Electrical SystemElectronic Stability Control (esc)Vehicle Speed Control
2/15/17- WHILE COASTING UP-HILL WITH FOOT NOT ON THE GAS, CAR ACCELERATED TO OVER 4,000 RPM ALL BY ITSELF, BRAKING WAS EXTREMELY DIFFICULT. I PARKED, TURNED CAR OFF, TURNED IT BACK ON AND EVEN WHILE PARKED IT REVVED BACK UP TO OVER 4,000 RPM. TOOK IT TO FIRESTONE ON 2/16/17- THEY REPLACED THE IAC (IDLE AIR CONTROL) VALVE. 3…
Read full complaint
2/15/17- WHILE COASTING UP-HILL WITH FOOT NOT ON THE GAS, CAR ACCELERATED TO OVER 4,000 RPM ALL BY ITSELF, BRAKING WAS EXTREMELY DIFFICULT. I PARKED, TURNED CAR OFF, TURNED IT BACK ON AND EVEN WHILE PARKED IT REVVED BACK UP TO OVER 4,000 RPM. TOOK IT TO FIRESTONE ON 2/16/17- THEY REPLACED THE IAC (IDLE AIR CONTROL) VALVE. 3/3/17- WHILE IDLING AT RED LIGHT WITH FOOT NOT ON THE GAS, CAR ACCELERATED/ REVVED UP TO OVER 4,000 RPM ALL BY ITSELF. HAD TO PRESS ON BRAKE VERY HARD AND TURN CAR OFF. TURNED IT BACK ON AND IT WAS NO LONGER ACCELERATING. 3/4/14 TOOK IT TO A DIFFERENT FIRESTONE. THEY ADJUSTED CRUISE CONTROL CABLE. 9/3/17- WHILE IDLING ON A BRIDGE WITH FOOT NOT ON THE GAS, CAR ACCELERATED/ REVVED UP TO OVER 3,000 RPM ALL BY ITSELF. BRAKING WAS EXTREMELY DIFFICULT AND HAD TO TURN CAR OFF IN THE MIDDLE OF TRAFFIC. TURNED IT BACK ON AND IT WAS NO LONGER ACCELERATING BY ITSELF. 9/4/17 TOOK IT TO FIRESTONE. THEY ORDERED A NEW IAC VALVE AND REPLACED IT ON 9/7/17. 10/14/17- WHILE IDLING IN TRAFFIC WITH FOOT VERY LIGHT ON BRAKE, CAR ACCELERATED/ REVVED UP TO OVER 4,000 RPM ALL BY ITSELF. HAD TO QUICKLY TURN CAR OFF IN THE MIDDLE OF TRAFFIC TO STOP IT. TURNED CAR BACK ON AND IT WAS NO LONGER ACCELERATING ON ITS OWN. THE CONSUMER STATED ANOTHER FAILURE OCCURRED ON 10/28/2017*JS
NHTSA ODI #11033476
130,000 miles · Aug 18, 2015
Electronic Stability Control (esc)Exterior LightingVisibility/wiper
I WAS ON THE EXPRESSWAY THE CAR REDUCED SPEED, UNTIL IT STOPPED WHICH ALMOST MADE SOMEONE RUN INTO THE BACK OF ME. THE WINDSHIELD BLADES DO NOT FUNCTION, THE INTERIOR LIGHTS WILL NOT COME ON ALL THE TIME. IVE TAKEN MY CAR TO SEVERAL SHOPS THEY WERE NOT ABLE TO TELL ME WHAT'S WRONG WITH THE VEHICLE STATING THE PROBLEM DOES NOT SH…
Read full complaint
I WAS ON THE EXPRESSWAY THE CAR REDUCED SPEED, UNTIL IT STOPPED WHICH ALMOST MADE SOMEONE RUN INTO THE BACK OF ME. THE WINDSHIELD BLADES DO NOT FUNCTION, THE INTERIOR LIGHTS WILL NOT COME ON ALL THE TIME. IVE TAKEN MY CAR TO SEVERAL SHOPS THEY WERE NOT ABLE TO TELL ME WHAT'S WRONG WITH THE VEHICLE STATING THE PROBLEM DOES NOT SHOW UP ON THE DIAGNOSTIC MACHINE. I AM TO THE POINT OF BEING AFRAID OF DRIVING MY CAR, I NEVER KNOW WHEN OR IF IT WILL FUNCTION PROPERLY.
NHTSA ODI #10749348
130,000 miles · Mar 22, 2013
Electrical SystemElectronic Stability Control (esc)Engine
WHEN DRIVING THE CAR EVEN AT SPEEDS OF 45 MILES PER HOUR IT DIES. NO LIGHTS FOR FLASHERS NO POWER STEERING NO POWER BRAKES. IT DOES START BACK UP BUT IN THE MEAN TIME I AM IN MOVING TRAFFIC. I HAVE HAD IT IN THE SHOP ALL WEEK THEY HAVE EXECUTED MANY TESTS AND CANNOT FIND THE PROBLEM. THE LAST TIME THIS HAPPENED I HAD MY 3 YR …
Read full complaint
WHEN DRIVING THE CAR EVEN AT SPEEDS OF 45 MILES PER HOUR IT DIES. NO LIGHTS FOR FLASHERS NO POWER STEERING NO POWER BRAKES. IT DOES START BACK UP BUT IN THE MEAN TIME I AM IN MOVING TRAFFIC. I HAVE HAD IT IN THE SHOP ALL WEEK THEY HAVE EXECUTED MANY TESTS AND CANNOT FIND THE PROBLEM. THE LAST TIME THIS HAPPENED I HAD MY 3 YR OLD GRANDDAUGHTER IN THE CAR AND I BELIEVE THIS IS VERY DANGEROUS AND COULD CAUSE A REAR END COLLISION. *TR
NHTSA ODI #10504101
139,100 miles · Jan 25, 2012
Electronic Stability Control (esc)Vehicle Speed Control
I WAS DRIVING MY CAR TO DROP MY KIDS OFF AT SCHOOL AND DAYCARE WHEN I NOTICED IT WAS RUNNING AT AN EXTREMELY HIGH RPM (5000). I HAD TO DRIVE WITH BOTH FEET ON THE BRAKE PEDAL TO KEEP THE SPEED AT A REASONABLE LIMIT. ONCE I GOT TO THE FIRST SCHOOL, I PARKED AND SHUT IT OFF THINKING MAYBE THAT WOULD HELP. WHEN I STARTED IT BACK UP…
Read full complaint
I WAS DRIVING MY CAR TO DROP MY KIDS OFF AT SCHOOL AND DAYCARE WHEN I NOTICED IT WAS RUNNING AT AN EXTREMELY HIGH RPM (5000). I HAD TO DRIVE WITH BOTH FEET ON THE BRAKE PEDAL TO KEEP THE SPEED AT A REASONABLE LIMIT. ONCE I GOT TO THE FIRST SCHOOL, I PARKED AND SHUT IT OFF THINKING MAYBE THAT WOULD HELP. WHEN I STARTED IT BACK UP, THE ENGINE RPM IMMEDIATELY SHOT BACK UP TO 5000 AND CLIMBING. THE ENGINE WAS MAKING SUCH A LOUD AND VIBRATORY NOISE THAT I SHUT IT OFF AGAIN AND CALLED MY HUSBAND AND HE CAME OVER AND TRADED VEHICLES WITH ME. SAME THING WHEN STARTED IT; IT IMMEDIATELY STARTED REVVING AND HE PUT IT INTO DRIVE AND THERE WAS LOUD THUD AS IF THE ENGINE HAD HIT THE GROUND. HE LET OFF THE GAS AND IT STARTED PULLING ITSELF. (NOW FROM MY HUSBAND'S EXPERIENCE) HE TOOK IT ON THE INTERSTATE TO SEE HOW HIGH THE SPEED WOULD GET BEFORE IT TOPPED OUT. EVENTUALLY HE HAD TO START APPLYING THE BRAKES AT 93 MPH. FOR WHATEVER REASON, HE WONDERED IF THE CRUISE CONTROL WOULD BE ABLE TO MAINTAIN A SAFE SPEED AND HE WOULDN'T HAVE TO RIDE THE BRAKES AT 65-70 MPH. WHEN HIT THE CRUISE CONTROL IT DIDN'T WORK (HE REALIZED HE WAS RIDING THE BRAKES) SO HE HIT THE BRAKE AS FIRMLY AS HE COULD TO GET IT DOWN TO A SLOWER SPEED TO INVOKE THE CRUISE CONTROL. ONCE HE GOT DOWN TO ABOUT 50-60 MPH HE HIT THE CRUISE AGAIN AND IT CAME ON BUT THE CAR WAS STILL SLOWLY ACCELERATING. HE HIT THE BRAKES TO TURN THE CRUISE OFF AND FELT THE GAS PEDAL POP UP AND HIT HIM ON THE SIDE OF THE RIGHT FOOT AND THEN THE CAR STARTED SLOWING DOWN. WE STILL HAVE TO DRIVE IT (HE DOES BECAUSE I?M TERRIFIED TO GET BEHIND THE WHEEL) AND IT DOES THE SAME THING. NOW HE JUST TAPS THE GAS PEDAL UNTIL RELEASES AND TRIES NOT TO PRESS THE GAS PEDAL TO DEEP. *TR
CERTAIN PASSENGER VEHICLES BUILT FOR ONE SPECIFIC FLEET CUSTOMER WERE MODIFIED FOR OPTIONAL HANDS-FREE CELLULAR PHONE OPERATING CAPABILITY. TO PROVIDE THIS FUNCTIONALITY, A SPECIAL OVERLAY WIRE HARNESS WAS INSTALLED THAT INADVERTENTLY DID NOT INCLUDE THE CIRCUITS FOR PASSENGER AIR BAG DEACTIVATION INDICATOR (PADI) LAMP FUNCTION. AS A RESULT, THESE VEHICLES DO NOT COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NO. 208, 'OCCUPANT CRASH PROTECTION.'
Consequence & remedy
Consequence: THE PADI LAMP WILL FAIL TO ILLUMINATE AND THE AIR BAG WARNING LAMP IN THE CLUSTER WILL STAY ILLUMINATED.
Remedy: THE FLEET CUSTOMER WAS NOTIFIED AND ALL VEHICLES HAVE BEEN REPAIRED. THE RECALL BEGAN ON APRIL 28, 2006.
ON CERTAIN TRUCKS, PASSENGER CARS AND SPORT UTILITY VEHICLES, THE WINDSHIELD WIPER MOTOR MAY HAVE BEEN PRODUCED WITHOUT GREASE BEING APPLIED TO THE OUTPUT SHAFT GEAR.
Consequence & remedy
Consequence: AFTER A PERIOD OF CONTINUOUS USE ON THE HIGH SPEED SETTING, LACK OF GREASE ON THE OUTPUT SHAFT GEAR MAY CAUSE THE GEAR TO DISTORT OR FRACTURE DURING OPERATION RESULTING IN A LOSS OF WIPER FUNCTION. INOPERATIVE WIPERS UNDER INCLEMENT WEATHER CONDITIONS COULD CAUSE A CRASH DUE TO IMPAIRED VISIBILITY.
Remedy: DEALERS WILL INSPECT THE WIPER MOTOR FOR THE PRESENCE OF GREASE AND GREASE THE WIPER MOTOR GEARS IF NECESSARY. THE RECALL BEGAN ON NOVEMBER 22, 2005. OWNERS MAY CONTACT FORD AT 1-800-392-3673 OR LINCOLN/MERCURY AT 1-800-521-4140.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
Preliminary Evaluation (PE)12-005 was opened to investigate allegations of speed control cables detaching from the throttle body and subsequently interfering with the throttle closing fully to the idle position in model year (MY) 2005 and 2006 Ford Taurus vehicles.The speed control cable, throttle body attachment arm (?nail head?) for the speed control cable, cable mounting bracket and cable routing for the MY 2005 and 2006 Ford Taurus are common to all MY 2004 through 2006 Ford Taurus and Mercury Sable vehicles equipped with either the 155 HP 3.0L 2-valve Vulcan engine or the 200 HP 3.0L 4-valve Duratec engine (the ?subject vehicles?). Figures 1 and 2 show the throttle body cam and speed control cable installed and a cable interference condition caused by contact between a detached cable and the ?nail head.?Ford?s assessment of the condition in incident vehicles noted that the interference conditions produced tended to be short in duration as the cable end tended to dislodge itself from the throttle body due to vibration, road loads or engine roll in addition to tapping the acceleration pedal.Ford inspected three incident vehicles and measured maximum throttle openings of 5.8% to 14.9%, resulting in engine speeds ranging from 1600 to 2200 rpm with the transmission selector in Drive.A Ford stack-up analysis of the speed control cable length from the attachment bracket to the throttle body indicated a maximum theoretical throttle opening of 16.4% that could result from the alleged defect. Engineers at the NHTSA Vehicle Research and Test Center (VRTC) inspected an incident vehicle to evaluate throttle positions and engine speeds that could result from the alleged defect and performed brake testing of a vehicle with the throttle stuck at the worst case throttle opening that could result from the condition.The VRTC vehicle inspection noted that, depending on the orientation of the detached cable end, the amount of throttle opening that could result from interference by a detached speed control cable end varied from 4.8% to 11.3%.VRTC brake testing of a MY 2006 Taurus with a Vulcan engine and the throttle held open at 16% found that, even with multiple brake applications, sufficient vacuum was available for the brake booster assist and the brake pedal efforts required to stop the vehicle did not increase significantly from normal operating conditions. ODI?s analysis of 100 complaints related to the alleged defect found that drivers were generally able to free the interference condition or safely brake to a stop without incident.Approximately one-third (32) reported that the stuck throttle condition was corrected with no action or by tapping the accelerator pedal while the vehicle was still moving, another third (34) reported braking to a stop with the vehicle in Drive prior to correcting the condition, and the remaining third (34) reported that the driver responded to the incident by shifting to Neutral before stopping the vehicle.One complaint alleged that stuck-throttle type symptoms caused the vehicle to pass partially through a traffic light and into an intersection before stopping, however,ODI was unable to contact the owner to verify the cause or relationship to the alleged defect condition.ODI has not identified any crashes related to the alleged defect. Tables 1 and 2 provide a breakdown of complaints and warranty claims related to the alleged defect by engine and model year.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation do
Additional source detail variants (2)
Vehicle Speed Control:cables
Preliminary Evaluation (PE)12-005 was opened to investigate allegations of speed control cables detaching from the throttle body and subsequently interfering with the throttle closing fully to the idle position in model year (MY) 2005 and 2006 Ford Taurus vehicles.The speed control cable, throttle body attachment arm (?nail head?) for the speed control cable, cable mounting bracket and cable routing for the MY 2005 and 2006 Ford Taurus are common to all MY 2004 through 2006 Ford Taurus and Mercury Sable vehicles equipped with either the 155 HP 3.0L 2-valve Vulcan engine or the 200 HP 3.0L 4-valve Duratec engine (the ?subject vehicles?). Figures 1 and 2 show the throttle body cam and speed control cable installed and a cable interference condition caused by contact between a detached cable and the ?nail head.?Ford?s assessment of the condition in incident vehicles noted that the interference conditions produced tended to be short in duration as the cable end tended to dislodge itself from the throttle body due to vibration, road loads or engine roll in addition to tapping the acceleration pedal.Ford inspected three incident vehicles and measured maximum throttle openings of 5.8% to 14.9%, resulting in engine speeds ranging from 1600 to 2200 rpm with the transmission selector in Drive.A Ford stack-up analysis of the speed control cable length from the attachment bracket to the throttle body indicated a maximum theoretical throttle opening of 16.4% that could result from the alleged defect. Engineers at the NHTSA Vehicle Research and Test Center (VRTC) inspected an incident vehicle to evaluate throttle positions and engine speeds that could result from the alleged defect and performed brake testing of a vehicle with the throttle stuck at the worst case throttle opening that could result from the condition.The VRTC vehicle inspection noted that, depending on the orientation of the detached cable end, the amount of throttle opening that could result from interference by a detached speed control cable end varied from 4.8% to 11.3%.VRTC brake testing of a MY 2006 Taurus with a Vulcan engine and the throttle held open at 16% found that, even with multiple brake applications, sufficient vacuum was available for the brake booster assist and the brake pedal efforts required to stop the vehicle did not increase significantly from normal operating conditions. ODI?s analysis of 100 complaints related to the alleged defect found that drivers were generally able to free the interference condition or safely brake to a stop without incident.Approximately one-third (32) reported that the stuck throttle condition was corrected with no action or by tapping the accelerator pedal while the vehicle was still moving, another third (34) reported braking to a stop with the vehicle in Drive prior to correcting the condition, and the remaining third (34) reported that the driver responded to the incident by shifting to Neutral before stopping the vehicle.One complaint alleged that stuck-throttle type symptoms caused the vehicle to pass partially through a traffic light and into an intersection before stopping, however,ODI was unable to contact the owner to verify the cause or relationship to the alleged defect condition.ODI has not identified any crashes related to the alleged defect. Tables 1 and 2 provide a breakdown of complaints and warranty claims related to the alleged defect by engine and model year.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation do
Vehicle Speed Control
Preliminary Evaluation (PE)12-005 was opened to investigate allegations of speed control cables detaching from the throttle body and subsequently interfering with the throttle closing fully to the idle position in model year (MY) 2005 and 2006 Ford Taurus vehicles.The speed control cable, throttle body attachment arm (?nail head?) for the speed control cable, cable mounting bracket and cable routing for the MY 2005 and 2006 Ford Taurus are common to all MY 2004 through 2006 Ford Taurus and Mercury Sable vehicles equipped with either the 155 HP 3.0L 2-valve Vulcan engine or the 200 HP 3.0L 4-valve Duratec engine (the ?subject vehicles?). Figures 1 and 2 show the throttle body cam and speed control cable installed and a cable interference condition caused by contact between a detached cable and the ?nail head.?Ford?s assessment of the condition in incident vehicles noted that the interference conditions produced tended to be short in duration as the cable end tended to dislodge itself from the throttle body due to vibration, road loads or engine roll in addition to tapping the acceleration pedal.Ford inspected three incident vehicles and measured maximum throttle openings of 5.8% to 14.9%, resulting in engine speeds ranging from 1600 to 2200 rpm with the transmission selector in Drive.A Ford stack-up analysis of the speed control cable length from the attachment bracket to the throttle body indicated a maximum theoretical throttle opening of 16.4% that could result from the alleged defect. Engineers at the NHTSA Vehicle Research and Test Center (VRTC) inspected an incident vehicle to evaluate throttle positions and engine speeds that could result from the alleged defect and performed brake testing of a vehicle with the throttle stuck at the worst case throttle opening that could result from the condition.The VRTC vehicle inspection noted that, depending on the orientation of the detached cable end, the amount of throttle opening that could result from interference by a detached speed control cable end varied from 4.8% to 11.3%.VRTC brake testing of a MY 2006 Taurus with a Vulcan engine and the throttle held open at 16% found that, even with multiple brake applications, sufficient vacuum was available for the brake booster assist and the brake pedal efforts required to stop the vehicle did not increase significantly from normal operating conditions. ODI?s analysis of 100 complaints related to the alleged defect found that drivers were generally able to free the interference condition or safely brake to a stop without incident.Approximately one-third (32) reported that the stuck throttle condition was corrected with no action or by tapping the accelerator pedal while the vehicle was still moving, another third (34) reported braking to a stop with the vehicle in Drive prior to correcting the condition, and the remaining third (34) reported that the driver responded to the incident by shifting to Neutral before stopping the vehicle.One complaint alleged that stuck-throttle type symptoms caused the vehicle to pass partially through a traffic light and into an intersection before stopping, however,ODI was unable to contact the owner to verify the cause or relationship to the alleged defect condition.ODI has not identified any crashes related to the alleged defect. Tables 1 and 2 provide a breakdown of complaints and warranty claims related to the alleged defect by engine and model year.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation do
2006 Ford Taurus Problems, Complaints & Recalls | Skip That Year
Illustration