NHTSA owner reports · September 18, 2026 snapshot.
Vehicle Speed Control complaints
44 reportsClear category filter20,000 miles · Apr 3, 2008
Vehicle Speed Control
TL*THE CONTACT OWNS A 2005 FORD EXPLORER. WHILE DRIVING 40 MPH WITH THE CRUISE CONTROL ACTIVATED, ALL OF THE WARNING LIGHTS ILLUMINATED AND THE VEHICLE SLOWED DOWN. THE CONTACT PULLED OVER AND THE VEHICLE STALLED. THE DEALER COULD NOT DIAGNOSE THE CAUSE OF THE FAILURE. THE CURRENT MILEAGE WAS 46,000 AND FAILURE MILEAGE WAS 2…
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TL*THE CONTACT OWNS A 2005 FORD EXPLORER. WHILE DRIVING 40 MPH WITH THE CRUISE CONTROL ACTIVATED, ALL OF THE WARNING LIGHTS ILLUMINATED AND THE VEHICLE SLOWED DOWN. THE CONTACT PULLED OVER AND THE VEHICLE STALLED. THE DEALER COULD NOT DIAGNOSE THE CAUSE OF THE FAILURE. THE CURRENT MILEAGE WAS 46,000 AND FAILURE MILEAGE WAS 20,000.
NHTSA ODI #10223281
70,235 miles · Mar 15, 2008
Vehicle Speed Control
WHILE DRIVING THE 2005 FORD EXPLORER XLT, 4X4 (4.0 L, 6-CYL, ADVANCE TRAC WITH ROLL STABILITY CONTROL) VEHICLE , THE CRUISE CONTROL WAS ENGAGED AT APPROXIMATELY 48 MPH. LESS THAN 5 SECONDS LATER, WHILE DRIVING BETWEEN 48 MPH AND 50 MPH THE VEHICLE ENGINE SHUT-OFF. FORD CAR/TRUCK DEALER WAS NOTIFIED THAT THE ENGINE SHUT-OFF W…
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WHILE DRIVING THE 2005 FORD EXPLORER XLT, 4X4 (4.0 L, 6-CYL, ADVANCE TRAC WITH ROLL STABILITY CONTROL) VEHICLE , THE CRUISE CONTROL WAS ENGAGED AT APPROXIMATELY 48 MPH. LESS THAN 5 SECONDS LATER, WHILE DRIVING BETWEEN 48 MPH AND 50 MPH THE VEHICLE ENGINE SHUT-OFF. FORD CAR/TRUCK DEALER WAS NOTIFIED THAT THE ENGINE SHUT-OFF WHILE THE VEHICLE CRUISE CONTROL WAS ENGAGED AT APPROXIMATELY 50 MPH. DURING THE PAST TWO YEARS THE FORD CAR/TRUCK DEALER WAS PREVIOUSLY NOTIFIED THAT ENGINE FAILURE HAD ALSO OCCURRED FIVE SEPARATE TIMES IMMEDIATELY AFTER THE CRUISE CONTROL WAS ENGAGED. *TR
NHTSA ODI #10221298
Mileage unknown · Sep 6, 2007
Engine And Engine CoolingExterior LightingPower Train
2005 EXPLORER WITH MULTIPLE PROBLEMS WITH THE ENGINE AND TRANSMISSION. CUSTOMER STATES THE VEHICLE HAS BEEN TO THE DEALER ON 3 SEPARATE OCCASIONS FOR SHUTTING OFF AND PASSING GEARS ALMOST CAUSING ACCIDENTS. *KB THERE WAS A KNOCKING NOISE COMING FROM THE ENGINE AREA. THE VEHICLE JERKED INTO PASSING GEAR WHILE THE CONSUMER WAS…
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2005 EXPLORER WITH MULTIPLE PROBLEMS WITH THE ENGINE AND TRANSMISSION. CUSTOMER STATES THE VEHICLE HAS BEEN TO THE DEALER ON 3 SEPARATE OCCASIONS FOR SHUTTING OFF AND PASSING GEARS ALMOST CAUSING ACCIDENTS. *KB THERE WAS A KNOCKING NOISE COMING FROM THE ENGINE AREA. THE VEHICLE JERKED INTO PASSING GEAR WHILE THE CONSUMER WAS TRYING TO ACCELERATE. THE TRANSMISSION GASKET WAS REPLACED. THE CRUISE CONTROL WOULD NOT ENGAGE. THE LEFT TURN SIGNAL BULB WAS REPLACED. *JB
NHTSA ODI #10202676
Mileage unknown · Jul 18, 2007
Vehicle Speed Control
WHILE DRIVING THE VEHICLE AT ANY GIVEN SPEED AND NO MATTER HOW MUCH GAS I HAVE THE VEHICLE SHUTS OFF AND ALL POWERWAS LOST. I WAS ABLE TO RESTART VEHICLE ONLY IF I CAE TO A COMPLETE STOP AND PUT VEHICLE IN PARK, THEN VEHICLE RE-STARTED AND ACTED NORMALLY. THIS HAPPENED SOMETIMES 3 TO 4 TIMES A DAY OR NOT FOR A MONTH. I WAS …
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WHILE DRIVING THE VEHICLE AT ANY GIVEN SPEED AND NO MATTER HOW MUCH GAS I HAVE THE VEHICLE SHUTS OFF AND ALL POWERWAS LOST. I WAS ABLE TO RESTART VEHICLE ONLY IF I CAE TO A COMPLETE STOP AND PUT VEHICLE IN PARK, THEN VEHICLE RE-STARTED AND ACTED NORMALLY. THIS HAPPENED SOMETIMES 3 TO 4 TIMES A DAY OR NOT FOR A MONTH. I WAS TOLD BY MY FORD DEALER THAT THEY COULD NOT DUPLICATE THE PROBLEM DESPITE DRIVING THE VEHICLE HOME AND HOOKING UP THE COMPUTER TO IT. THE LAST ADVICE I RECEIVED FROM FORD WAS TO GET THE VEHICLE TOWED IN WHEN STOPPAGE OCCURS. THATWAS NOT THAT EASY WHEN YOU NEED THE VEHICLE TO GET YOU TO YOUR DESTINATION OR YOU WERE STUCK IN A BAD AREA. THIS OCCURRED 1 YEAR AFTER PURCHASE. ALSO, I HAVE A NOTICED THAT THE VEHICLE SURGESD WHEN THE BRAKEWA S APPLIED AS IF THE GAS HAD BEEN APPLIED. *AK
NHTSA ODI #10196753
23,000 miles · May 9, 2007
Vehicle Speed Control
TL*THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT THE VEHICLE AUTOMATICALLY ACCELERATES AT RANDOM AND WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER AND THE FAILURE OCCURRED AGAIN WHILE DRIVING INTO THE SERVICE BAY AT 5 MPH. THE DEALER WAS UNABLE TO DIAGNOSE THE CAUSE OF FAILURE. THE ENGINE SIZE IS UNAV…
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TL*THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT THE VEHICLE AUTOMATICALLY ACCELERATES AT RANDOM AND WITHOUT WARNING. THE VEHICLE WAS TAKEN TO THE DEALER AND THE FAILURE OCCURRED AGAIN WHILE DRIVING INTO THE SERVICE BAY AT 5 MPH. THE DEALER WAS UNABLE TO DIAGNOSE THE CAUSE OF FAILURE. THE ENGINE SIZE IS UNAVAILABLE. THE CURRENT AND FAILURE MILEAGES WERE 23,000.
NHTSA ODI #10190330
5,922 miles · Apr 23, 2007
Vehicle Speed Control
FORD EXPLORER WITH A DEFECTIVE ACCELERATOR/BRAKE PEDAL CUSTOMER STATES THAT THE BRAKE PEDAL ACTS LIKE THE GAS PEDAL SOMETIMES**CC THE CONSUMER STATED THE SURGE ALWAYS HAPPENS WHILE DRIVING AT LOW SPEEDS. 4/23/07 *TR
NHTSA ODI #10189010
30,500 miles · Mar 20, 2007
Engine And Engine CoolingVehicle Speed Control
TL*- THE CONTACT STATED THAT WHILE DRIVING THE 2005 FORD EXPLORER WITH 30500 FAILURE MILEAGE ON SIX DIFFERENT OCCASIONS AT ANY RATE OF SPEED THE VEHICLE STALLED WITHOUT ANY WARNING AND HAD TO BE RESTARTED IN NEUTRAL. THE VEHICLE WAS TAKEN TO THE DEALER ON THREE SEPARATE OCCASIONS, AND THE PROBLEM COULD NOT BE DUPLICATED. …
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TL*- THE CONTACT STATED THAT WHILE DRIVING THE 2005 FORD EXPLORER WITH 30500 FAILURE MILEAGE ON SIX DIFFERENT OCCASIONS AT ANY RATE OF SPEED THE VEHICLE STALLED WITHOUT ANY WARNING AND HAD TO BE RESTARTED IN NEUTRAL. THE VEHICLE WAS TAKEN TO THE DEALER ON THREE SEPARATE OCCASIONS, AND THE PROBLEM COULD NOT BE DUPLICATED. *AK THE CRUISE CONTROL WOULD NOT ENGAGE. UPDATED 04/05/07. *JB
NHTSA ODI #10185628
35,750 miles · Mar 16, 2007
Vehicle Speed Control
OUR VEHICLE IS A 2005 FORD EXPLORER. WITH THE CRUISE CONTROL SET AND COASTING WITH THE COAST BUTTON DOWN TO 30 MPH THE CAR SHUTS OFF. WE JUST HAD THE CAR CHECKED AT COURTESY FORD IN PORTLAND OREGON AND WERE TOLD THAT EVERYTHING CHECKS OUT AND THERE IS NOTHING WRONG WITH THE CAR. SERVICE WAS ABLE TO REPRODUCE OUR CAR SHUTTING O…
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OUR VEHICLE IS A 2005 FORD EXPLORER. WITH THE CRUISE CONTROL SET AND COASTING WITH THE COAST BUTTON DOWN TO 30 MPH THE CAR SHUTS OFF. WE JUST HAD THE CAR CHECKED AT COURTESY FORD IN PORTLAND OREGON AND WERE TOLD THAT EVERYTHING CHECKS OUT AND THERE IS NOTHING WRONG WITH THE CAR. SERVICE WAS ABLE TO REPRODUCE OUR CAR SHUTTING OFF WITH THE CRUISE CONTROL ON WHEN COASTING TO 30 MPH. I FILED A COMPLAINT WITH FORD CUSTOMER CARE AND WAS ALSO TOLD THAT ALL SYSTEMS CHECKED OUT AND THERE IS NOTHING WRONG WITH OUR CAR. COURTESY FORD WAS NOT ABLE TO REPRODUCE THIS PROBLEM IN 3 OTHER NEWER MODEL EXPLORERS, BUT TODAY WERE ABLE TO REPRODUCE THIS PROBLEM IN 2 OTHER 2005 EXPLORERS.
NHTSA ODI #10185353
28,000 miles · Aug 31, 2006
Engine And Engine CoolingVehicle Speed Control
DT*: THE CONTACT STATED THE VEHICLE STALLED ON 3 OCCASIONS WHILE THE VEHICLE WAS IN MOTION. THE VEHICLE HAS NOT BEEN TO A SERVICE DEALER AND THE CONTACT WAS UNSURE OF WHAT CAUSED THE PROBLEM.
NHTSA ODI #10167180
12,400 miles · Mar 20, 2006
Vehicle Speed Control
DT*: THE CONTACT STATED WHEN ACTIVATING THE CRUISE CONTROL AND THE SPEED SET AT 70 MPH, THE CRUISE CONTROL DEACTIVATES ITSELF WITH NO INTERACTION FROM THE CONTACT. THE VEHICLE WAS TAKEN TO THE DEALER FOR INSPECTION; HOWEVER THE PROBLEM COULD NOT BE DUPLICATED. VEHICLE SPEED CONTROL DEACTIVATED 3 TIMES WHILE IN USE. IN FEBRUAR…
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DT*: THE CONTACT STATED WHEN ACTIVATING THE CRUISE CONTROL AND THE SPEED SET AT 70 MPH, THE CRUISE CONTROL DEACTIVATES ITSELF WITH NO INTERACTION FROM THE CONTACT. THE VEHICLE WAS TAKEN TO THE DEALER FOR INSPECTION; HOWEVER THE PROBLEM COULD NOT BE DUPLICATED. VEHICLE SPEED CONTROL DEACTIVATED 3 TIMES WHILE IN USE. IN FEBRUARY 2006, AFTER SPEED CONTROL DEACTIVATED IT TOOK 3 TO 5 MINUTES TO TURN IT BACK ON. DEALER FOUND NO PROBLEM. IN MARCH 2006, IT DEACTIVATED ONCE. *AK
NHTSA ODI #10153150
NHTSA investigations
2EA09013 · Vehicle Rollaway Allegations
Opened Aug 18, 2009 · Closed Feb 12, 2013
Status: closed (inferred from source dates) · Power Train:automatic Transmission:gear Position Indication (prndl); Power Train:automatic Transmission:lever And Linkage:column Shift; Steering; Steering:column; Steering:column LOCKING:ANTI-THEFT Device
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Additional source detail variants (5)
Power Train:automatic Transmission:gear Position Indication (prndl)
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Power Train:automatic Transmission:lever And Linkage:column Shift
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering:column
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering:column LOCKING:ANTI-THEFT Device
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
Steering
This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
PE09020 · Vehicle Rollaway Allegations
Opened Apr 21, 2009 · Closed Aug 19, 2009
Status: closed (inferred from source dates) · Steering; Steering:column; Steering:column LOCKING:ANTI-THEFT Device
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Additional source detail variants (3)
Steering:column
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Steering:column LOCKING:ANTI-THEFT Device
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
Steering
IN RESPONSE TO AN INFORMATION REQUEST (IR) LETTER SENT BY THE OFFICE OF DEFECTS INVESTIGATION (ODI), FORD STATED CONSUMER REPORTS OF HIGHER THAN EXPECTED EFFORTS WHEN SHIFTING INTO AND OUT OF PARK COULD BE A RESULT OF A GROOVE BEING WORN INTO THE SWING ARM RAMP OF THE STEERING COLUMN. THE SWING ARM IS A COMPONENT BOLTED TO THE STEERING COLUMN THAT ASSISTS IN SHIFTING THROUGH THE TRANSMISSION GEARS.AN ENGINEERING EVALUATION CONDUCTED BY FORD OF RETURNED STEERING COLUMNS FOUND THE GROOVE COULD BE CREATED OVER TIME IF CONSUMER SHIFT MORE QUICKLY FROM THE DRIVE OR REVERSE TO PARK THAN THE BRAKE SHIFT INTERLOCK (BSI) SOLENOID PIN RETRACTS AFTER THE BRAKE PEDAL IS APPLIED. IN NOVEMBER OF 2004, FORD RELEASED A REDESIGNED BSI SOLENOID WITH A SHORTER PIN RETRACTING TIME AS A SERVICEABLE COMPONENT. FORD HAS NOTED THE SHORTER RETRACTION TIME SIGNIFICANTLY LESSENS THE LIKELIHOOD OF BSI SOLENOID PIN TO SWING ARM CONTACT EVEN WITH RAPID CONSUMER SHIFTS.FORD ALSO ISSUED A TECHNICAL SERVICE BULLETIN, TSB 04-22-12, TO INSTRUCT SERVICE TECHNICIANS ON THE PROPER DIAGNOSIS AND VEHICLE REPAIR. REVIEWING COMPLAINTS TO ODI AND DATA SUBMITTED BY FORD, ODI HAS IDENTIFIED 200 ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT AFTER CONSUMERS BELIEVE THEY HAVE SHIFTED THE VEHICLE INTO PARK, RESULTING IN 85 ALLEGED CRASHES AND 32 ALLEGED INJURIES.IN ADDITION TO THE REPORTS OF ALLEGED INCIDENTS OF UNINTENDED VEHICLE MOVEMENT, ODI HAS ALSO IDENTIFIED 883 REPORTS OF CONSUMERS ALLEGING DIFFICULTY OR THE INABILITY TO SHIFT THE VEHICLE INTO PARK.THIS PRELIMINARY EVALUATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA09-013) TO FURTHER ASSESS THE SCOPE, FREQUENCY AND RISK TO MOTOR VEHICLE SAFETY OF THE ALLEGED DEFECT IN THE SUBJECT VEHICLES.
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