NHTSA owner reports · September 18, 2026 snapshot.
Structure complaints
70 reportsClear category filter61,010 miles · Dec 9, 2008
Structure
WHEN APPROACHING MY VEHICLE (2002 MERCURY MOUNTAINEER) FROM BEHIND, I NOTICED A CRACK IN THE CENTER OF THE LIFTGATE PANEL, BEGINNING AT THE BOTTOM OF THE WINDOW AND EXTENDING TO THE HANDLE. I RESEARCHED THIS ON THE INTERNET AND FOUND THAT IT IS A PROBLEM WHICH HAS OCCURRED IN FORD-MANUFACTURED SUVS, INCLUDING THE MOUNTAINEER AN…
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WHEN APPROACHING MY VEHICLE (2002 MERCURY MOUNTAINEER) FROM BEHIND, I NOTICED A CRACK IN THE CENTER OF THE LIFTGATE PANEL, BEGINNING AT THE BOTTOM OF THE WINDOW AND EXTENDING TO THE HANDLE. I RESEARCHED THIS ON THE INTERNET AND FOUND THAT IT IS A PROBLEM WHICH HAS OCCURRED IN FORD-MANUFACTURED SUVS, INCLUDING THE MOUNTAINEER AND EXPLORER. I CALLED THE SERVICE MANAGER OF THE DEALERSHIP WHERE I PURCHASED THE VEHICLE. HE WAS FAMILIAR WITH THE PROBLEM AND STATED THAT THE PANEL WILL NEED TO BE REPLACED. SINCE THERE IS NO RECALL ISSUED, THERE WAS NOTHING HE COULD DO. I THEN CALLED FORD CUSTOMER SERVICE AND SPOKE TO A PERSON WHO TOLD ME THAT FORD COULD NOT PROVIDE ASSISTANCE SINCE MY VEHICLE WAS OUT OF WARRANTY. SINCE THIS IS AN OBVIOUS DEFECT IN THE PRODUCT, I BELIEVE THAT FORD SHOULD ISSUE A RECALL AND COVER THE REPAIR COST. FORD SHOULD STAND BEHIND THE QUALITY OF ITS VEHICLES AND IF THERE IS A PROBLEM, THEN IT SHOULD PROVIDE THE CUSTOMER WITH A SATISFACTORY REMEDY. *TR
NHTSA ODI #10251207
79,332 miles · Sep 12, 2008
Structure
TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. WHEN THE CONTACT ATTEMPTED TO CLOSE THE REAR HATCH WINDOW, IT SUDDENLY EXPLODED. SHE NOTICED THAT THE REAR DRIVER'S SIDE WINDOW HATCH HAD FALLEN OFF OF THE VEHICLE. THE VEHICLE WAS TAKEN TO A LOCAL MECHANIC AND THE CONTACT WAS INFORMED THAT THE REAR LIFT GATE NEEDED TO BE REPLAC…
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TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. WHEN THE CONTACT ATTEMPTED TO CLOSE THE REAR HATCH WINDOW, IT SUDDENLY EXPLODED. SHE NOTICED THAT THE REAR DRIVER'S SIDE WINDOW HATCH HAD FALLEN OFF OF THE VEHICLE. THE VEHICLE WAS TAKEN TO A LOCAL MECHANIC AND THE CONTACT WAS INFORMED THAT THE REAR LIFT GATE NEEDED TO BE REPLACED. THE VEHICLE HAS NOT BEEN DIAGNOSED BY THE DEALER. THE CONTACT DID NOT NOTICE ANY DIFFERENCES BEFOREHAND. THE CURRENT AND FAILURE MILEAGES WERE 79,332. UPDATED 11/07/08 *BF THE CONSUMER LEARNED OF RECALL #04V442000 BUT WAS INFORMED HER VEHICLE WAS NOT INCLUDED IN THE RECALL.. THE CONSUMER WAS TOLD THE RECALL WAS RELATED TO THE FAILURE OF THE REAR WINDOW BRACKETS BUT ALSO BECAUSE OF WHERE THE VEHICLE WAS MANUFACTURED. UPDATED 11/07/08. *JB
NHTSA ODI #10241963
84,000 miles · Jul 28, 2008
StructureVisibility
TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. WHILE THE VEHICLE WAS PARKED, THE WINDOW LIFTGATE SHATTERED WHEN IT WAS CLOSED. THE DEALER STATED THAT THE VEHICLE HAD PREVIOUSLY BEEN REPAIRED UNDER NHTSA CAMPAIGN ID NUMBERS 04V442000 (STRUCTURE:BODY: HATCHBACK/LIFTGATE:HINGE AND ATTACHMENTS), 01I010000 (VISIBILITY: GLASS, SIDE…
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TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. WHILE THE VEHICLE WAS PARKED, THE WINDOW LIFTGATE SHATTERED WHEN IT WAS CLOSED. THE DEALER STATED THAT THE VEHICLE HAD PREVIOUSLY BEEN REPAIRED UNDER NHTSA CAMPAIGN ID NUMBERS 04V442000 (STRUCTURE:BODY: HATCHBACK/LIFTGATE:HINGE AND ATTACHMENTS), 01I010000 (VISIBILITY: GLASS, SIDE/REAR), AND 07E104000 (VISIBILITY:GLASS, SIDE/REAR); THEREFORE, THE CONTACT WOULD BE RESPONSIBLE FOR THE REPAIR COST. UPDATED 09/15/08 *BF UPDATED 09/17/08. *JB
NHTSA ODI #10236130
58,500 miles · Jul 7, 2008
Structure
TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. WHILE THE CONTACT WAS UNDERNEATH THE HOOD DETAILING HER VEHICLE, THE HOOD CAME DOWN ON HER WITHOUT WARNING. SHE WAS NOT INJURED. THE CONTACT CALLED THE MANUFACTURER TO REPORT THE FAILURE AND WAS INFORMED THAT THERE WAS NO RECALL. SHE WAS ADVISED TO REPORT THE FAILURE TO NHTSA. …
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TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. WHILE THE CONTACT WAS UNDERNEATH THE HOOD DETAILING HER VEHICLE, THE HOOD CAME DOWN ON HER WITHOUT WARNING. SHE WAS NOT INJURED. THE CONTACT CALLED THE MANUFACTURER TO REPORT THE FAILURE AND WAS INFORMED THAT THERE WAS NO RECALL. SHE WAS ADVISED TO REPORT THE FAILURE TO NHTSA. THE FAILURE MILEAGE WAS 58,500.
NHTSA ODI #10233442
Mileage unknown · May 14, 2008
Structure
THE BACK DOOR OF MY 2002 MERCURY MOUNTAINEER HAS CRACKED AROUND THE MERCURY EMBLEM, WHICH IS LOCATED JUST UNDER THE GLASS PORTION OF THE DOOR THAT YOU CAN OPEN SEPARATELY FROM THE REMAINDER OF THE DOOR. I HAVE NOW SEEN THREE OTHER MERCURY MOUNTAINEERS WITH THE SAME CRACK AROUND THE EMBLEM. I DON'T BELIEVE THIS IS A COINCIDEN…
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THE BACK DOOR OF MY 2002 MERCURY MOUNTAINEER HAS CRACKED AROUND THE MERCURY EMBLEM, WHICH IS LOCATED JUST UNDER THE GLASS PORTION OF THE DOOR THAT YOU CAN OPEN SEPARATELY FROM THE REMAINDER OF THE DOOR. I HAVE NOW SEEN THREE OTHER MERCURY MOUNTAINEERS WITH THE SAME CRACK AROUND THE EMBLEM. I DON'T BELIEVE THIS IS A COINCIDENCE. I BELIEVE IT IS A DEFECT AND THAT THE MANUFACTURER SHOULD PUT OUT A RECALL TO FIX THE DEFECT. *TR
NHTSA ODI #10227819
Mileage unknown · Feb 15, 2008
EquipmentStructure
PLASTIC PIECE BETWEEN THE BACK WINDOW AND LIFT GATE HANDLE KEEPS CRACKING. A ($400 REPAIR) 2002 MERCURY MOUNTAINEER. *TR
NHTSA ODI #10218133
Mileage unknown · Jul 2, 2007
Structure
TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. THE CONTACT NOTICED A CRACK ON THE PANEL OF THE LIFTGATE. THE DEALER REPLACED THE PANEL, BUT WAS UNABLE TO DIAGNOSIS THE CAUSE OF FAILURE. APPROXIMATELY ONE YEAR LATER, SHE NOTICED ANOTHER CRACK ON THE LIFTGATE PANEL. THE DEALER STATED THAT THEY WOULD ORDER THE PART AND REPLACE…
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TL*THE CONTACT OWNS A 2002 MERCURY MOUNTAINEER. THE CONTACT NOTICED A CRACK ON THE PANEL OF THE LIFTGATE. THE DEALER REPLACED THE PANEL, BUT WAS UNABLE TO DIAGNOSIS THE CAUSE OF FAILURE. APPROXIMATELY ONE YEAR LATER, SHE NOTICED ANOTHER CRACK ON THE LIFTGATE PANEL. THE DEALER STATED THAT THEY WOULD ORDER THE PART AND REPLACE THE PANEL. AS OF JULY 2, 2007, THE PANEL HAS NOT BEEN REPLACED. THE FAILURE CAUSED THE CLOSE DOOR LIGHT TO REMAIN ILLUMINATED. THE CURRENT MILEAGE IS 68,000 AND THE FAILURE MILEAGE WAS UNKNOWN.
NHTSA ODI #10195147
65,000 miles · Jan 18, 2007
Structure
A LARGE CRACK SPONTANEOUSLY FORMED RUNNING VERTICALLY DOWN THE PANEL OF THE REAR LIFTGATE OF OUR 2002 MERCURY MOUNTAINEER NEAR THE EMBLEM. I HAVE NOT BEEN ABLE TO ASCERTAIN IF THE CRACK HAS LED TO A FAILURE OF THE TAILGATE INTEGRITY AS FAR AS WATERPROOFING IS CONCERNED. *JB.
NHTSA ODI #10179046
55,000 miles · Dec 26, 2006
Structure
TL* - THE CONTACT STATED WHILE VEHICLE WAS PARKED AND WHEN SHE WAS CLOSING HER LIFTGATE CYLINDER DETACHED. WEATHER CONDITION AT THE TIME OF THE INCIDENT WAS A RAINY DAY AND TEMPERATURE AROUND 50 DEGREES. *AK
NHTSA ODI #10177003
80,000 miles · Nov 9, 2006
Structure
TAILGATE HAS DEVELOPED CRACK IN THE PLASTIC OF THE GATE. THE PLASTIC IS BONDED TO THE REAR WINDOW GLASS. APPARENTLY DISSIMILAR EXPANSION COEFFICIENTS RESULT IN CRACKING OF THE GATE. LOCAL REPAIR SHOP HAS REPLACED 3 IN THE LAST MONTH, NOT INCLUDING MINE. *NM
NHTSA ODI #10173084
NHTSA investigations
5EA09013 · 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.
PE05037 · Stuck Engine Throttle
Opened Jul 7, 2005 · Closed Nov 2, 2005
Status: closed (inferred from source dates) · Vehicle Speed Control; Vehicle Speed Control:accelerator Pedal; Vehicle Speed Control:cables
ON JULY 7, 2005, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION TO INVESTIGATE ALLEGED STUCK THROTTLE COMPLAINTS IN CERTAIN MODEL YEAR (MY) 2002 FORD EXPLORER AND MERCURY MOUNTAINEER VEHICLES EQUIPPED WITH THE STANDARD AVAILABLE 4.0L SOHC V6 ENGINE.AT THAT TIME, ODI WAS AWARE OF 15 COMPLAINTS THAT ALLEGED STUCK ENGINE THROTTLE CAUSING UNWANTED VEHICLE ACCELERATION AND 1 ALLEGED CRASH AS A RESULT.SIX COMPLAINANTS REPORTED THAT THROTTLE CONTROL CABLE REPLACEMENT REMEDIED THE ALLEGED STUCK THROTTLE CONDITION.ADDITIONALLY, ODI WAS AWARE OF A TECHNICAL SERVICE BULLETIN ISSUED BY THE MANUFACTURER THAT REFERRED TO AN ACCELERATOR CABLE DESIGN CHANGE.ODI SENT A LETTER TO THE MANUFACTURER ON JULY 18, 2005 REQUESTING CERTAIN INFORMATION ABOUT THESE VEHICLES. ACCORDING TO FORD, APPROXIMATELY 234,092 SUBJECT VEHICLES BUILT FROM AUGUST 14, 2000 (?JOB 1?) THROUGH OCTOBER 31, 2001 USED A PARTICULAR ACCELERATOR CABLE KNOWN AS A 16 LAY WIRE DESIGN.THIS DESIGN IS COMPRISED OF THE THROTTLE CABLE SURROUNDED BY A CONDUIT MADE OF SEVERAL CONCENTRIC LAYERS INCLUDING A TEFLON LINER, A NYLON TUBE EXTRUDED OVER THE TEFLON LINER, 16 LAY WIRES WRAPPED AROUND THE NYLON TUBE, AND FINALLY A NYLON JACKET EXTRUDED OVER AND AROUND THE LAY WIRES. FORD REPORTS THAT THROTTLE CONTROL CONCERNS RELATED TO THE ACCELERATOR CABLE ARE LIKELY CAUSED BY A MIGRATION OF THE INNER TEFLON LINER OUT OF THE CONDUIT AT THE DASH PANEL FITTING.SHOULD THE TEFLON LINER MIGRATE OUTWARD SUFFICIENTLY TO CONTACT THE ACCELERATOR PEDAL ARM IT COULD INTERFERE WITH THE PEDAL?S ABILITY TO RETURN TO IDLE.IN NOVEMBER 2001, FORD BEGAN USING A NEW 12 LAY WIRE DESIGN ACCELERATOR CABLE.THIS CHANGE WAS IMPLEMENTED TO ALLOW FOR INSTALLATION OF OPTIONALLY AVAILABLE POWER-ADJUSTABLE PEDALS. FIELD DATA SUGGESTS THAT THE CONDITION WITH THE SUBJECT CABLE IS MORE PREVALENT IN COLD (WINTER) CLIMATES.OF THE 396 WARRANTY CLAIMS RELATED TO THE ALLEGED DEFECT, NEARLY 68% OCCURRED IN WINTER MONTHS AND MOST WARRANTY CLAIMS ARE ASSOCIATED WITH VEHICLES SOLD IN THE NORTHEASTERN, NORTHERN INTERIOR (MIDWEST), AND ROCKY MOUNTAIN REGIONS OF THE UNITED STATES.THIS SEASONAL TREND APPEARS TO BE IN DECLINE WITH FEWER WARRANTY CLAIMS PAID IN WINTER 2005 THAN IN PREVIOUS WINTERS.THERE ARE NO KNOWN CRASHES RELATED TO THE ALLEGED DEFECT ON THE SUBJECT VEHICLES, THE COMPLAINT RATE IS LOW AFTER APPROXIMATELY FOUR YEARS IN SERVICE (3.0 INCIDENTS PER 100,000 VEHICLES) AND THE FAILURE TREND IS DECLINING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2005.A SAFETY-RELATED DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.ODI WILL CONTINUE TO MONITOR ITS COMPLAINT DATABASE AND WILL RECEIVE UPDATED COMPLAINT AND WARRANTY DATA FROM FORD IN SPRING 2006 TO VERIFY THE TREND ANALYSIS.THE AGENCY WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.
Additional source detail variants (3)
Vehicle Speed Control:accelerator Pedal
ON JULY 7, 2005, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION TO INVESTIGATE ALLEGED STUCK THROTTLE COMPLAINTS IN CERTAIN MODEL YEAR (MY) 2002 FORD EXPLORER AND MERCURY MOUNTAINEER VEHICLES EQUIPPED WITH THE STANDARD AVAILABLE 4.0L SOHC V6 ENGINE.AT THAT TIME, ODI WAS AWARE OF 15 COMPLAINTS THAT ALLEGED STUCK ENGINE THROTTLE CAUSING UNWANTED VEHICLE ACCELERATION AND 1 ALLEGED CRASH AS A RESULT.SIX COMPLAINANTS REPORTED THAT THROTTLE CONTROL CABLE REPLACEMENT REMEDIED THE ALLEGED STUCK THROTTLE CONDITION.ADDITIONALLY, ODI WAS AWARE OF A TECHNICAL SERVICE BULLETIN ISSUED BY THE MANUFACTURER THAT REFERRED TO AN ACCELERATOR CABLE DESIGN CHANGE.ODI SENT A LETTER TO THE MANUFACTURER ON JULY 18, 2005 REQUESTING CERTAIN INFORMATION ABOUT THESE VEHICLES. ACCORDING TO FORD, APPROXIMATELY 234,092 SUBJECT VEHICLES BUILT FROM AUGUST 14, 2000 (?JOB 1?) THROUGH OCTOBER 31, 2001 USED A PARTICULAR ACCELERATOR CABLE KNOWN AS A 16 LAY WIRE DESIGN.THIS DESIGN IS COMPRISED OF THE THROTTLE CABLE SURROUNDED BY A CONDUIT MADE OF SEVERAL CONCENTRIC LAYERS INCLUDING A TEFLON LINER, A NYLON TUBE EXTRUDED OVER THE TEFLON LINER, 16 LAY WIRES WRAPPED AROUND THE NYLON TUBE, AND FINALLY A NYLON JACKET EXTRUDED OVER AND AROUND THE LAY WIRES. FORD REPORTS THAT THROTTLE CONTROL CONCERNS RELATED TO THE ACCELERATOR CABLE ARE LIKELY CAUSED BY A MIGRATION OF THE INNER TEFLON LINER OUT OF THE CONDUIT AT THE DASH PANEL FITTING.SHOULD THE TEFLON LINER MIGRATE OUTWARD SUFFICIENTLY TO CONTACT THE ACCELERATOR PEDAL ARM IT COULD INTERFERE WITH THE PEDAL?S ABILITY TO RETURN TO IDLE.IN NOVEMBER 2001, FORD BEGAN USING A NEW 12 LAY WIRE DESIGN ACCELERATOR CABLE.THIS CHANGE WAS IMPLEMENTED TO ALLOW FOR INSTALLATION OF OPTIONALLY AVAILABLE POWER-ADJUSTABLE PEDALS. FIELD DATA SUGGESTS THAT THE CONDITION WITH THE SUBJECT CABLE IS MORE PREVALENT IN COLD (WINTER) CLIMATES.OF THE 396 WARRANTY CLAIMS RELATED TO THE ALLEGED DEFECT, NEARLY 68% OCCURRED IN WINTER MONTHS AND MOST WARRANTY CLAIMS ARE ASSOCIATED WITH VEHICLES SOLD IN THE NORTHEASTERN, NORTHERN INTERIOR (MIDWEST), AND ROCKY MOUNTAIN REGIONS OF THE UNITED STATES.THIS SEASONAL TREND APPEARS TO BE IN DECLINE WITH FEWER WARRANTY CLAIMS PAID IN WINTER 2005 THAN IN PREVIOUS WINTERS.THERE ARE NO KNOWN CRASHES RELATED TO THE ALLEGED DEFECT ON THE SUBJECT VEHICLES, THE COMPLAINT RATE IS LOW AFTER APPROXIMATELY FOUR YEARS IN SERVICE (3.0 INCIDENTS PER 100,000 VEHICLES) AND THE FAILURE TREND IS DECLINING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2005.A SAFETY-RELATED DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.ODI WILL CONTINUE TO MONITOR ITS COMPLAINT DATABASE AND WILL RECEIVE UPDATED COMPLAINT AND WARRANTY DATA FROM FORD IN SPRING 2006 TO VERIFY THE TREND ANALYSIS.THE AGENCY WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.
Vehicle Speed Control:cables
ON JULY 7, 2005, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION TO INVESTIGATE ALLEGED STUCK THROTTLE COMPLAINTS IN CERTAIN MODEL YEAR (MY) 2002 FORD EXPLORER AND MERCURY MOUNTAINEER VEHICLES EQUIPPED WITH THE STANDARD AVAILABLE 4.0L SOHC V6 ENGINE.AT THAT TIME, ODI WAS AWARE OF 15 COMPLAINTS THAT ALLEGED STUCK ENGINE THROTTLE CAUSING UNWANTED VEHICLE ACCELERATION AND 1 ALLEGED CRASH AS A RESULT.SIX COMPLAINANTS REPORTED THAT THROTTLE CONTROL CABLE REPLACEMENT REMEDIED THE ALLEGED STUCK THROTTLE CONDITION.ADDITIONALLY, ODI WAS AWARE OF A TECHNICAL SERVICE BULLETIN ISSUED BY THE MANUFACTURER THAT REFERRED TO AN ACCELERATOR CABLE DESIGN CHANGE.ODI SENT A LETTER TO THE MANUFACTURER ON JULY 18, 2005 REQUESTING CERTAIN INFORMATION ABOUT THESE VEHICLES. ACCORDING TO FORD, APPROXIMATELY 234,092 SUBJECT VEHICLES BUILT FROM AUGUST 14, 2000 (?JOB 1?) THROUGH OCTOBER 31, 2001 USED A PARTICULAR ACCELERATOR CABLE KNOWN AS A 16 LAY WIRE DESIGN.THIS DESIGN IS COMPRISED OF THE THROTTLE CABLE SURROUNDED BY A CONDUIT MADE OF SEVERAL CONCENTRIC LAYERS INCLUDING A TEFLON LINER, A NYLON TUBE EXTRUDED OVER THE TEFLON LINER, 16 LAY WIRES WRAPPED AROUND THE NYLON TUBE, AND FINALLY A NYLON JACKET EXTRUDED OVER AND AROUND THE LAY WIRES. FORD REPORTS THAT THROTTLE CONTROL CONCERNS RELATED TO THE ACCELERATOR CABLE ARE LIKELY CAUSED BY A MIGRATION OF THE INNER TEFLON LINER OUT OF THE CONDUIT AT THE DASH PANEL FITTING.SHOULD THE TEFLON LINER MIGRATE OUTWARD SUFFICIENTLY TO CONTACT THE ACCELERATOR PEDAL ARM IT COULD INTERFERE WITH THE PEDAL?S ABILITY TO RETURN TO IDLE.IN NOVEMBER 2001, FORD BEGAN USING A NEW 12 LAY WIRE DESIGN ACCELERATOR CABLE.THIS CHANGE WAS IMPLEMENTED TO ALLOW FOR INSTALLATION OF OPTIONALLY AVAILABLE POWER-ADJUSTABLE PEDALS. FIELD DATA SUGGESTS THAT THE CONDITION WITH THE SUBJECT CABLE IS MORE PREVALENT IN COLD (WINTER) CLIMATES.OF THE 396 WARRANTY CLAIMS RELATED TO THE ALLEGED DEFECT, NEARLY 68% OCCURRED IN WINTER MONTHS AND MOST WARRANTY CLAIMS ARE ASSOCIATED WITH VEHICLES SOLD IN THE NORTHEASTERN, NORTHERN INTERIOR (MIDWEST), AND ROCKY MOUNTAIN REGIONS OF THE UNITED STATES.THIS SEASONAL TREND APPEARS TO BE IN DECLINE WITH FEWER WARRANTY CLAIMS PAID IN WINTER 2005 THAN IN PREVIOUS WINTERS.THERE ARE NO KNOWN CRASHES RELATED TO THE ALLEGED DEFECT ON THE SUBJECT VEHICLES, THE COMPLAINT RATE IS LOW AFTER APPROXIMATELY FOUR YEARS IN SERVICE (3.0 INCIDENTS PER 100,000 VEHICLES) AND THE FAILURE TREND IS DECLINING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2005.A SAFETY-RELATED DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.ODI WILL CONTINUE TO MONITOR ITS COMPLAINT DATABASE AND WILL RECEIVE UPDATED COMPLAINT AND WARRANTY DATA FROM FORD IN SPRING 2006 TO VERIFY THE TREND ANALYSIS.THE AGENCY WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.
Vehicle Speed Control
ON JULY 7, 2005, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION TO INVESTIGATE ALLEGED STUCK THROTTLE COMPLAINTS IN CERTAIN MODEL YEAR (MY) 2002 FORD EXPLORER AND MERCURY MOUNTAINEER VEHICLES EQUIPPED WITH THE STANDARD AVAILABLE 4.0L SOHC V6 ENGINE.AT THAT TIME, ODI WAS AWARE OF 15 COMPLAINTS THAT ALLEGED STUCK ENGINE THROTTLE CAUSING UNWANTED VEHICLE ACCELERATION AND 1 ALLEGED CRASH AS A RESULT.SIX COMPLAINANTS REPORTED THAT THROTTLE CONTROL CABLE REPLACEMENT REMEDIED THE ALLEGED STUCK THROTTLE CONDITION.ADDITIONALLY, ODI WAS AWARE OF A TECHNICAL SERVICE BULLETIN ISSUED BY THE MANUFACTURER THAT REFERRED TO AN ACCELERATOR CABLE DESIGN CHANGE.ODI SENT A LETTER TO THE MANUFACTURER ON JULY 18, 2005 REQUESTING CERTAIN INFORMATION ABOUT THESE VEHICLES. ACCORDING TO FORD, APPROXIMATELY 234,092 SUBJECT VEHICLES BUILT FROM AUGUST 14, 2000 (?JOB 1?) THROUGH OCTOBER 31, 2001 USED A PARTICULAR ACCELERATOR CABLE KNOWN AS A 16 LAY WIRE DESIGN.THIS DESIGN IS COMPRISED OF THE THROTTLE CABLE SURROUNDED BY A CONDUIT MADE OF SEVERAL CONCENTRIC LAYERS INCLUDING A TEFLON LINER, A NYLON TUBE EXTRUDED OVER THE TEFLON LINER, 16 LAY WIRES WRAPPED AROUND THE NYLON TUBE, AND FINALLY A NYLON JACKET EXTRUDED OVER AND AROUND THE LAY WIRES. FORD REPORTS THAT THROTTLE CONTROL CONCERNS RELATED TO THE ACCELERATOR CABLE ARE LIKELY CAUSED BY A MIGRATION OF THE INNER TEFLON LINER OUT OF THE CONDUIT AT THE DASH PANEL FITTING.SHOULD THE TEFLON LINER MIGRATE OUTWARD SUFFICIENTLY TO CONTACT THE ACCELERATOR PEDAL ARM IT COULD INTERFERE WITH THE PEDAL?S ABILITY TO RETURN TO IDLE.IN NOVEMBER 2001, FORD BEGAN USING A NEW 12 LAY WIRE DESIGN ACCELERATOR CABLE.THIS CHANGE WAS IMPLEMENTED TO ALLOW FOR INSTALLATION OF OPTIONALLY AVAILABLE POWER-ADJUSTABLE PEDALS. FIELD DATA SUGGESTS THAT THE CONDITION WITH THE SUBJECT CABLE IS MORE PREVALENT IN COLD (WINTER) CLIMATES.OF THE 396 WARRANTY CLAIMS RELATED TO THE ALLEGED DEFECT, NEARLY 68% OCCURRED IN WINTER MONTHS AND MOST WARRANTY CLAIMS ARE ASSOCIATED WITH VEHICLES SOLD IN THE NORTHEASTERN, NORTHERN INTERIOR (MIDWEST), AND ROCKY MOUNTAIN REGIONS OF THE UNITED STATES.THIS SEASONAL TREND APPEARS TO BE IN DECLINE WITH FEWER WARRANTY CLAIMS PAID IN WINTER 2005 THAN IN PREVIOUS WINTERS.THERE ARE NO KNOWN CRASHES RELATED TO THE ALLEGED DEFECT ON THE SUBJECT VEHICLES, THE COMPLAINT RATE IS LOW AFTER APPROXIMATELY FOUR YEARS IN SERVICE (3.0 INCIDENTS PER 100,000 VEHICLES) AND THE FAILURE TREND IS DECLINING.THERE HAVE BEEN NO NEW COMPLAINTS SINCE JANUARY 2005.A SAFETY-RELATED DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.ODI WILL CONTINUE TO MONITOR ITS COMPLAINT DATABASE AND WILL RECEIVE UPDATED COMPLAINT AND WARRANTY DATA FROM FORD IN SPRING 2006 TO VERIFY THE TREND ANALYSIS.THE AGENCY WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.
PE04045 · Rear Liftgate Glass Assembly
Opened Jun 2, 2004 · Closed Sep 28, 2004
Status: closed (inferred from source dates) · Structure:body:hatchback/liftgate:hinge And Attachments
COMPLAINTS REPORT FAILURE OF THE REAR LIFTGATE GLASS SUPPORT WHILE THE OPERATOR IS OPENING OR CLOSING THE GLASS.THE FALLING GLASS CAN STRIKE THE OPERATOR OR BYSTANDER.THE INJURIES REPORTED ARE BRUISES TO THE HEAD, NECK OR BACK, CUTS TO THE FACE, ARM OR HAND.ON SEPTEMBER 9, 2004, FORD NOTIFIED THE AGENCY THAT IT WILL RECALL APPROXIMATELY 955,732 MY 2002 AND 2003 FORD EXPLORER AND MERCURY MOUNTAINEER VEHICLES TO REPLACE THE LIFTGATE GLASS STRUT BRACKETS AND/OR HINGES.SEE NHTSA RECALL 04V442 FOR DETAILS. THIS INVESTIGATION IS CLOSED.
EA02010 · MIS-ASSEMBLED Airbag Clockspring
Opened Jul 2, 2002 · Closed Feb 25, 2003
Status: closed (inferred from source dates) · Air Bags
IN JULY 2001, FORD ISSUED A SPECIAL SERVICE MESSAGE ANNOUNCING THAT SOME AIR BAGCLOCKSPRING DEVICES MAY PRODUCE NOISE WHEN THE STEERING WHEEL IS TURNED FULL LEFT OR RIGHT.FORD WAS AWARE THAT SOME CLOCKSPRINGS MAY HAVE BEEN IMPROPERLY INSTALLED.THE IMPROPER INSTALLATION MAY ALSO CAUSE AN OPEN CIRCUIT AND THE AIR BAG WARNING LIGHT TO ILLUMINATE.STARTING WITH VEHICLES PRODUCED IN SEPTEMBER 2001, FORD ADDING LENGTH TO THE CLOCKSPRING WIRE TO REDUCE THE LIKELIHOOD OF DAMAGE FROM IMPROPER INSTALLATION.ODI'S INVESTIGATION REVEALED 32 COMLAINTS (VEHICLE BUILT PRIOR TO SEPT. 2001) OF WARNING LIGHT BUT NO CRASHES, INJURIES, LAWSUITS OR CLAIMS.A SAFETY DEFECT HAS NOT BEEN IDENTIFIED AT THIS TIME AND FURTHER USE OF AGENCY RESOURCES DOES NOT APPEAR TO BE WARRANTED.ACCORDINGLY, THIS INVESTIGATION IS CLOSED. THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING BY NHTSA THAT A SAFETY-RELATED DEFECT DOES NOT EXIST.THE AGENCY WILL TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.SEE ATTACHED SUMMARY REPORT.
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