NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
111 reports107,231 miles · Oct 11, 2016
Power TrainStructure
SHIFTER KNOB ON 03 AVIATOR BROKE OFF. THE SHIFTER WAS LOCKED IN DRIVE, HAD TO SHUT OFF VEHICLE AND BRACE THE TIRES FROM ROLLING ON AN INCLINE. WITH MY CHILD IN THE CAR WITH ME. SCARY!!!!!! THE PROBLEM IS A PLASTIC PIECE BROKE IN THE SHIFTER COLUMN. HAS YET TO BE FIXED. QUOTED $900 TO FIX. ALSO THE LIFTGATE CRACKED AT THE LI…
Read full complaint
SHIFTER KNOB ON 03 AVIATOR BROKE OFF. THE SHIFTER WAS LOCKED IN DRIVE, HAD TO SHUT OFF VEHICLE AND BRACE THE TIRES FROM ROLLING ON AN INCLINE. WITH MY CHILD IN THE CAR WITH ME. SCARY!!!!!! THE PROBLEM IS A PLASTIC PIECE BROKE IN THE SHIFTER COLUMN. HAS YET TO BE FIXED. QUOTED $900 TO FIX. ALSO THE LIFTGATE CRACKED AT THE LINCOLN EMBLEM WITCH I WAS TOLD THAT IT HOLDS THE GLASS IN PLACE AND IT SOUND LIKE A GUNSHOT WHEN IT CRACKED, SHOOK ME UP. THIS IS A FORD/LINCOLN FAILURE ON A MANUFACTURER DEFECT. THE HATCH IS NOT BEING ABLE TO CLOSE COMPLETELY BECAUSE OF WHERE THE CRACK IS LOCATED. THE CRACK IS LOCATED NEAR THE LINCOLN EMBLEM. WHAT IF WATER CAUSE A ELECTRICAL FIRE FROM WATER GETTING INTO THE CLOSING MECHANISM, STILL WAITING FOR A RECALL ON THIS. QUOTED $500 TO FIX 107,231 MILES.
NHTSA ODI #10915223
45,000 miles · Feb 14, 2016
Power TrainStructureVisibility/wiper
ON MY 2003 AVIATOR THE DOOR AJAR LIGHT COMES ON AT VARIOUS TIMES DURING THE DAY AND NIGHT. MY INTERIOR LIGHTS FLASH AND MY CAR ALARM GOES OFF. IT'S BEEN DOING THIS FOR ABOUT TWO YEARS, BUT HAS GOTTEN WORSE THIS YEAR 2016. MY BATTERY HAS DIED TWICE IN TWO DAYS. SO FRUSTRATED WITH THIS VEHICLE. WAS SUMMONED OVER THE INTERCOM IN A …
Read full complaint
ON MY 2003 AVIATOR THE DOOR AJAR LIGHT COMES ON AT VARIOUS TIMES DURING THE DAY AND NIGHT. MY INTERIOR LIGHTS FLASH AND MY CAR ALARM GOES OFF. IT'S BEEN DOING THIS FOR ABOUT TWO YEARS, BUT HAS GOTTEN WORSE THIS YEAR 2016. MY BATTERY HAS DIED TWICE IN TWO DAYS. SO FRUSTRATED WITH THIS VEHICLE. WAS SUMMONED OVER THE INTERCOM IN A DEPARTMENT STORE AND AT WORK SAYING THAT A LINCOLN SUV'S ALARM WAS GOING OFF AND THAT THE LIGHTS WERE FLASHING. I KNEW IT WAS MINE. I HIT THE ALARM BUTTON ON THE KEY FOB WHICH CUT OFF THE ALARM FOR ABOUT 30 SECONDS AND IT STARTED UP AGAIN. WHEN DRIVING AT NIGHT, THE DOOR AJAR LIGHT COMES ON WHICH MAKES MY INTERIOR LIGHTS FLASH QUICKLY AND MAKES IT DIFFICULT TO DRIVE BECAUSE OF THE GLARE OF THE INTERIOR LIGHTS BEING ON. THE DOOR AJAR LIGHT COMES ON ANYTIME DAY OR NIGHT, STATIONARY OR WHILE DRIVING. I BOUGHT THIS VEHICLE NEW. IT ONLY HAS 67,000 MILES ON IT NOW, BUT OVER THE YEARS, I'VE HAD SERIOUS ISSUES WITH THE TRANSMISSION, HAD TO REPLACE 2 WHEEL BEARINGS, THERE'S A CRACK NEAR THE EMBLEM ON THE LIFTGATE, THE STEREO MAKES LOUD POPPING SOUNDS IN THE BACK WHICH SOUNDS LIKE A GUNSHOT, SOMETIMES CAN'T GET OUT OF PARK, THE GEAR SHIFT GETS STUCK! I'M SO FRUSTRATED WITH THIS VEHICLE. I COMPLAINED TO THE FORD COMPANY SEVERAL YEARS AGO WHEN THERE WERE ONLY 40,000 MILES ON THE VEHICLE AND THE TRANSMISSION WAS HAVING SERIOUS ISSUES, AND ALSO MY WATER PUMP WENT BAD. THEIR REPLY WAS: "WE'RE SORRY TO HEAR THAT, PLEASE TAKE YOUR VEHICLE TO ONE OF OUR DEALERS FOR GREAT SERVICE REPAIR". I THINK I BOUGHT A LEMON!! TOO MANY THINGS GOING WRONG WITH A VEHICLE THAT WAS PURCHASED NEW AND STILL HAVE LOW MILES!! MY WINDSHIELD SPRAYER CONTROL ON THE LEFT SIDE ON THE STEERING WHEEL ALSO STOPPED WORKING SUDDENLY ABOUT 5 YEARS AGO, I ALMOST FORGOT ABOUT THAT ISSUE.
NHTSA ODI #10826028
162,732 miles · Dec 2, 2015
Power Train
TAKATA RECALL WHEN I PARK IN MY DRIVE WAY MY CAR WON'T SHIFT OUT OF PARK I HAVE TO HAVE IT PUSHED AN ROCKED BACK AN FORTH TO GET THE GEAR TO SHIFT AN IT WON'T LET ME DRIVE IT IN DRIVE GEAR I CAN ONLY DRIVE IT IN 3RD GEAR IT HAS THIS JURK WHEN I STOP TO PARK IT CONSTANTLY GETTING STUCK.
NHTSA ODI #10808053
142,000 miles · Dec 2, 2015
Air BagsInjury
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. THE CONTACT STATED THAT WHILE REVERSING FROM THE DRIVEWAY, THE AIR BAGS INADVERTENTLY DEPLOYED WITHOUT WARNING. AS A RESULT, THE CONTACT SUSTAINED NECK, LEFT HARM AND CHEST INJURIES THAT REQUIRED MEDICAL ATTENTION. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC BUT WAS NOT DIAGNOSED…
Read full complaint
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. THE CONTACT STATED THAT WHILE REVERSING FROM THE DRIVEWAY, THE AIR BAGS INADVERTENTLY DEPLOYED WITHOUT WARNING. AS A RESULT, THE CONTACT SUSTAINED NECK, LEFT HARM AND CHEST INJURIES THAT REQUIRED MEDICAL ATTENTION. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC BUT WAS NOT DIAGNOSED OR REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 142,000. THE VIN WAS NOT AVAILABLE.
NHTSA ODI #10808030
82,000 miles · Sep 24, 2015
Power Train
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHILE THE VEHICLE WAS PARKED ON AN INCLINE, THE GEAR SHIFT CABLE WOULD NOT GO INTO DRIVE OR REVERSE. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSTIC TESTING. THE TECHNICIAN STATED THAT THE GEAR SHIFT CABLE NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED, BUT THE FAILURE RECURRED. T…
Read full complaint
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHILE THE VEHICLE WAS PARKED ON AN INCLINE, THE GEAR SHIFT CABLE WOULD NOT GO INTO DRIVE OR REVERSE. THE VEHICLE WAS TOWED TO THE DEALER FOR DIAGNOSTIC TESTING. THE TECHNICIAN STATED THAT THE GEAR SHIFT CABLE NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED, BUT THE FAILURE RECURRED. THE VEHICLE WAS TOWED TO THE DEALER WHERE IT WAS AWAITING A DIAGNOSIS. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 82,000.
NHTSA ODI #10775940
127,300 miles · Aug 24, 2015
Air Bags
I WAS LEAVING MY RESIDENCE ON A NEIGHBORHOOD STREET, WHEN I HEARD A LOUD NOISE WHICH SOUND LIKE A GUNSHOT. UPON RECOVERING FROM THE INITIAL SHOCK, I OBSERVED THE SIDE WINDOW/CURTAIN AIR BAGS HAD DEPLOYED. THE VEHICLE HADN'T BEEN HIT OR INVOLVED IN AN ACCIDENT. I HAD TO STOP THE VEHICLE TO CALM MY SON AND WE RETURNED TO THE HOUS…
Read full complaint
I WAS LEAVING MY RESIDENCE ON A NEIGHBORHOOD STREET, WHEN I HEARD A LOUD NOISE WHICH SOUND LIKE A GUNSHOT. UPON RECOVERING FROM THE INITIAL SHOCK, I OBSERVED THE SIDE WINDOW/CURTAIN AIR BAGS HAD DEPLOYED. THE VEHICLE HADN'T BEEN HIT OR INVOLVED IN AN ACCIDENT. I HAD TO STOP THE VEHICLE TO CALM MY SON AND WE RETURNED TO THE HOUSE.
NHTSA ODI #10758828
90,000 miles · Jul 14, 2015
Power Train
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHILE SHIFTING INTO REVERSE, THE VEHICLE HESITATED. THE VEHICLE WAS TOWED TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE TRANSMISSION SHIFTER CABLE FRACTURED AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED; HOWEVER, SEVERAL MONTHS AFTER THE REPAIR, THE CONTACT WAS MADE AWARE OF NHT…
Read full complaint
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHILE SHIFTING INTO REVERSE, THE VEHICLE HESITATED. THE VEHICLE WAS TOWED TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE TRANSMISSION SHIFTER CABLE FRACTURED AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED; HOWEVER, SEVERAL MONTHS AFTER THE REPAIR, THE CONTACT WAS MADE AWARE OF NHTSA CAMPAIGN NUMBER: 02V313000 (POWER TRAIN). THE MANUFACTURER WAS NOTIFIED OF THE FAILURE AND STATED THAT THE VEHICLE WAS NOT INCLUDED IN THE RECALL. THE FAILURE MILEAGE WAS 90,000.
NHTSA ODI #10733847
85,000 miles · Nov 11, 2014
Structure
CRACKS IN REAR HATCH PANEL. *TR
NHTSA ODI #10654291
89,000 miles · Nov 20, 2013
Power TrainVehicle Speed Control
MY HUSBAND AND I WERE DRIVING OUR 2003 LINCOLN AVIATOR WHEN IT BASICALLY STOPPED GOING AND WOULDN'T CHANGE GEAR OR SPEED UP. (THIS IS THE SECOND TIME IT'S GOTTEN STUCK IN GEAR, THE 1ST TIME WAS WHEN IT WAS PARKED AND WOULDN'T MOVE BUT THE GEAR SHIFT MOVED FREELY). WE GOT IT BACK HOME AND REALIZED AGAIN THE TRANSMISSION SHIFT CA…
Read full complaint
MY HUSBAND AND I WERE DRIVING OUR 2003 LINCOLN AVIATOR WHEN IT BASICALLY STOPPED GOING AND WOULDN'T CHANGE GEAR OR SPEED UP. (THIS IS THE SECOND TIME IT'S GOTTEN STUCK IN GEAR, THE 1ST TIME WAS WHEN IT WAS PARKED AND WOULDN'T MOVE BUT THE GEAR SHIFT MOVED FREELY). WE GOT IT BACK HOME AND REALIZED AGAIN THE TRANSMISSION SHIFT CABLE HAD COME DISLODGED. LINCOLN HAD A RECALL ON 25 VEHICLE REGARDING THIS PROBLEM, WHEN I CALLED I WAS TOLD MY VEHICLE WASN'T ONE OF THEM AND WASN'T INCLUDED IN THE RECALL EVEN THOUGHT I'M HAVING THE EXACT SAME ISSUE. I'VE COMPLAINED ABOUT THE ONE HERE ONE TIME BEFORE AND NOTHING HAPPENED. THIS IS CRAZY. I COULD'VE BEEN IN A SERIOUS ACCIDENT BEHIND THIS. *TR
NHTSA ODI #10553042
120,000 miles · Oct 28, 2013
Power Train
OUR 2003 LINCOLN AVIATOR CONTINUES TO EXPERIENCE THE SAME PROBLEM - ONCE IN PARK, YOU CANNOT MOVE THE GEAR SHIFT TO ANY OTHER GEAR - IT'S STUCK. OCCASIONALLY, MY HUSBAND CAN WIGGLE A WIRE UNDERNEATH THE BRAKE AND GAS PEDALS SO WE CAN SHIFT INTO REVERSE OR DRIVE BUT THIS CONTINUES TO HAPPEN. I HAVE BEEN STUCK, ALONE AND WITH OU…
Read full complaint
OUR 2003 LINCOLN AVIATOR CONTINUES TO EXPERIENCE THE SAME PROBLEM - ONCE IN PARK, YOU CANNOT MOVE THE GEAR SHIFT TO ANY OTHER GEAR - IT'S STUCK. OCCASIONALLY, MY HUSBAND CAN WIGGLE A WIRE UNDERNEATH THE BRAKE AND GAS PEDALS SO WE CAN SHIFT INTO REVERSE OR DRIVE BUT THIS CONTINUES TO HAPPEN. I HAVE BEEN STUCK, ALONE AND WITH OUR SMALL CHILDREN. IS THERE A PERMANENT CORRECTION FOR THIS ISSUE? *TR
NHTSA ODI #10549749
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.
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.
Illustration