IllustrationI WAS UNABLE TO STOP 2003 AVIATOR AND RAN INTO A BUILDING. THERE WAS EXTENSIVE DAMAGE. *AK
2003 Lincoln Aviator
Owner reports · Recalls · Investigations
More warning signs than most Aviator years
Owner complaints for the 2003 Lincoln Aviator are substantially higher than the model-year median of 39.
About this comparison →How this year compares
Owner complaints by model year
Compare all Aviator years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
190–25K
1125–50K
2250–75K
1675–100K
19100–150K
4150K+
91 reports with mileage · 20 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Power Train. Review the 55 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine And Engine Cooling. Review the 15 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Structure. Review the 15 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
5 crash reports0 fire reports5 injury reports
What owners actually said
111 reportsTRANSMISSION EITHER SHIFTS REAL SLOW OR VIOLENTLY JERKS FROM ONE GEAR TO ANOTHER. DEALER HAS HAD IN SHOP MANY TIMES WITHOUT ANY RESOLUTION AVAILABLE. THIS CAUSES HUGE LOSS IN FUEL MILEAGE NOT TO MENTION THE HARSHNESS OF THE DRIVING EXPERIENCE. *TR
ON JUNE 07 AT 1100HRS THE GEARSHIFT KNOB AND GEARSHIFT BOOT DISENGAGED FROM THE CONSOLE OF MY 2003 LINCOLN AVIATOR; THE GEARSHIFT AND THEREFORE TRANSMISSION WERE LOCKED IN THE D(RIVE) POSITION COULD NOT BE SHIFTED TO ANOTHER POSITION OR DISENGAGED. THE LINCOLN-MERCURY DEALER WAS A SHORT DISTANCE FROM THE GAS STATION WHERE I WAS …
Read full complaint
ON JUNE 07 AT 1100HRS THE GEARSHIFT KNOB AND GEARSHIFT BOOT DISENGAGED FROM THE CONSOLE OF MY 2003 LINCOLN AVIATOR; THE GEARSHIFT AND THEREFORE TRANSMISSION WERE LOCKED IN THE D(RIVE) POSITION COULD NOT BE SHIFTED TO ANOTHER POSITION OR DISENGAGED. THE LINCOLN-MERCURY DEALER WAS A SHORT DISTANCE FROM THE GAS STATION WHERE I WAS SO I ELECTED TO DRIVE IT THERE UNDER THE CIRCUMSTANCES. ONCE AT THE LINCOLN-MERCURY DEALER A TECHNICIAN EXAMINED THE GEARSHIFT AND INDICATED THAT AN INCIDENT LIKE MINE "HAPPENS ALL THE TIME" ... "A SCREW COMES LOOSE". WAS ADVISED TOO THAT LIKELY PARTS WOULD HAVE TO BE ORDERED. REPAIR TO THE AVIATOR IS ESTIMATED AT $584 SINCE THE ENTIRE "SHIFTER ASSEMBLY" HAD TO BE REPLACED. THERE WAS NO ACCIDENT OR INJURY BUT IT IS NOT UNREASONABLE TO EXPECT THAT SUCH A CRITICAL COMPONENT WOULD EXPERIENCE SUCH A DEFECT THAT APPARENTLY IS OR WAS A "KNOWN PROBLEM", AND THIS IS CERTAINLY NOT THE LEVEL OF QUALITY EXPECTED IN A $45000 "LUXURY" UTILITY VEHICLE.
TL*THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHEN ACCELERATING TO 40 MPH FROM A COMPLETE STOP, THE VEHICLE'S TRANSMISSION SLIPS AND THE ENGINE'S RPM INCREASES TO 5,000 RPM FOR APPROXIMATELY FIVE TO SIX SECONDS. THE TRANSMISSION THEN SHIFTS ITSELF IN GEAR AND DRIVES FORWARD. WHEN THE CONTACT ATTEMPTS TO ACCELERATE AND CHANGE GE…
Read full complaint
TL*THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHEN ACCELERATING TO 40 MPH FROM A COMPLETE STOP, THE VEHICLE'S TRANSMISSION SLIPS AND THE ENGINE'S RPM INCREASES TO 5,000 RPM FOR APPROXIMATELY FIVE TO SIX SECONDS. THE TRANSMISSION THEN SHIFTS ITSELF IN GEAR AND DRIVES FORWARD. WHEN THE CONTACT ATTEMPTS TO ACCELERATE AND CHANGE GEARS, THE TRANSMISSION JERKS AND SLIPS, PREVENTING THE VEHICLE FROM MOVING. THE ENGINE REVS UP AND THEN GETS WEAKER. THE CONTACT STATED THAT THE VEHICLE FEELS AS IF IT IS IN NEUTRAL FOR APPROXIMATELY SIX SECONDS. THE VEHICLE WAS TAKEN TO THE DEALER WHERE IT WAS KEPT OVERNIGHT. THE DEALER WAS UNABLE TO DUPLICATE THE FAILURE. THE CURRENT MILEAGE IS 62,500 AND FAILURE MILEAGE WAS 45,000.
MY 2003 LINCOLN AVIATOR HAD A ROUGH IDLE AND WAS A LITTLE SLUGGISH. WITH ONLY 92,000 MILES ON A $45,000 CAR, THIS SURPRISED ME. THIS IS A HIGH PERFORMANCE ENGINE. UPON ACCELERATING TO ENTER I-20 THE VEHICLE ALMOST DIED. LUCKILY ,THERE WERE NO VEHICLES COMING - HAD THIS BEEN DURING RUSH HOUR IT MIGHT NOT HAVE BEEN SO LUCKY.…
Read full complaint
MY 2003 LINCOLN AVIATOR HAD A ROUGH IDLE AND WAS A LITTLE SLUGGISH. WITH ONLY 92,000 MILES ON A $45,000 CAR, THIS SURPRISED ME. THIS IS A HIGH PERFORMANCE ENGINE. UPON ACCELERATING TO ENTER I-20 THE VEHICLE ALMOST DIED. LUCKILY ,THERE WERE NO VEHICLES COMING - HAD THIS BEEN DURING RUSH HOUR IT MIGHT NOT HAVE BEEN SO LUCKY. I TOOK THE VEHICLE TO CITY GARAGE TO HAVE IT CHECKED OUT, AND WAS TOLD IT HAD A MAJOR ENGINE PROBLEM. THE #8 CYLINDER HAD ON 70 LBS OF PRESSURE, AND THE VEHICLE NEEDED A VALVE JOB. I CALLED LINCOLN CUSTOMER SERVICE AFTER FIND ON THIS WEB SITE THAT MINE WAS NOT THE ONLY AVIATOR WITH THIS PROBLEM AND WITH THE EXACT SAME CYLINDER. I WAS TOLD BY LINCOLN TO TAKE IT TO THE DEALERSHIP WHERE I PAID ANOTHER $100 TO HAVE IT SCOPED AGAIN - ONLY TO BE TOLD BY LINCOLN THAT THEY DIDN'T INTEND TO DO ANYTHING ABOUT IT. THIS APPEARS TO BE ANOTHER ONE OF FORD'S MAJOR MISTAKES THAT THEY ARE NOT WILLING TO TAKE RESPONSIBILITY FOR UNTIL SOMEONE GETS KILLED. PEOPLE WHO OWN THESE VEHICLES DO NOT EXPECT THEM TO DIE ON ACCELERATION, AND IT IS JUST A MATTER OF TIME BEFORE SOMEONE GETS HURT. THAT - COUPLED WITH THE FACT THAT THIS IS COSTING PEOPLE WHO OWN THESE VEHICLES A GOOD DEAL OF MONEY AND FORD'S ATTITUDE WAS TOUGH.
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHILE DRIVING 30 MPH THE CONTACT TURNED THE VEHICLE TO AVOID HITTING ANOTHER VEHICLE AND HIT A TREE. THE WEATHER WAS NOT A FACTOR. THERE WERE NO FAILURES PRIOR TO THE CRASH. THE CONTACT WAS THROWN INTO THE WINDSHIELD ON THE PASSENGER'S SIDE, WHERE HE SUSTAINED BACK AND HEAD TRAU…
Read full complaint
TL* THE CONTACT OWNS A 2003 LINCOLN AVIATOR. WHILE DRIVING 30 MPH THE CONTACT TURNED THE VEHICLE TO AVOID HITTING ANOTHER VEHICLE AND HIT A TREE. THE WEATHER WAS NOT A FACTOR. THERE WERE NO FAILURES PRIOR TO THE CRASH. THE CONTACT WAS THROWN INTO THE WINDSHIELD ON THE PASSENGER'S SIDE, WHERE HE SUSTAINED BACK AND HEAD TRAUMA. THE CONTACTS VEHICLE WAS TOTALED. THE CURRENT AND FAILURE MILEAGE WERE 78000. THE CONTACT HAS A COPY OF THE POLICE REPORT. *AK THE CONSUMER PROVIDED THE DUSSALT AND ZATIR NUMBER 18005424529 TO OBTAIN A POLICE REPORT AND ALSO PROVIDED PICTURES OF THE VEHICLE AS WELL AS INJURIES. UPDATE 05/10/07*TR
2003 LINCOLN AVIATOR WARNING LIGHT "EMISSION". FOUND OUT IT IS A DESIGN FLAW WITH THE AUTOMATIC TRANSMISSION. WE CONTACTED NHTSA AND FOUND OUT THERE IS A RECALL. OUR VIN # IS NOT IN THIS RECALL. FORD/LINCOLN WILL ONLY GIVE US $850.00 OFF ON A $3000.00. THIS CAR HAS 72,000 MILES ON IT. FOUND OUT THIS IS WHEN THESE TRANSMISSIONS …
Read full complaint
2003 LINCOLN AVIATOR WARNING LIGHT "EMISSION". FOUND OUT IT IS A DESIGN FLAW WITH THE AUTOMATIC TRANSMISSION. WE CONTACTED NHTSA AND FOUND OUT THERE IS A RECALL. OUR VIN # IS NOT IN THIS RECALL. FORD/LINCOLN WILL ONLY GIVE US $850.00 OFF ON A $3000.00. THIS CAR HAS 72,000 MILES ON IT. FOUND OUT THIS IS WHEN THESE TRANSMISSIONS GO. WHEN WE TOOK IT TO THE DEALER THERE WAS ANOTHER THERE WITH 45,000 MILES SAME PROBLEM. THE WARRANTY ON THE 2003 IS 4 YEARS 50,000 MILES. THE DIAGNOSE IS GEAR 2 RATIO, GEAR 5 RATIO AND SOLENOID B. *NM
10/26/06 # 8 COIL FAILED 11/8/06 #6 COIL FAILED 12/15/06 # 7 COIL FAILED 1/24/07 CYLINDER HEAD CRACKED TOTAL COST $4,943.53 FOR REPAIRS. *NM
DT*: THE CONTACT STATED A WHINING NOISE WAS HEARD COMING FROM THE REAR OF THE VEHICLE WHILE DRIVING 55 MPH. THE VEHICLE WAS TAKEN TO THE SALES/SERVICE DEALER FOR REPAIRS. THE RIGHT REAR AXLE AND PINION WERE REPLACED AS WELL AS THE C B SHAFT ASSEMBLY AND GEAR AND PINION LOCKING PIN. THIS WAS THE THIRD TIME THE REAR END WAS REP…
Read full complaint
DT*: THE CONTACT STATED A WHINING NOISE WAS HEARD COMING FROM THE REAR OF THE VEHICLE WHILE DRIVING 55 MPH. THE VEHICLE WAS TAKEN TO THE SALES/SERVICE DEALER FOR REPAIRS. THE RIGHT REAR AXLE AND PINION WERE REPLACED AS WELL AS THE C B SHAFT ASSEMBLY AND GEAR AND PINION LOCKING PIN. THIS WAS THE THIRD TIME THE REAR END WAS REPLACED IN A TWO YEAR PERIOD. THE MANUFACTURER WAS NOTIFIED AND A TECHNICIAN WAS SENT TO INSPECT THE VEHICLE.*AK THE VEHICLE PULLED TO THE LEFT, THE DOOR LOCK SWITCH WAS INOPERATIVE, THE REAR SHOCK WAS LEAKING OIL, THE E POWER STEERING HOSE WAS REPLACED, THERE WAS A TICKING SOUND COMING FROM THE ENGINE COMPARTMENT. THE TIMING CHAIN AND GASKET WERE REPLACED. THE DOOR AJAR LIGHT CAME ON AFTER ALL THE DOORS WERE CLOSED. THE CONSUMER STATED THE SHIFTING OF THE GEARS WERE HARSH, THE DEALER REPLACED VARIOUS COMPONETS IN THE TRANSMISSION. THE RIGHT REAR BRAKE LIGHT BULB WAS REPLACED, THE MASTER CYLINDER WAS REPLACED. THE FRONT SEAT CLIMATE CONTROL WAS NOT COOLING. THE BATTERY WAS REPLACED, THE ACCELERATOR CABLE WAS STICKING. UPDATED 12/05/06. *JB
DT*: THE CONTACT STATED WHILE APPLYING BRAKE PRESSURE AT ANY SPEED, THERE WAS AN INCREASED STOPPING DISTANCE. THE VEHICLE WAS INSPECTED BY AN INDEPENDENT REPAIR SHOP AND A DEALER WHO BOTH DETERMINED THE MASTER CYLINDER NEEDED TO BE REPLACED. AFTER THE DEALER REPLACED THE MASTER CYLINDER, THE PROBLEM PERSISTED. THE VEHICLE WA…
Read full complaint
DT*: THE CONTACT STATED WHILE APPLYING BRAKE PRESSURE AT ANY SPEED, THERE WAS AN INCREASED STOPPING DISTANCE. THE VEHICLE WAS INSPECTED BY AN INDEPENDENT REPAIR SHOP AND A DEALER WHO BOTH DETERMINED THE MASTER CYLINDER NEEDED TO BE REPLACED. AFTER THE DEALER REPLACED THE MASTER CYLINDER, THE PROBLEM PERSISTED. THE VEHICLE WAS RETURNED TO THE DEALER WHO DETERMINED THE MASTER CYLINDER NEEDED TO BE REPLACED AGAIN. THE MASTER CYLINDER PART NEEDED FOR REPAIR WAS ON BACK ORDER AND NOT AVAILABLE AT ANY AREA DEALERSHIPS. THE MANUFACTURER WAS ALERTED.
Official recalls
102V313000 · Power Train:automatic Transmission
Nov 21, 2002
ON CERTAIN SPORT UTILITY VEHICLES, THE TRANSMISSION SHIFT CABLE CAN BECOME DISLODGED FROM THE SHIFT CABLE BRACKET.
Consequence & remedy
Consequence: THIS COULD RESULT RESULTING IN INCORRECT GEAR INDICATION.
Remedy: DEALERS WILL ADD A STRAP TO THE SHIFT CABLE ADJUSTER TO PREVENT THE SHIFT CABLE FROM BECOMING DISLODGED. FORD HAS NOT YET PROVIDED AN OWNER NOTIFICATION SCHEDULE FOR THIS CAMPAIGN. OWNERS WHO DO NOT RECEIVE THE FREE REMEDY WITHIN A REASONABLE TIME SHOULD CONTACT FORD AT 1-866-436-7332.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
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.