IllustrationREAR WHEEL WELL SHOCK TOWER MOUNT IS RUSTED OUT. THERE IS NO REASON THIS SHOULD BE HAPPENING. THIS IS A MAJOR SAFETY ISSUE.
2005 Ford Explorer
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2005 Ford Explorer do not stand out strongly from the model-year median of 609.
About this comparison →How this year compares
Owner complaints by model year
Compare all Explorer 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
420–25K
7425–50K
11450–75K
10275–100K
73100–150K
25150K+
430 reports with mileage · 67 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.
- Structure. Review the 151 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Power Train. Review the 99 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Vehicle Speed Control. Review the 44 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
22 crash reports6 fire reports13 injury reports
Suspension complaints
15 reportsTHERE ARE TWO CRACKS ON THE BACK TOP LIFT GATE WHICH ALLOWS WATER TO GET TO THE ELECTRIC LOCKS AND IT OPENS BY ITSELF WHEN WET. THE WHEELS BEARINGS HAVE TO BE REPLACED ABOUT EVERY 3 MONTHS. THE PASSENGER FRONT BELT TIGHTENS AND WILL NOT LOOSEN.
2005 FORD EXPLORER. CONSUMER WRITES IN REGARDS TO VEHICLE REAR AXLE LEAKING. *SMD THE CONSUMER STATED THE REAR AXLES WERE REPLACED AT 59,752. A YEAR LATER AFTER LISTENING TO THE NOISE IN THE REAR END FOR QUITE SOME TIME, THE PROBLEM RETURNED. SIX MONTHS LATER, THEY WERE REPLACED AGAIN. ALSO, THE REAR PANEL BENEATH THE WINDOW …
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2005 FORD EXPLORER. CONSUMER WRITES IN REGARDS TO VEHICLE REAR AXLE LEAKING. *SMD THE CONSUMER STATED THE REAR AXLES WERE REPLACED AT 59,752. A YEAR LATER AFTER LISTENING TO THE NOISE IN THE REAR END FOR QUITE SOME TIME, THE PROBLEM RETURNED. SIX MONTHS LATER, THEY WERE REPLACED AGAIN. ALSO, THE REAR PANEL BENEATH THE WINDOW WAS RUSTED AND THE THROTTLE NEEDS TO BE REPLACED, AS IT IS CAUSING VEHICLE HESITATION.*JB
2005 FORD EXPLORER. CONSUMER WRITES IN REGARDS TO PREMATURE FAILURE OF BALL JOINTS. *SMD THE CONSUMER STATED AFTER A SCHEDULED TIRE ROTATION, IT WAS DISCOVERED THE UPPER BALL JOINTS WERE OUT OF SPECIFICATIONS, WHICH RESULTED IN THEM BEING REPLACED. THE CONSUMER STATED THE FRONT SUSPENSION WAS SEVERELY COMPROMISED.
TL* THE CONTACT OWNS A 2005 FORD EXPLORER, EQUIPPED WITH GOODRICH TOURING T/A TIRES. THE TIRE SIZE WAS P235/75/R16 AND THE DOT NUMBER WAS AP70L2113710. THE CONTACT STATED THAT THERE WAS EXTREME AND CONSISTENT TREAD WEAR ON THE TIRES. DURING INCLEMENT WEATHER, THE VEHICLE WOULD HYDROPLANE ON THE HIGHWAY. THE DEALER AND MANUFACTUR…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER, EQUIPPED WITH GOODRICH TOURING T/A TIRES. THE TIRE SIZE WAS P235/75/R16 AND THE DOT NUMBER WAS AP70L2113710. THE CONTACT STATED THAT THERE WAS EXTREME AND CONSISTENT TREAD WEAR ON THE TIRES. DURING INCLEMENT WEATHER, THE VEHICLE WOULD HYDROPLANE ON THE HIGHWAY. THE DEALER AND MANUFACTURER WERE NOTIFIED, BUT STATED THAT THERE WAS NOTHING THAT THEY WERE ABLE TO DO TO ASSIST. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 58,575 AND THE CURRENT MILEAGE WAS 68,874. THE VIN WAS UNAVAILABLE. UPDATED 05/21/12 *BF UPDATED 06/01/12
2005 FORD EXPLORER FRONT WHEEL BEARINGS BAD AT 87,000 MILES AND BALL JOINTS HAVE SLACK IN THEM. RIDICULOUS THAT A CAR THIS NICE HAS SUCH PROBLEMS. LOTS OF COMPLAINTS ABOUT THE SAME THING ON THE INTERNET, REAR END HAS A ROAR IN IT TOO, OF COURSE I CAN'T AFFORD TO GET THIS STUFF FIXED. FORD SHOULD RECALL THESE AUTO AND FIX ALL…
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2005 FORD EXPLORER FRONT WHEEL BEARINGS BAD AT 87,000 MILES AND BALL JOINTS HAVE SLACK IN THEM. RIDICULOUS THAT A CAR THIS NICE HAS SUCH PROBLEMS. LOTS OF COMPLAINTS ABOUT THE SAME THING ON THE INTERNET, REAR END HAS A ROAR IN IT TOO, OF COURSE I CAN'T AFFORD TO GET THIS STUFF FIXED. FORD SHOULD RECALL THESE AUTO AND FIX ALL THESE PROBLEMS. THIS SHOULD NOT BE HAPPENING ON A NEW VEHICLE WHICH HAS NEVER PULLED ANYTHING, ONLY DRIVEN TO WORK AND BACK 12 MILES A DAY AND TOP SPEED IS 45 MILES PER HOUR. LAST FORD I WILL EVER OWN. *TR
TL*THE CONTACT OWNS A 2005 FORD EXPLORER. WHILE DRIVING 65 MPH THE REAR AXLE SEAL STARTED LEAKING AND HE COULD SMELL THE FLUIDS. HE CONTINUED TO DRIVE TO HIS DESTINATION. THE VEHICLE WAS LATER TAKEN TO AN AUTHORIZED DEALER. THE DEALER ADVISED HIM THAT THE REAR DIFFERENTIAL NEEDED TO BE REBUILT. HE STATED THAT THE FAILURE BECAME …
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TL*THE CONTACT OWNS A 2005 FORD EXPLORER. WHILE DRIVING 65 MPH THE REAR AXLE SEAL STARTED LEAKING AND HE COULD SMELL THE FLUIDS. HE CONTINUED TO DRIVE TO HIS DESTINATION. THE VEHICLE WAS LATER TAKEN TO AN AUTHORIZED DEALER. THE DEALER ADVISED HIM THAT THE REAR DIFFERENTIAL NEEDED TO BE REBUILT. HE STATED THAT THE FAILURE BECAME WORSE OVER TIME. THE VEHICLE WAS NOT REPAIRED. THE FAILURE MILEAGE WAS 57,732 AND THE CURRENT MILEAGE WAS 66,000.
UPPER BALL JOINT BOOTS FELL APART GREASE WASHES OUT BALL JOINT FAILURE AT 52,000 MILES. *TR
TL*THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED WHEN HE TOOK HIS VEHICLE INTO A LOCAL REPAIR SHOP FOR ROUTINE MAINTENANCE, THE MECHANIC INFORMED HIM THAT THE REAR COIL SPRING WAS CRACKING; IT WAS ENCASED WITH PLASTIC AND WATER GOT INTO IT. THE VEHICLE HAD NOT BEEN REPAIRED AT THE TIME OF THE COMPLAINT. THE CURRENT A…
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TL*THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED WHEN HE TOOK HIS VEHICLE INTO A LOCAL REPAIR SHOP FOR ROUTINE MAINTENANCE, THE MECHANIC INFORMED HIM THAT THE REAR COIL SPRING WAS CRACKING; IT WAS ENCASED WITH PLASTIC AND WATER GOT INTO IT. THE VEHICLE HAD NOT BEEN REPAIRED AT THE TIME OF THE COMPLAINT. THE CURRENT AND FAILURE MILEAGES WERE APPROXIMATELY 59,000. UPDATED 09/15/10. *LJUPDATED 09/16/10
TL*THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT CONTINUED TO HEAR A ROARING NOISE COMING FROM HER VEHICLE. SHE TOOK HER VEHICLE TO THE DEALER AND THEY STATED THAT THE FRONT DRIVER'S SIDE WHEEL BEARINGS WERE DEFECTIVE. THE NECESSARY REPAIRS WERE MADE BY AN INDEPENDENT MECHANIC. THE TWO FRONT WHEEL BEARINGS WERE REPLACED…
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TL*THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT CONTINUED TO HEAR A ROARING NOISE COMING FROM HER VEHICLE. SHE TOOK HER VEHICLE TO THE DEALER AND THEY STATED THAT THE FRONT DRIVER'S SIDE WHEEL BEARINGS WERE DEFECTIVE. THE NECESSARY REPAIRS WERE MADE BY AN INDEPENDENT MECHANIC. THE TWO FRONT WHEEL BEARINGS WERE REPLACED AND, UPON FURTHER INVESTIGATION, ALL FOUR WHEEL BEARINGS WERE FOUND TO BE DEFECTIVE. ALL FOUR WHEEL BEARINGS WERE REPLACED AT THE COST OF OVER $600. THE FAILURE AND CURRENT MILEAGES WERE LESS THAN 120,000.
Official recalls
0No recalls in this snapshot.
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
2EA09013 · Vehicle Rollaway Allegations
Opened Aug 18, 2009 · Closed Feb 12, 2013
Status: closed (inferred from source dates) · Power Train:automatic Transmission:gear Position Indication (prndl); Power Train:automatic Transmission:lever And Linkage:column Shift; Steering; Steering:column; Steering:column LOCKING:ANTI-THEFT Device
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Additional source detail variants (5)
Power Train:automatic Transmission:gear Position Indication (prndl)
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Power Train:automatic Transmission:lever And Linkage:column Shift
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering:column
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering:column LOCKING:ANTI-THEFT Device
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
PE09020 · Vehicle Rollaway Allegations
Opened Apr 21, 2009 · Closed Aug 19, 2009
Status: closed (inferred from source dates) · Steering; Steering:column; Steering:column LOCKING:ANTI-THEFT Device
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Additional source detail variants (3)
Steering:column
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Steering:column LOCKING:ANTI-THEFT Device
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Steering
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.