DEFECT, WILL BE OBTAINED AND ANALYZED DURING THE ENGINEERING ANALYSIS PHASE OF THE INVESTIGATION.THE MANUFACTURER FAILURE REPORT COUNTS WILL BE DETERMINED AT THAT TIME.
Vehicle Speed Control
THE SUBJECT VEHICLES FOR THIS INVESTIGATION INCLUDE MODEL YEAR 2002 AND 2003 EXCURSION AND F SUPER DUTY TRUCKS EQUIPPED WITH 7.3L DIESEL ENGINES AND AN OPTIONAL POWER ADJUSTABLE PEDAL (PAP) FEATURE.THE SUBJECT VEHICLES UTILIZE AN ELECTRONIC THROTTLE CONTROL (ETC) SYSTEM TO CONTROL ENGINE SPEED AND POWER.THE ACCELERATOR PEDAL POSITION SENSOR OF THE ETC SYSTEM WAS REPLACED UNDER FORD'S FIELD SERVICE ACTION (FSA) 03B03 (ANNOUNCED IN FEBRUARY 2003) DUE TO CONCERNS THAT IT MAY NOT OPERATE AS DESIGNED AND AS A RESULT, MAY CAUSE THE VEHICLE TO CONTINUE TO IDLE OR UNEXPECTEDLY SLOW WHEN THE ACCELERATOR IS APPLIED.CERTAIN COMPLAINT AND WARRANTY INFORMATION RELATED TO THE VEHICLES INVOLVED IN FSA 03B03 HAS NOT BEEN PROVIDED BY FORD, AS DISCUSSED IN DETAIL IN FORD'S RESPONSE LETTER (DATED DECEMBER 2, 2003) TO ODI'S PRELIMINARY EVALUATION INFORMATION REQUEST.THIS ADDITIONAL INFORMATION, WHICH IS REQUIRED TO ADEQUATELY ASSESS THE SAFETY IMPLICATIONS OF THE ALLEGED DEFECT, WILL BE OBTAINED AND ANALYZED DURING THE ENGINEERING ANALYSIS PHASE OF THE INVESTIGATION.THE MANUFACTURER FAILURE REPORT COUNTS WILL BE DETERMINED AT THAT TIME.