NHTSA owner reports · September 18, 2026 snapshot.
Engine complaints
9 reportsClear category filterMileage unknown · Apr 30, 2017
Engine
MY TRUCK HAS 101K MILES ON IT AND IT JUST STARTED STALLING OUT WHILE DRIVING( ON STREETS AND HIGHWAYS), ALSO WHILE JUST IDLING IT STALLS(STATIONARY). I TOOK IT TO MY LOCAL FORD FOR THEM TO HOOK IT UP ON THEIR COMPUTER TO SEE WHAT THE PROBLEM IS. AFTER HOURS THERE AND IT STALLING OUT AND NOT RESTARTING THEY COULDN'T TELL WHAT WA…
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MY TRUCK HAS 101K MILES ON IT AND IT JUST STARTED STALLING OUT WHILE DRIVING( ON STREETS AND HIGHWAYS), ALSO WHILE JUST IDLING IT STALLS(STATIONARY). I TOOK IT TO MY LOCAL FORD FOR THEM TO HOOK IT UP ON THEIR COMPUTER TO SEE WHAT THE PROBLEM IS. AFTER HOURS THERE AND IT STALLING OUT AND NOT RESTARTING THEY COULDN'T TELL WHAT WAS WRONG WITH IT AND CHARGED ME $125. AS I WAS LEAVING THEY SAID CHANGE YOUR MAF SENSOR AND #8 COIL AND IT'LL BE FINE. SO, I DID JUST THAT IN THE PARKING LOT AND IT STILL DOES THE SAME THING. IT STALLED OUT MANY TIMES ON MY WAY HOME. I THOUGHT BY TAKING IT TO THE FORD DEALERSHIP (THE PEOPLE THAT HAVE ALL THE ANSWERS FOR THEIR PRODUCTS) I WOULD GET IT FIXED. AND MAKE MY TRUCK SAFE AGAIN. I WAS WRONG. IS THERE SOMETHING YOU CAN DO TO HELP ME WITH THIS. THANKS
NHTSA ODI #10981472
120,000 miles · Apr 8, 2016
Engine
MY TRUCK HAS SPIT OUT TWO SPARK PLUGS ON THE PASSENGER SIDE OF THE ENGINE. THESE PLUGS HAD TO BE REPAIRED WITH A HELL-COIL AND THIS IS A TEMPORARY FIX. IT COST ME $400 TO REPAIR BOTH. MY TRUCK HAS OVER 100,000 MILES AND SPIT OUT THE FIRST AT 120,000.
NHTSA ODI #10854243
Mileage unknown · Mar 19, 2016
EngineInjury
SPARK PLUG SHOOT OUT OF ENGINE. THIS IS THE 3RD TIME IT IS BECAUSE THERE IS ONLY 4 THREADS TO SCREW INTO THIS HAS HAPPENED TO THIS TRUCK TWO TIMES WHEN IT WAS YOUR WITH THE FACTORY PLUGS. AND NOW WITH OTHERS THAT WERE THAT WERE DO TO SPECS BY FORD. THIS IS AN EXPENSIVE FIX AND IT IS DANGEROUS TO PEOPLE THAT STICK THEIR HAND I…
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SPARK PLUG SHOOT OUT OF ENGINE. THIS IS THE 3RD TIME IT IS BECAUSE THERE IS ONLY 4 THREADS TO SCREW INTO THIS HAS HAPPENED TO THIS TRUCK TWO TIMES WHEN IT WAS YOUR WITH THE FACTORY PLUGS. AND NOW WITH OTHERS THAT WERE THAT WERE DO TO SPECS BY FORD. THIS IS AN EXPENSIVE FIX AND IT IS DANGEROUS TO PEOPLE THAT STICK THEIR HAND IT THERE WHEN THEY SEE A FLOPPY COIL AND DON'T KNOW THEY CAN BE SHOCKED. PLEASE DO SOMETHING PEOPLE ARE GETTING HURT. IT ALWAYS HAPPENS TO ME WHEN DRIVING, THERE IS A LOUD NOISE AND THEN IT STARTS RUNNING DIFFERENT ANSWERS SOUNDS LIKE A LAWNMOWER WITHOUT A MUFFLER. IT IS SCARY AND CAUSED ME A PANIC ATTACK AS I HAD TO FIND MY WAY OFF THE HIGHWAY WONDERING IF IT IS GOING TO EXPLODE. IT NOR FIXED BECAUSE IT COST TO MUCH AND MY HAND IT TWITCHY FROM THE SHOCK IT GAVE ME.
NHTSA ODI #10850559
115,000 miles · Aug 15, 2015
Engine
I HAVE A 2003 F350 SUPERDUTY TRUCK. IT HAS A TRITON V10 ENGINE. THE SPARK PLUG BLEW OUT OF THE ENGINE. THIS HAPPEND 2 YEARS AGO ALSO. FORUNATELY I WAS ON SURFACE STREETS AND WAS NOT ON THE FREEWAY WHICH MAY HAVE BEEN FATAL.
NHTSA ODI #10748909
96,000 miles · Sep 9, 2014
EngineFire
SPARK PLUG BLEW OUT OF ALUMINUM HEAD CAUSING UNBURNED FUEL TO IGNITE FROM COIL IGNITION. *TR
NHTSA ODI #10631889
96,000 miles · Sep 1, 2014
Engine
SPARK PLUG BLEW OUT WHILE TRAVELING ON NARROW MOUNTAIN ROAD CAUSING ENGINE TO STALL LOSING POWER STEERING. STEERED INTO THE MOUNTAIN SIDE TO PREVENT HEAD ON COLLISION. THERE HAVE BEEN SEVERAL ENGINE FIRES DUE TO PLUG BLOWING OUT OF CYLINDER HEAD AND FUEL NOT PROPERLY BURNING. *TR
NHTSA ODI #10629874
222,820 miles · Aug 28, 2014
EngineFuel/propulsion SystemWheels
THE PROBLEM: 6.0L HEAD BOLTS. PROBABLY THE MOST WELL-KNOWN AND PROBLEMATIC IS THE ISSUE WITH THE FACTORY HEAD BOLTS. ESSENTIALLY, THE BOLTS STRETCH, WHICH RESULTS IN A BLOWN HEAD GASKET. FORD IS AWARE OF THIS PROBLEM IS WHY THERE IS A LAWSUITE PENDING DUE TO THIS ISSUE AND OTHERS WITH THIS 6.0L ENGINE. THE PROBLEM: EGR COOLE…
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THE PROBLEM: 6.0L HEAD BOLTS. PROBABLY THE MOST WELL-KNOWN AND PROBLEMATIC IS THE ISSUE WITH THE FACTORY HEAD BOLTS. ESSENTIALLY, THE BOLTS STRETCH, WHICH RESULTS IN A BLOWN HEAD GASKET. FORD IS AWARE OF THIS PROBLEM IS WHY THERE IS A LAWSUITE PENDING DUE TO THIS ISSUE AND OTHERS WITH THIS 6.0L ENGINE. THE PROBLEM: EGR COOLER THE 6.0L DIESEL HAS A BAD REPUTATION FOR BLOWN HEAD GASKETS AND STICKING EGR (EXHAUST GAS RECIRCULATION) VALVE. WHILE STRETCHING HEAD BOLTS ARE PARTLY TO BLAME FOR THE HEAD GASKET ISSUE, PROGRAMMERS THAT TURN UP THE POWER IN YOUR 6.0L TRUCK ARE GUILTY CULPRITS AS WELL. SIMPLY PUT, THE STOCK EGR COOLER CANNOT KEEP UP WITH FILTERING A MODIFIED 6.0L. A FAILING EGR COOLER CAN CAUSE YOUR TRUCK TO OVERHEAT, RUN POORLY, AND ADD TO THE POTENTIAL FOR HEAD GASKET FAILURE. THE PROBLEM: VACUUM LEAK ALTHOUGH THE SUPER DUTY USES UNIT BEARINGS UP FRONT FROM THE FACTORY, THE TRUCKS ARE STILL EQUIPPED WITH SELECTABLE HUBS. MANY OF THE EARLY TRUCKS WERE EQUIPPED WITH FORD-SPECIFIC HUBS WHICH HAD AN AUTO AND ON SETTING ONLY. THESE HUBS WERE VACUUM-ASSISTED AND KNOWN TO BE PROBLEMATIC. A LEAKING OR DRY-ROTTED VACUUM LINE IS NOT UNCOMMON TO FIND, NOR IS A DAMAGED HUB ACTUATOR. PICTURED HERE IS A QUICK TRAIL FIX THAT USES A STICK TO PLUG A VACUUM LINE THAT WAS LEAKING AND NO LONGER NEEDED BECAUSE THE TRUCK WAS OUTFITTED WITH AFTERMARKET HUBS. THE PROBLEM: FRONT UNIT BEARINGS BIG TIRES AND UNIT BEARINGS DON'T ALWAYS MIX WELL. EVEN IN THE FACTORY CONFIGURATION, THE NON-SERVICEABLE UNIT BEARINGS HAVE A LIMITED LIFE CYCLE. THE EASY WAY TO CHECK FOR A BAD UNIT BEARING IS BY JACKING UP THE FRONT AXLE, ONE SIDE AT A TIME. YOU'LL WANT TO RAISE THE TIRE OFF OF THE GROUND ENOUGH SO THAT A PRYBAR CAN BE PLACED UNDER THE BOTTOM OF THE TIRE. YOU CAN ALSO USE YOUR HANDS TO TEST THIS, BUT THE PRYBAR WILL GIVE YOU EXTRA LEVERAGE. ISSUE RECALL. *TR
NHTSA ODI #10629052
146,000 miles · Aug 9, 2014
Engine
WAS DRIVING DOWN HIGHWAY AT 50MPH WITH NO LOAD AND HEARD LOAD POP UNDER HEAD AND THEN A CONSTANT BLOWING NOISE. PULLED OVER AND FOUND THAT THE THIRD SPARK PLUG ON PASSENGERS SIDE HAD BLOWN OUT AND WAS LAYING ON TOP OF MOTOR ALONG WITH COIL PACK HAD BROKE OFF. HAD TO USE A KIT TO TAP OUT HOLE AND INSTALL INSERT. PROBABLY WILL BE…
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WAS DRIVING DOWN HIGHWAY AT 50MPH WITH NO LOAD AND HEARD LOAD POP UNDER HEAD AND THEN A CONSTANT BLOWING NOISE. PULLED OVER AND FOUND THAT THE THIRD SPARK PLUG ON PASSENGERS SIDE HAD BLOWN OUT AND WAS LAYING ON TOP OF MOTOR ALONG WITH COIL PACK HAD BROKE OFF. HAD TO USE A KIT TO TAP OUT HOLE AND INSTALL INSERT. PROBABLY WILL BE MORE PROBLEMS IN FUTURE BUT WE WILL SEE. JUST DON'T SEEM SAFE FOR THAT TO HAPPEN WITH THE FIRE THREAT THAT COULD CAUSE. AS A LOCAL FIRE CHIEF I HAVE SCENE HOW FAST A VEHICLE FIRE CAN SPREAD. *TR
NHTSA ODI #10621088
66,000 miles · Nov 28, 2013
EngineFire
OIL FROM LEAKING HEAD GASKET ,PASSENGER SIDE,DRIPPING ON TO HOT EXHAUST SYSTEM .OIL COLLECTS IN BRUSH SHIELD ON EXHAUST Y-CONNECTION. *TR
NHTSA ODI #10554075
NHTSA investigations
6EA06012 · Engine Stalling
Opened Jun 22, 2006 · Closed Dec 7, 2007
Status: closed (inferred from source dates) · Engine And Engine Cooling; Engine And Engine Cooling:engine:diesel
IN A DECEMBER 3, 2007 LETTER, FORD ADVISED NHTSA THAT IT WILL CONDUCT A SAFETY RECALL TO REPLACE THE CAM POSITION SENSOR (CPS) IN APPROXIMATELY 1.2 MILLION SUBJECT VEHICLES TO ADDRESS REPORTS OF ENGINE STALLING.A NEW DESIGN CPS WITH IMPROVED PERFORMANCE AND DURABILITY WILL BE INSTALLED AS A REMEDY.OWNER NOTIFICATIONS WILL BEGIN IN DECEMBER 2007. THE SUBJECT VEHICLES ARE DURABLE, FULL-SIZED, MEDIUM DUTY TRUCKS COMMONLY USED FOR COMMERCIAL PURPOSES, RESCUE/EMERGENCY RESPONSE, AND COMMERCIAL OR RECREATIONAL TOWING.CPS FAILURE IS COMPARABLE TO UNEXPECTEDLY TURNING THE KEY OFF SINCE THE SIGNAL IT PRODUCES IS VITAL TO THE ELECTRONIC ENGINE CONTROL SYSTEM.CPS SIGNAL LOSS TERMINATES FUEL INJECTION RESULTING IN AN ENGINE STALL.ONCE STALLED, THE ENGINE MAY RESTART RIGHT AWAY, OR MAY RESTART AFTER A DELAY (TYPICALLY 5 TO 10 MINUTES), OR MAY NOT RESTART AT ALL.IN ADDITION TO EXPOSING THE DRIVER AND OTHER MOTORISTS TO CRASH RISK DUE TO LOSS OF MOTIVE POWER OR VEHICLE DISABLEMENT, ENGINE STALLING ALSO EFFECTS THE POWER ASSISTED STEERING AND BRAKING. THROUGH CONSUMER INTERVIEWS, ODI DETERMINED THAT CPS FAILURES OCCURRED WITHOUT ANY FORM OF WARNING, AT ANY VEHICLE SPEED (50% AT HIGHWAY SPEEDS), AND UNDER ANY DRIVING CONDITION, SUCH AS ACCELERATING.CONSUMERS REPORTED THAT ABOUT A THIRD OF THE VEHICLES FAILED TO RESTART, WITH ANOTHER THIRD REPORTING DELAYED RESTARTING.HALF THE VEHICLES THAT DID RESTART EXPERIENCED ANOTHER STALL ON THE SAME OR A SUBSEQUENT DRIVE CYCLE (BEFORE CPS REPLACEMENT) RE-EXPOSING THOSE CONSUMERS TO THE RISKS ASSOCIATED WITH A STALLING EVENT.IN THEIR VOQ REPORTS, HALF OF THE ODI COMPLAINANTS DESCRIBED DIFFICULTY CONTROLLING THE VEHICLE DUE TO LOSE OF POWER ASSIST SYSTEMS, ESPECIALLY THOSE WHO WERE TOWING AT THE TIME OF THE INCIDENT. THE ONE ALLEGED INJURY INCIDENT OCCURRED IN AN INTERSECTION WHEN A SUBJECT VEHICLE STALLED WHILE TURNING ACROSS ONCOMING LANES OF TRAFFIC.ALTHOUGH UNSUBSTANTIATED, THE COMPLAINANT ALLEGED AN INJURY TO A CHILD OCCUPANT DURING ODI'S INTERVIEW.THE OTHER CRASH ALLEGATIONS MOSTLY INVOLVED LOW SPEED, LOSS OF CONTROL INCIDENTS OFTEN CAUSED BY LACK OF POWER ASSIST; NO INJURIES ARE REPORTED IN THESE INCIDENTS, AND PROPERTY DAMAGE, IF ANY, WAS MINIMAL.CONSUMERS ALSO REPORTED OTHER INCIDENTS WITH SIGNIFICANT SAFETY RISKS, SUCH AS DISABLEMENT IN A LANE OR ON A SHOULDER OF A HIGH-SPEED ROADWAY OR INTERSTATE, OR EXTENDED DISABLEMENT IN REMOTE AREAS DURING SEVERE WEATHER CONDITIONS. THE POPULATION ABOVE IS FORD'S ESTIMATE OF THE 1.4 MILLION SUBJECT VEHICLES PRODUCED THAT ARE CURRENTLY REGISTERED.THE FORD COMPLAINT AND WARRANTY COUNTS NOTED ABOVE ARE CURRENT AS OF FORD'S LAST SUBMISSION DATED JUNE 21, 2007; THEY DO NOT INCLUDE F-450, F-550, OR ECONOLINE COUNTS AS THESE PRODUCTS WERE NOT FORMALLY WITHIN SCOPE OF THE INVESTIGATION WHEN FAILURE INFORMATION WAS REQUESTED.WARRANTY DATA ANALYSIS INDICATES THAT ABOUT HALF THE CLAIMS INVOLVED A STALL WHILE DRIVING EVENT ( FORD'S ASSESSMENT) AND THAT POOR CPS DURABILITY WAS A LONGSTANDING CONCERN.FORD REPORTED THAT THE NEW CPS DESIGN SHOULD MEET OR EXCEED THEIR 10 YEAR, 150K MILE LIFE EXPECTANCY DESIGN REQUIREMENT.
Additional source detail variants (2)
Engine And Engine Cooling:engine:diesel
IN A DECEMBER 3, 2007 LETTER, FORD ADVISED NHTSA THAT IT WILL CONDUCT A SAFETY RECALL TO REPLACE THE CAM POSITION SENSOR (CPS) IN APPROXIMATELY 1.2 MILLION SUBJECT VEHICLES TO ADDRESS REPORTS OF ENGINE STALLING.A NEW DESIGN CPS WITH IMPROVED PERFORMANCE AND DURABILITY WILL BE INSTALLED AS A REMEDY.OWNER NOTIFICATIONS WILL BEGIN IN DECEMBER 2007. THE SUBJECT VEHICLES ARE DURABLE, FULL-SIZED, MEDIUM DUTY TRUCKS COMMONLY USED FOR COMMERCIAL PURPOSES, RESCUE/EMERGENCY RESPONSE, AND COMMERCIAL OR RECREATIONAL TOWING.CPS FAILURE IS COMPARABLE TO UNEXPECTEDLY TURNING THE KEY OFF SINCE THE SIGNAL IT PRODUCES IS VITAL TO THE ELECTRONIC ENGINE CONTROL SYSTEM.CPS SIGNAL LOSS TERMINATES FUEL INJECTION RESULTING IN AN ENGINE STALL.ONCE STALLED, THE ENGINE MAY RESTART RIGHT AWAY, OR MAY RESTART AFTER A DELAY (TYPICALLY 5 TO 10 MINUTES), OR MAY NOT RESTART AT ALL.IN ADDITION TO EXPOSING THE DRIVER AND OTHER MOTORISTS TO CRASH RISK DUE TO LOSS OF MOTIVE POWER OR VEHICLE DISABLEMENT, ENGINE STALLING ALSO EFFECTS THE POWER ASSISTED STEERING AND BRAKING. THROUGH CONSUMER INTERVIEWS, ODI DETERMINED THAT CPS FAILURES OCCURRED WITHOUT ANY FORM OF WARNING, AT ANY VEHICLE SPEED (50% AT HIGHWAY SPEEDS), AND UNDER ANY DRIVING CONDITION, SUCH AS ACCELERATING.CONSUMERS REPORTED THAT ABOUT A THIRD OF THE VEHICLES FAILED TO RESTART, WITH ANOTHER THIRD REPORTING DELAYED RESTARTING.HALF THE VEHICLES THAT DID RESTART EXPERIENCED ANOTHER STALL ON THE SAME OR A SUBSEQUENT DRIVE CYCLE (BEFORE CPS REPLACEMENT) RE-EXPOSING THOSE CONSUMERS TO THE RISKS ASSOCIATED WITH A STALLING EVENT.IN THEIR VOQ REPORTS, HALF OF THE ODI COMPLAINANTS DESCRIBED DIFFICULTY CONTROLLING THE VEHICLE DUE TO LOSE OF POWER ASSIST SYSTEMS, ESPECIALLY THOSE WHO WERE TOWING AT THE TIME OF THE INCIDENT. THE ONE ALLEGED INJURY INCIDENT OCCURRED IN AN INTERSECTION WHEN A SUBJECT VEHICLE STALLED WHILE TURNING ACROSS ONCOMING LANES OF TRAFFIC.ALTHOUGH UNSUBSTANTIATED, THE COMPLAINANT ALLEGED AN INJURY TO A CHILD OCCUPANT DURING ODI'S INTERVIEW.THE OTHER CRASH ALLEGATIONS MOSTLY INVOLVED LOW SPEED, LOSS OF CONTROL INCIDENTS OFTEN CAUSED BY LACK OF POWER ASSIST; NO INJURIES ARE REPORTED IN THESE INCIDENTS, AND PROPERTY DAMAGE, IF ANY, WAS MINIMAL.CONSUMERS ALSO REPORTED OTHER INCIDENTS WITH SIGNIFICANT SAFETY RISKS, SUCH AS DISABLEMENT IN A LANE OR ON A SHOULDER OF A HIGH-SPEED ROADWAY OR INTERSTATE, OR EXTENDED DISABLEMENT IN REMOTE AREAS DURING SEVERE WEATHER CONDITIONS. THE POPULATION ABOVE IS FORD'S ESTIMATE OF THE 1.4 MILLION SUBJECT VEHICLES PRODUCED THAT ARE CURRENTLY REGISTERED.THE FORD COMPLAINT AND WARRANTY COUNTS NOTED ABOVE ARE CURRENT AS OF FORD'S LAST SUBMISSION DATED JUNE 21, 2007; THEY DO NOT INCLUDE F-450, F-550, OR ECONOLINE COUNTS AS THESE PRODUCTS WERE NOT FORMALLY WITHIN SCOPE OF THE INVESTIGATION WHEN FAILURE INFORMATION WAS REQUESTED.WARRANTY DATA ANALYSIS INDICATES THAT ABOUT HALF THE CLAIMS INVOLVED A STALL WHILE DRIVING EVENT ( FORD'S ASSESSMENT) AND THAT POOR CPS DURABILITY WAS A LONGSTANDING CONCERN.FORD REPORTED THAT THE NEW CPS DESIGN SHOULD MEET OR EXCEED THEIR 10 YEAR, 150K MILE LIFE EXPECTANCY DESIGN REQUIREMENT.
Engine And Engine Cooling
IN A DECEMBER 3, 2007 LETTER, FORD ADVISED NHTSA THAT IT WILL CONDUCT A SAFETY RECALL TO REPLACE THE CAM POSITION SENSOR (CPS) IN APPROXIMATELY 1.2 MILLION SUBJECT VEHICLES TO ADDRESS REPORTS OF ENGINE STALLING.A NEW DESIGN CPS WITH IMPROVED PERFORMANCE AND DURABILITY WILL BE INSTALLED AS A REMEDY.OWNER NOTIFICATIONS WILL BEGIN IN DECEMBER 2007. THE SUBJECT VEHICLES ARE DURABLE, FULL-SIZED, MEDIUM DUTY TRUCKS COMMONLY USED FOR COMMERCIAL PURPOSES, RESCUE/EMERGENCY RESPONSE, AND COMMERCIAL OR RECREATIONAL TOWING.CPS FAILURE IS COMPARABLE TO UNEXPECTEDLY TURNING THE KEY OFF SINCE THE SIGNAL IT PRODUCES IS VITAL TO THE ELECTRONIC ENGINE CONTROL SYSTEM.CPS SIGNAL LOSS TERMINATES FUEL INJECTION RESULTING IN AN ENGINE STALL.ONCE STALLED, THE ENGINE MAY RESTART RIGHT AWAY, OR MAY RESTART AFTER A DELAY (TYPICALLY 5 TO 10 MINUTES), OR MAY NOT RESTART AT ALL.IN ADDITION TO EXPOSING THE DRIVER AND OTHER MOTORISTS TO CRASH RISK DUE TO LOSS OF MOTIVE POWER OR VEHICLE DISABLEMENT, ENGINE STALLING ALSO EFFECTS THE POWER ASSISTED STEERING AND BRAKING. THROUGH CONSUMER INTERVIEWS, ODI DETERMINED THAT CPS FAILURES OCCURRED WITHOUT ANY FORM OF WARNING, AT ANY VEHICLE SPEED (50% AT HIGHWAY SPEEDS), AND UNDER ANY DRIVING CONDITION, SUCH AS ACCELERATING.CONSUMERS REPORTED THAT ABOUT A THIRD OF THE VEHICLES FAILED TO RESTART, WITH ANOTHER THIRD REPORTING DELAYED RESTARTING.HALF THE VEHICLES THAT DID RESTART EXPERIENCED ANOTHER STALL ON THE SAME OR A SUBSEQUENT DRIVE CYCLE (BEFORE CPS REPLACEMENT) RE-EXPOSING THOSE CONSUMERS TO THE RISKS ASSOCIATED WITH A STALLING EVENT.IN THEIR VOQ REPORTS, HALF OF THE ODI COMPLAINANTS DESCRIBED DIFFICULTY CONTROLLING THE VEHICLE DUE TO LOSE OF POWER ASSIST SYSTEMS, ESPECIALLY THOSE WHO WERE TOWING AT THE TIME OF THE INCIDENT. THE ONE ALLEGED INJURY INCIDENT OCCURRED IN AN INTERSECTION WHEN A SUBJECT VEHICLE STALLED WHILE TURNING ACROSS ONCOMING LANES OF TRAFFIC.ALTHOUGH UNSUBSTANTIATED, THE COMPLAINANT ALLEGED AN INJURY TO A CHILD OCCUPANT DURING ODI'S INTERVIEW.THE OTHER CRASH ALLEGATIONS MOSTLY INVOLVED LOW SPEED, LOSS OF CONTROL INCIDENTS OFTEN CAUSED BY LACK OF POWER ASSIST; NO INJURIES ARE REPORTED IN THESE INCIDENTS, AND PROPERTY DAMAGE, IF ANY, WAS MINIMAL.CONSUMERS ALSO REPORTED OTHER INCIDENTS WITH SIGNIFICANT SAFETY RISKS, SUCH AS DISABLEMENT IN A LANE OR ON A SHOULDER OF A HIGH-SPEED ROADWAY OR INTERSTATE, OR EXTENDED DISABLEMENT IN REMOTE AREAS DURING SEVERE WEATHER CONDITIONS. THE POPULATION ABOVE IS FORD'S ESTIMATE OF THE 1.4 MILLION SUBJECT VEHICLES PRODUCED THAT ARE CURRENTLY REGISTERED.THE FORD COMPLAINT AND WARRANTY COUNTS NOTED ABOVE ARE CURRENT AS OF FORD'S LAST SUBMISSION DATED JUNE 21, 2007; THEY DO NOT INCLUDE F-450, F-550, OR ECONOLINE COUNTS AS THESE PRODUCTS WERE NOT FORMALLY WITHIN SCOPE OF THE INVESTIGATION WHEN FAILURE INFORMATION WAS REQUESTED.WARRANTY DATA ANALYSIS INDICATES THAT ABOUT HALF THE CLAIMS INVOLVED A STALL WHILE DRIVING EVENT ( FORD'S ASSESSMENT) AND THAT POOR CPS DURABILITY WAS A LONGSTANDING CONCERN.FORD REPORTED THAT THE NEW CPS DESIGN SHOULD MEET OR EXCEED THEIR 10 YEAR, 150K MILE LIFE EXPECTANCY DESIGN REQUIREMENT.
DP05005 · 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.
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