NHTSA owner reports · September 18, 2026 snapshot.
What owners actually said
111 reports36,000 miles · Aug 24, 2006
Vehicle Speed ControlCrashInjury
DT*: THE CONTACT STATED WHILE DRIVING 55MPH ON THE HIGHWAY WITH THE CRUISE CONTROL ENGAGED, THE VEHICLE SUDDENLY LURCHED FORWARD ACROSS THE ROADWAY AND CAREENED OFF A ROADWAY BRIDGE. THE VEHICLE ROLLED FIVE TIMES AND CAME TO A FINAL STOP AGAINST AN EMBANKMENT. MINOR INJURIES WERE SUSTAINED. DUE TO THE EXTENSIVE DAMAGE, THE V…
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DT*: THE CONTACT STATED WHILE DRIVING 55MPH ON THE HIGHWAY WITH THE CRUISE CONTROL ENGAGED, THE VEHICLE SUDDENLY LURCHED FORWARD ACROSS THE ROADWAY AND CAREENED OFF A ROADWAY BRIDGE. THE VEHICLE ROLLED FIVE TIMES AND CAME TO A FINAL STOP AGAINST AN EMBANKMENT. MINOR INJURIES WERE SUSTAINED. DUE TO THE EXTENSIVE DAMAGE, THE VEHICLE WAS TOTALED. THE POLICE WERE ALERTED AND A REPORT WAS TAKEN. AFTERWARDS, THE VEHICLE WAS NOT INSPECTED FOR THE VEHICLE ACCELERATION. THE MANUFACTURER WAS NOT ALERTED.
NHTSA ODI #10166445
48,033 miles · May 26, 2006
Power Train
'03 AVIATOR, SINCE PURCHASE FELT SOMETHING WASN'T RIGHT WITH THE CAR'S TRANSMISSION. CAR SEEMED TO HESITATE SHIFTING INTO NEXT GEAR I.E. STAYING IN GEAR TOO LONG. ALSO AT TIMES DURING STARTUP CAR CAN BE EXTREMELY LOUD, MAKING TRANSMISSION ISSUE MORE PRONOUNCED. CONCERNS MENTIONED DURING ROUTINE MAINTENANCE APPOINTMENTS BUT WAS A…
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'03 AVIATOR, SINCE PURCHASE FELT SOMETHING WASN'T RIGHT WITH THE CAR'S TRANSMISSION. CAR SEEMED TO HESITATE SHIFTING INTO NEXT GEAR I.E. STAYING IN GEAR TOO LONG. ALSO AT TIMES DURING STARTUP CAR CAN BE EXTREMELY LOUD, MAKING TRANSMISSION ISSUE MORE PRONOUNCED. CONCERNS MENTIONED DURING ROUTINE MAINTENANCE APPOINTMENTS BUT WAS ALWAYS TOLD THE CAR WAS FUNCTIONING NORMAL. WINTER '06 CAR BEGAN TO IDLE VERY ROUGH DURING STOPS AND IN NEUTRAL/PARK. 3/3/06 CAR SERVICED FOR ROUGH IDLE -GARAGE FOUND SSM 17478 WHICH SAID THE PCM NEEDED TO BE REPROGRAMMED. CAR STILL WASN'T RUNNING SMOOTHLY. 4/3/06 CAR BACK IN GARAGE FOR MAJOR ENGINE PROBLEM. #8 CYLINDER HEAD WAS REPLACED. I EXPRESSED MY CONCERNS AND WAS TOLD THAT THIS COULD HAVE BEEN CAUSING SOME OF THE ISSUES I WAS COMPLAINING ABOUT. WAS ALSO TOLD THEY HAD MULTIPLE '03 AVIATORS COME IN WITH THE SAME MAJOR ENGINE PROBLEM. OF COURSE CAR STILL DID NOT FEEL RIGHT. 5/8/06 AND ONLY 2,000 MILES TO GO ON MY WARRANTY THE TRANSMISSION FINALLY WENT. PULLED OUT FROM A RED LIGHT WHEN CAR WOULDN'T SHIFT AND BUCKED INTO NEXT GEAR. ENGINE LIGHT AND TRANSMISSION LIGHT WENT ON AND OVERDRIVE OFF LIGHT WAS FLASHING. TRANSMISSION SOLENOID REPLACED ALONG WITH MANY OTHER PARTS. NEEDLESS TO SAY THE CAR'S BEEN DRIVEN 2 OR 3 TIMES SINCE WE'VE PICKED IT UP FROM THE GARAGE AND IT IS STILL NOT RIGHT. CAR IS GOING BACK INTO THE GARAGE FOR SHIFTING PROBLEM AND EXCESSIVE LOUD ENGINE NOISE DURING STARTUP THAT DOESN'T DISSIPATE. TRANSMISSION PROBLEM IS HUGE SAFETY CONCERN. HAD CARS BEHIND ME BEEPING AND FLASHING THEIR LIGHTS AT ME BECAUSE I COULDN'T ACCELERATE THE CAR FAST ENOUGH. WITH COMPUTERS IN CARS MAKES ME WONDER WHERE THE VOICE OF THE CONSUMER HAS GONE. FELT AS THOUGH MY CONCERNS DIDN'T MATTER BECAUSE THE COMPUTER DIDN'T REGISTER ANYTHING WRONG. NOW WITH ONLY MILES FROM MY WARRANTY ENDING I'M FACED WITH ALL THESE MAJOR PROBLEMS OCCURRING WITH MY CAR. *JB
NHTSA ODI #10158326
15,000 miles · Jan 9, 2006
Power Train
DT*: THE CONTACT STATED WHILE TRAVELING 60 MPH THE TRANSMISSION SUDDENLY LOST POWER. THE ENGINE REVVED, BUT THE TRANSMISSION DID NOT ENGAGE. THE CONTACT MOVED INTO THE SLOW LANE UNTIL THE VEHICLE RETURNED TO NORMAL OPERATION, WHICH TOOK ONLY A MINUTE OR TWO. THE VEHICLE WAS TAKEN TO THE LOCAL DEALER FOR INSPECTION SEVERAL TIMES…
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DT*: THE CONTACT STATED WHILE TRAVELING 60 MPH THE TRANSMISSION SUDDENLY LOST POWER. THE ENGINE REVVED, BUT THE TRANSMISSION DID NOT ENGAGE. THE CONTACT MOVED INTO THE SLOW LANE UNTIL THE VEHICLE RETURNED TO NORMAL OPERATION, WHICH TOOK ONLY A MINUTE OR TWO. THE VEHICLE WAS TAKEN TO THE LOCAL DEALER FOR INSPECTION SEVERAL TIMES, BUT THE DEALER WAS UNABLE TO DUPLICATE THE PROBLEM. *AK UPDATED 1/25/2006. THE CONSUMER RETURNED THE VEHICLE TO THE DEALER AND TRADED IT FOR A 2005 MODEL. *NM
NHTSA ODI #10147233
8,000 miles · Dec 21, 2005
Service Brakes, Hydraulic
DT: THE CONTACT STATED THE ABS AND PARKING LIGHTS ILLUMINATED. WHEN THIS OCCURRED HE TOOK THE VEHICLE TO THE DEALERSHIP. THEY REPLACED THE REAR BRAKE SENSOR THREE SEPARATE TIMES. HE STATED THERE WERE NO OTHER PROBLEMS. *AK UPDATED 01/25/06. *JB
NHTSA ODI #10145787
33,135 miles · Aug 12, 2005
EquipmentSeat Belts
DT: ON MAY 15 2005 THE SEAT BELT PROBLEM WAS NOTICED. THE SEAT BELT WAS TWISTED AND WOULDN'T RETRACT. A NEW SEAT BELT WAS ORDERED, AND THEY ACTUALLY ORDERED THE WRONG SEAT BELT, THEN OWNER GOT A LOANER. THE VEHICLE WAS PICKED UP JULY 1. UPON PUTTING THE SEAT BELT BACK ON THE DRIVER NOTICED THAT THE CLIPS BROKE. DEALER SAID …
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DT: ON MAY 15 2005 THE SEAT BELT PROBLEM WAS NOTICED. THE SEAT BELT WAS TWISTED AND WOULDN'T RETRACT. A NEW SEAT BELT WAS ORDERED, AND THEY ACTUALLY ORDERED THE WRONG SEAT BELT, THEN OWNER GOT A LOANER. THE VEHICLE WAS PICKED UP JULY 1. UPON PUTTING THE SEAT BELT BACK ON THE DRIVER NOTICED THAT THE CLIPS BROKE. DEALER SAID THAT THEY HAVE OTHER SEAT BELT CLIPS, AND THAT THEY WILL REPAIR THE SEAT BELT THE REST OF THE WAY ON MONDAY, JULY 18. THE VEHICLE HAS BEEN DRIVEN FOR 2 OR 3 WEEKS WITH A FAULTY SEAT BELT.*AK THE A/C WAS BLOWING OUT WARM AIR. *NM
NHTSA ODI #10128786
13,450 miles · May 25, 2005
Power TrainCrash
THE CONSUMER COMPLAINED ABOUT A SUDDEN ACCELERATION PROBLEM. WHILE BACKING OUT OF THE DRIVEWAY THE VEHICLE BEGAN TO SURGE FORWARD. THE CONSUMER SLAMMED ON THE BRAKES AND THE VEHICLE EVENTUALLY STOPPED. *AK RECALL CAMPAIGN# 02V313000. *SC *JB
NHTSA ODI #10118883
35,000 miles · May 23, 2005
Power Train
I OWN A 2003 LINCOLN AVIATOR, STILL UNDER WARRANTY. SINCE AROUND NOVEMBER OF 2004 I HAVE BEEN HAVING TRANSMISSION PROBLEMS. THE PROBLEM IS THE TRANSMISSION WILL SLIP OUT OF GEAR WHILE DRIVING AT A STEADY SPEED, ACCELERATING FROM A STOP OR SLOWING DOWN AND THEN ACCELERATING. THIS IS VERY HAZARDOUS WHEN TRYING TO MERGE ONTO A H…
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I OWN A 2003 LINCOLN AVIATOR, STILL UNDER WARRANTY. SINCE AROUND NOVEMBER OF 2004 I HAVE BEEN HAVING TRANSMISSION PROBLEMS. THE PROBLEM IS THE TRANSMISSION WILL SLIP OUT OF GEAR WHILE DRIVING AT A STEADY SPEED, ACCELERATING FROM A STOP OR SLOWING DOWN AND THEN ACCELERATING. THIS IS VERY HAZARDOUS WHEN TRYING TO MERGE ONTO A HIGHWAY OR TURN INTO TRAFFIC AND THE VEHICLE WILL NOT ACCELERATE. THE PROBLEM EXISTS IN ALL GEARS, HOWEVER, IT DOES NOT DO IT ALL THE TIME. IT HAS CONTINUED TO GET WORSE. EACH TIME THE DEALERSHIP HAS TOLD ME THAT THEY COULD NOT DUPLICATE THE PROBLEM. ON APRIL 15TH 2005 AS I WAS LEAVING MY OFFICE PARKING LOT THE TRANSMISSION STARTED ACTING UP. IT WAS SLIPPING OUT OF GEAR IN ALL GEARS. I IMMEDIATELY DROVE THE VEHICLE TO THE FORD DEALER. ON THE 21ST OF APRIL ALMOST A WEEK AFTER I DROPPED IT OFF I WAS TOLD AGAIN THEY COULD NOT DUPLICATE THE PROBLEM. ON THE SAME DAY, 21 APRIL 05 I WENT TO PICK UP MY VEHICLE AND THE HEAD MECHANIC HAD IT OUT FOR A TEST DRIVE. HE STATED UPON RETURN THAT THE VEHICLE ACTED UP. MY VEHICLE STAYED WITH THE DEALER FOR THE NEXT 15 DAYS WHILE THEY TOOK APART THE TRANSMISSION, ORDERED PARTS, ETC. A FEW DAYS AFTER I RECEIVED THE VEHICLE BACK THE DEALERSHIP CALLED TO SEE HOW THE VEHICLE WAS RUNNING. I EXPLAINED THAT IT STILL DIDNT FEEL RIGHT BUT I WOULD CONTINUE DRIVING IT AND NOTE ANY PROBLEMS I ENCOUNTER. AS OF TODAY, 23 MAY 05, THE TRANSMISSION DOES NOT ALWAYS SHIFT SMOOTHLY AND I HAVE HAD THREE OCCASIONS WERE THE TRANSMISSION TOOK A VERY LONG TIME TO SHIFT FROM ONE GEAR TO ANOTHER. THIS TO ME IS JUST A SIGN AND THE BEGINNING OF MORE PROBLEMS. DURING THE COURSE OF MY MANY VISITS TO THE DEALER I WAS INFORMED THAT PROBLEMS EXIST WITH MY MAKE OF TRANSMISSION, NOT ONLY IN THE AVIATOR BUT WITH THE EXPLORER AND THE MERCURY SUVS. WHAT I DONT UNDERSTAND, IF THERE IS A PROBLEM WITH THE TRANSMISSION WHY HASNT FORD/LINCOLN ACTED ON IT AND PUT OUT A BULLETIN OR RECALL. SINCERELY LORI BELL
NHTSA ODI #10121909
20,000 miles · Mar 10, 2005
Power Train
AFTER STARTING THE VEHICLE GEARS WOULD STICK WHEN SHIFTING TO DRIVE/REVERSE. VEHICLE HAD TO BE TOWED. DEALERSHIP WAS NOTIFIED, BUT DID NOT RESOLVE THE PROBLEM. *AK
NHTSA ODI #10114936
7,991 miles · Mar 9, 2005
Power Train
SHIFT CABLE EITHER BECOMES STUCK,OR DISLODGED FROM SHIFT CABLE BRACKET.WHICH LEAVES ME FEELING VERY UNSAFE ,AS I DO ALOT OF TRAVELING WITH MY CHILDREN,AND THIS CAN,AS IT HAS HAPPENED AT ANY PLACE OR ANY TIME.*AK
NHTSA ODI #10112770
19,500 miles · Mar 3, 2005
Power Train
TRANSMISSION SHIFT CABLE BECAME DISLODGED FROM THE CABLE BRACKET. AS A RESULT, THE VEHICLE WAS UNABLE TO SWITCH GEARS. *AK
NHTSA ODI #10113388
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.
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