NHTSA owner reports · September 18, 2026 snapshot.
Wheels complaints
15 reportsClear category filter165,000 miles · Sep 28, 2020
Wheels
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE ATTEMPTING TO ACCELERATE FROM A STOP LIGHT, THE REAR DRIVER'S SIDE WHEEL DETACHED FROM THE VEHICLE AND ROLLED AWAY FROM THE VEHICLE INTO ONCOMING TRAFFIC. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHO DETERMINED THAT FOUR OF FIVE WHEELS STUDS HAD SHE…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE ATTEMPTING TO ACCELERATE FROM A STOP LIGHT, THE REAR DRIVER'S SIDE WHEEL DETACHED FROM THE VEHICLE AND ROLLED AWAY FROM THE VEHICLE INTO ONCOMING TRAFFIC. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHO DETERMINED THAT FOUR OF FIVE WHEELS STUDS HAD SHEARED OFF. THE WHEEL STUDS WERE REPLACED HOWEVER, WHILE DRIVING LATER THE FAILURE RECURRED. THE CAUSE OF THE FAILURE WAS NOT YET DETERMINED. THE MANUFACTURER AND LOCAL DEALER WERE NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS 165,000.
NHTSA ODI #11361510
Mileage unknown · Jul 23, 2018
EngineService BrakesWheels
SOMETHING WRONG WITH THE TIRE PRESSURE THE LIGHT STAYS ON IN THE MESSAGE BOARD AND A MESSAGE WITH THE BRAKE SYSTEM ALSO STAYS ON AND IT STALLS WHILE IM IN MOTION ON THE HWY AND STREETS AND TAKES AWHILE TO MOVE FOWARD AGAIN. I
NHTSA ODI #11113152
Mileage unknown · Aug 19, 2015
Power TrainWheels
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. WHILE DRIVING AT 20 MPH MAKING A TURN, THE 4 WHEEL DRIVE WARNING LIGHT ILLUMINATED AND FAILED TO TURN OFF. IN ADDITION, THE WHEELS SEIZED AND EMITTED AN ABNORMAL NOISE. THE CONTACT STATED THAT THE VEHICLE STALLED AND RESTARTED SHORTLY AFTERWARDS. THE FAILURE RECURRED SEVERAL TIMES. THE …
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. WHILE DRIVING AT 20 MPH MAKING A TURN, THE 4 WHEEL DRIVE WARNING LIGHT ILLUMINATED AND FAILED TO TURN OFF. IN ADDITION, THE WHEELS SEIZED AND EMITTED AN ABNORMAL NOISE. THE CONTACT STATED THAT THE VEHICLE STALLED AND RESTARTED SHORTLY AFTERWARDS. THE FAILURE RECURRED SEVERAL TIMES. THE VEHICLE WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE FAILURE MILEAGE WAS UNKNOWN. THE VIN WAS NOT AVAILABLE.
NHTSA ODI #10749800
113,641 miles · Dec 7, 2014
Electronic Stability Control (esc)SteeringWheelsCrash
HELLO WHILE DRIVING DOWN THE HIGHWAY, THE UPPER BALL JOINT IN THE DRIVERS SIDE FRONT BROKE AND CAUSED DAMAGE TO THE AXLE, TIRE, AND WHEEL. THIS CAUSED ISSUES WITH CONTROL OF VEHICLE AND COULD HAVE CAUSE A MUCH GREATER ACCIDENT THAN WHAT OCCURRED. I WAS ABLE TO AVOID A MAJOR ACCIDENT, PARTIALLY DUE TO THE LOW SPEED AT THE TI…
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HELLO WHILE DRIVING DOWN THE HIGHWAY, THE UPPER BALL JOINT IN THE DRIVERS SIDE FRONT BROKE AND CAUSED DAMAGE TO THE AXLE, TIRE, AND WHEEL. THIS CAUSED ISSUES WITH CONTROL OF VEHICLE AND COULD HAVE CAUSE A MUCH GREATER ACCIDENT THAN WHAT OCCURRED. I WAS ABLE TO AVOID A MAJOR ACCIDENT, PARTIALLY DUE TO THE LOW SPEED AT THE TIME, HOWEVER HAD THIS OCCURRED WHILE I WAS ON THE INTERSTATE OR ON A CROWDED HIGHWAY, THIS COULD HAVE HAD EXPONENTIALLY WORSE OUTCOMES. I HAVE BEEN TOLD BY NUMEROUS MECHANICS THAT THE BALL JOINTS ARE AN ISSUE FOR FORD EXPLORERS AND THIS ISN'T MY FIRST ISSUE WITH THEM MYSELF. I ALSO HAD ISSUES WITH MY 2004 EXPLORER. THIS WAS NOT AN ORIGINAL PART TO THE VEHICLE AND WAS CHECKED LESS THAN A WEEK BEFORE IT BROKE AND PASSED INSPECTION. PLEASE LOOK INTO BALL JOINT ISSUES FOR FORD EXPLORERS AND KEEP SOMETHING LIKE THIS FROM HAPPENING AGAIN. A PICTURE OF THE VEHICLE IS BELOW. PLEASE CONTACT ME FOR MORE INFORMATION IF NEEDED. HTTP://OI59.TINYPIC.COM/T658XD.JPG. *TR
NHTSA ODI #10662643
190,000 miles · Sep 29, 2014
Wheels
WHILE PULLING INTO THE DRIVEWAY OF A GAS STATION HEARD A THUMP FROM THE REAR PASSENGER TIRE/RIM. WHEN LEAVING THE GAS STATION NOTICED A VIBRATION WHICH BECAME INCREASINGLY MORE VIOLENT. WHILE ROUNDING A CURVE 4 OUT OF 5 LUGS SHEARED (CAUSING THE LUGNUTS AND CENTERCAP TO FLY OFF). *TR
NHTSA ODI #10639998
209,000 miles · Sep 29, 2014
Wheels
AT 55MPH THE REAR LUGS ON THE PASSENGER SIDE SHEARED OFF CAUSING THE TIRE TO FLY OFF. BROUGHT THE VEHICLE TO A SAFE STOP OFF THE HIGHWAY AND HAD IT TOWED TO A FORD DEALERSHIP. WAS TOLD THIS WAS A COMMON PROBLEM FOR THE 2002-2005 FORD EXPLORER. *TR
NHTSA ODI #10639996
128,000 miles · Sep 25, 2013
Wheels
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 30 MPH, THE LUG NUTS BECAME DETACHED FROM THE REAR TIRES WITHOUT WARNING, CAUSING THE CONTACT TO BARELY AVOID A CRASH. THE VEHICLE WAS TAKEN TO A DEALER AND THE MECHANIC DIAGNOSED THAT THE INCORRECT LUG NUTS WERE ON THE VEHICLE WHICH W…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 30 MPH, THE LUG NUTS BECAME DETACHED FROM THE REAR TIRES WITHOUT WARNING, CAUSING THE CONTACT TO BARELY AVOID A CRASH. THE VEHICLE WAS TAKEN TO A DEALER AND THE MECHANIC DIAGNOSED THAT THE INCORRECT LUG NUTS WERE ON THE VEHICLE WHICH WOULD NEED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED. THE APPROXIMATE FAILURE MILEAGE WAS 128,000.
NHTSA ODI #10545281
95,000 miles · Jul 15, 2013
Wheels
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING 65 MPH AND TURNING LEFT TO EXIT THE HIGHWAY, THE PASSENGER'S SIDE WHEEL DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC. THE TECHNICIAN DIAGNOSED THAT THE LUGS NUTS HAD SHEARED OFF, CAUSING THE FAILURE. AS A RESULT, THE L…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING 65 MPH AND TURNING LEFT TO EXIT THE HIGHWAY, THE PASSENGER'S SIDE WHEEL DETACHED FROM THE VEHICLE. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC. THE TECHNICIAN DIAGNOSED THAT THE LUGS NUTS HAD SHEARED OFF, CAUSING THE FAILURE. AS A RESULT, THE LUG NUTS HAD TO BE REPLACED. THE CONTACT MENTIONED THAT THE FAILURE HAD RECURRED WITH BOTH OF THE REAR TIRE LUG NUTS, WHICH STARTED TO SHEAR OFF AND CAUSED A LOUD NOISE WHILE DRIVING. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE VEHICLE WAS REPAIRED. THE VIN WAS NOT AVAILABLE. THE FAILURE MILEAGE WAS 95,000 AND THE CURRENT MILEAGE WAS 115,000. *TR
NHTSA ODI #10524935
78,000 miles · Jul 16, 2012
Wheels
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED WHILE DRIVING 25 MPH SHE HEARD A NOISE WHEN ANOTHER DRIVER PULLED NEXT TO HER AND TOLD HER THAT HER REAR DRIVER SIDE TIRE WAS ABOUT TO FALL OFF. UPON FURTHER INSPECTION, SHE NOTICED THAT SHE ONLY HAD THREE OF THE FOUR LUG NUTS ON THE RIM. THE CONTACT HAD EXPERIENCED T…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED WHILE DRIVING 25 MPH SHE HEARD A NOISE WHEN ANOTHER DRIVER PULLED NEXT TO HER AND TOLD HER THAT HER REAR DRIVER SIDE TIRE WAS ABOUT TO FALL OFF. UPON FURTHER INSPECTION, SHE NOTICED THAT SHE ONLY HAD THREE OF THE FOUR LUG NUTS ON THE RIM. THE CONTACT HAD EXPERIENCED THE FAILURE PREVIOUSLY. THE VEHICLE HAD NOT BEEN REPAIRED. THE FAILURE AND CURRENT MILEAGES WERE 78,000.
NHTSA ODI #10465803
55,000 miles · Jun 26, 2012
Wheels
TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING 30 MPH, A LOUD NOISE WAS EMITTED FROM THE REAR PASSENGER SIDE. THE CONTACT INSPECTED THE VEHICLE AND NOTICED A BROKEN LUG NUT AND STUD ON THE REAR PASSENGER WHEEL. THE CONTACT REPLACED THE LUG NUT AND STUD, BUT THE FAILURE WAS NOT CORRECTED. THE LUG…
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TL* THE CONTACT OWNS A 2005 FORD EXPLORER. THE CONTACT STATED THAT WHILE DRIVING 30 MPH, A LOUD NOISE WAS EMITTED FROM THE REAR PASSENGER SIDE. THE CONTACT INSPECTED THE VEHICLE AND NOTICED A BROKEN LUG NUT AND STUD ON THE REAR PASSENGER WHEEL. THE CONTACT REPLACED THE LUG NUT AND STUD, BUT THE FAILURE WAS NOT CORRECTED. THE LUG NUT AND STUD CONTINUED TO BRAKE. THE CONTACT FELT THAT THE WHEEL COULD BE DEFECTED AND CAUSED THE LUG NUT AND STUD TO FAIL. THE VIN WAS NOT AVAILABLE. THE FAILURE MILEAGE WAS 55,000 AND THE CURRENT MILEAGE WAS 60,000.
NHTSA ODI #10463173
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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