NHTSA owner reports · September 18, 2026 snapshot.
Power Train complaints
42 reportsClear category filter54,800 miles · Oct 11, 2006
Power Train
WE BOUGHT OUR MOUNTAINEER NEW IN 2003. WE HAVE HAD NUMEROUS PROBLEMS, BUT THE WORST HAS BEEN WITH THE TRANSMISSION. WE HAVE CONSISTENTLY TAKEN OUR VEHICLE TO DEALERSHIPS FOR SERVICE, BUT ARE CONTINUALLY TOLD THAT THEY CANNOT "REPLICATE THE PROBLEM AT THIS TIME". THE TRANSMISSION HAS ALWAYS SHIFTED HARD, BUT DEALERSHIPS SIMPLY…
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WE BOUGHT OUR MOUNTAINEER NEW IN 2003. WE HAVE HAD NUMEROUS PROBLEMS, BUT THE WORST HAS BEEN WITH THE TRANSMISSION. WE HAVE CONSISTENTLY TAKEN OUR VEHICLE TO DEALERSHIPS FOR SERVICE, BUT ARE CONTINUALLY TOLD THAT THEY CANNOT "REPLICATE THE PROBLEM AT THIS TIME". THE TRANSMISSION HAS ALWAYS SHIFTED HARD, BUT DEALERSHIPS SIMPLY TELL US IT JUST SHIFTS HARD. IN JANUARY OF 2006 THE OVERDRIVE LIGHT WAS FLASHING AND THE CHECK TRANSMISSION LIGHT WENT ON. I TOOK IT INTO THE DEALER WHO TOLD US WE HAD TO HAVE THE TORQUE CONVERTER REPLACED AS THEY FOUND METAL SHAVINGS IN THE PAN. WE PAID OVER $1300 BELIEVING THIS WOULD SOLVE THE SHIFTING PROBLEM, IT DID NOT. AT THE END OF JUNE I TOOK IT INTO ANOTHER DEALERSHIP FOR AN OIL CHANGE AND TRIP INSPECTION. I MENTIONED AGAIN THAT IT SHIFTS HARD. THEIR TECH LOOKED AT IT, FOUND METAL IN THE PAN AND SAID THE TRANSMISSION NEEDED TO BE REPLACED (AT LESS THAN 55,000). APPARENTLY THE TORQUE CONVERTER FORD SENT TO THE FIRST DEALERSHIP WAS FAULTY, CAUSING THE TRANSMISSION TO NEED REPLACEMENT. FORD DID PAY FOR REPLACEMENT OF THE TRANSMISSION, GIVING US ABOUT A 45 DAY WARRANTY (AS THE WARRANTY STARTED FROM THE DAY THE TORQUE CONVERTER WAS FIRST REPLACED). WE THOUGHT SURELY THAT WOULD FIX THE SHIFTING PROBLEMS. NO...STILL SHIFTS HARD. IF WE COULD SELL THIS THING FOR ANYWHERE NEAR WHAT WE OWE...IT WOULD BE GONE. *JB
NHTSA ODI #10170497
41,652 miles · Sep 16, 2006
Power TrainCrash
ON 9/2/06, I USED MY VEHICLE TO GO TO STORE AND WHILE AT THE STORE, I HAD DIFFICULTY PLACING THE VEHICLE INTO PARK AND NEEDED TO SHUT VEHICLE OFF TO FINALLY LOCK IT INTO PARK. I THEN RETURNED HOME WITH THE VEHICLE AND PARKED IT IN MY DRIVEWAY. THE VEHICLE THEN ROLLED DOWN THE DRIVEWAY AND CRASHED INTO MY HOUSE AND STRUCK MY 8 MO…
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ON 9/2/06, I USED MY VEHICLE TO GO TO STORE AND WHILE AT THE STORE, I HAD DIFFICULTY PLACING THE VEHICLE INTO PARK AND NEEDED TO SHUT VEHICLE OFF TO FINALLY LOCK IT INTO PARK. I THEN RETURNED HOME WITH THE VEHICLE AND PARKED IT IN MY DRIVEWAY. THE VEHICLE THEN ROLLED DOWN THE DRIVEWAY AND CRASHED INTO MY HOUSE AND STRUCK MY 8 MONTH OLD SON 'S STROLLER. IT CAUSED DAMAGE TO MY HOUSE AND VEHICLE RECEIVED DAMAGE TO THE WINDSHIELD, FRONT BUMPER, HOOD AND GRILL. I IMMEDIATELY CALLED THE DEALER AND WAS GIVEN AN APPOINTMENT TO BRING IT ON 9/11/06. AFTER EXAMINING THE VEHICLE , THE DEALER STATED THAT THEY RECOMMENDED REPLACING THE BRAKE SHIFT INTERLOCK SWITCH SINCE THEY HAVE BEEN FOUND TO STICK AND BE FAULTY IN OTHER MOUNTAINEERS. I WAS TOLD THAT ALTHOUGH THIS WAS A SAFETY HAZARD, IT WAS NOT A RECALL AND NOT COVERED UNDER MY WARRANTY. I WAS ORDERED TO PAY $298.67 FOR THE REPAIR AND TOLD THAT THE REPAIRS TO MY HOUSE AND THE DAMAGE TO THE VEHICLE WOULD ALSO HAVE TO BE HANDLED BY ME. I DON'T KNOW HOW SOMETHING AS SERIOUS AS THIS IS NOT A RECALL BUT IT IS A KNOWN SAFELY DEFECT BY FORD MOTOR COMPANY. I FEEL THAT THEY ARE RESPONSIBLE FOR ALL OF THE DAMAGE AND THE PAYMENT FOR THE REPAIRS AND THAT THEY ARE LUCKY THAT NO PERSONS, ONLY PROPERTY WAS DAMAGED THAT DAY. *B
NHTSA ODI #10168454
Mileage unknown · Sep 12, 2006
Electrical SystemEquipmentPower Train
2003 MERCURY MOUNTAINEER TRANSMISSION MADE A CLUNKING SOUND, SLID BACKWARDS AND FORWARDS WHILE SHIFTING INTO REVERSE. A/C BLOWER MOTOR MADE A HUMMING SOUND. WHILE DRIVING THE MOTOR WOULD MISFIRE. *KB WHILE DRIVING THE CONSUMER NOTICED THAT THE DASH LIGHT WENT OUT. THE CONSUMER ATTEMPTED TO CORRECT THE PROBLEM BY TURNING THE LI…
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2003 MERCURY MOUNTAINEER TRANSMISSION MADE A CLUNKING SOUND, SLID BACKWARDS AND FORWARDS WHILE SHIFTING INTO REVERSE. A/C BLOWER MOTOR MADE A HUMMING SOUND. WHILE DRIVING THE MOTOR WOULD MISFIRE. *KB WHILE DRIVING THE CONSUMER NOTICED THAT THE DASH LIGHT WENT OUT. THE CONSUMER ATTEMPTED TO CORRECT THE PROBLEM BY TURNING THE LIGHTING SWITCH. WHEN THE SWITCH WAS TURNED THE DASH LIGHT CAME ON BUT THE HEADLIGHTS WENT OUT. THE CONSUMER'S INDICATED THAT THEY SOMETIMES HEAR POPPING SOUNDS WHILE DRIVING, WHICH SEEMS TO BE OF AN ELECTRICAL NATURE.
NHTSA ODI #10169065
22,300 miles · Jul 29, 2006
Latches/locks/linkagesPower TrainService Brakes, Hydraulic
2003 MERCURY MOUNTAINEER AWD 4.0L. WE PURCHASED OUR MOUNTAINEER IN JUNE OF 2004, WITH 22,000 MILES ON THE ODOMETER. APPROXIMATELY 300 MILES INTO OUR OWNERSHIP, WE EXPERIENCED A FRONT BEARING WINE. DEALERSHIP COVERED DEFECT UNDER 3 YEAR / 36,000 MILE WARRANTY. OTHER DEFECTS COVERED...REPLACEMENT OF THE REAR SPEED SENSOR AT 23,4…
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2003 MERCURY MOUNTAINEER AWD 4.0L. WE PURCHASED OUR MOUNTAINEER IN JUNE OF 2004, WITH 22,000 MILES ON THE ODOMETER. APPROXIMATELY 300 MILES INTO OUR OWNERSHIP, WE EXPERIENCED A FRONT BEARING WINE. DEALERSHIP COVERED DEFECT UNDER 3 YEAR / 36,000 MILE WARRANTY. OTHER DEFECTS COVERED...REPLACEMENT OF THE REAR SPEED SENSOR AT 23,454 MILES. A 2ND ABS PROBLEM REQUIRED A NEW ACTUATOR SPEED CONTROL SWITCH ASSEMBLY AT 28,419 MILES. TRANSMISSION SHIFT SOLENOID REPLACED AT 32,075 MILES. DRIVER SIDE PASSENGER WINDOW MOTOR REPLACED AT 33,443 MILES. RECALL ON REAR GLASS HATCH LIFT STRUTS AT 27,379 MILES. JANUARY 23, 2006 OUR MOUNTAINEER NOW HAS 42,777 MILES ON THE ODOMETER. WE NOTICED A LOW PITCH NOISE STARTING AT 25-30 MPH AND BECOMING HIGHER IN PITCH AT HIGHER SPEEDS. OUR LOCAL LINCOLN / MERCURY DEALERSHIP SERVICE ADVISOR DETERMINED WE HAD A FAULTY REAR AXLE RING & PINION GEAR SET. THEY REBUILT OUR REAR AXLE USING THE VIN # TO DETERMINE ACTUAL BILL OF SALES DATE, WHICH WAS JUNE OF 2003. THIS GAVE US A WARRANTY UNTIL JUNE OF 2006 THUS NEARING THE END OF OUR 36 MONTHS WARRANTY. WE REGRETFULLY ADMIT PAYING A $200.00 DEDUCTIBLE THE DEALERSHIP ASKED FOR. WE DROVE OFF WITH OUR NEWLY REBUILT AXLE IN OUR MOUNTAINEER. OUR NOISY AXLE NEVER WENT AWAY. THE DEALERSHIP BLAMED THIS DUE TO WORN AND NOISY TIRES. WE REPLACED THESE TIRES AT 47,500 MILES OR 4,500 MILES AFTER THE ORIGINAL AXLE NOISE COMPLAINT WITH NO REAL APPARENT CHANGE TO OUR NOISY PROBLEM. OUR MERCURY MOUNTAINEER WENT BACK INTO THE SHOP AT 48,300 MILES WITH A NOISE STILL DISTINCTIVE FROM THE REAR. AGAIN OUR LOCAL MERCURY DEALERSHIP TOOK A LOOK AT THE SUV WITH THE SERVICE MANAGER RIDING IN THE VEHICLE. HIS COMMENT... SOUNDS LIKE AN ON-GOING REAR AXLE ISSUE. HE WOULD CHECK WITH HIS DISTRICT MANAGER ABOUT REPLACING THE ENTIRE AXLE ASSEMBLY THIS TIME AROUND. THEY CONTACTED US BY PHONE THE NEXT DAY. THEY DIDN'T BELIEVE IT WAS THE AXLE, BUT ONE OF THE REAR OUTER HUB WHEEL BEARING ASSEMBLIES. IT WOULD COST US $270.00. *JB
NHTSA ODI #10163859
20,000 miles · Apr 5, 2006
Power Train
VEHICLE IS 2003 MERCURY MOUNTAINEER AWD/ THE VEHICLE KEEPS ON LOSING THE POWER TO THE TRANSMISSION AND YOU JUST SIT THERE WATCHING THE RPM RACE WITH NO POWER HAPPINESS AT ALL SPEEDS WHICH HAS ALMOST CAUSED MANY CRASHES RE PULLING OUT INTO TRAFFIC. HAS BEEN TO THE DEALER AND THEY CAN NOT FIND ANYTHING . ON GOING PROBLEM X 2 YEARS…
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VEHICLE IS 2003 MERCURY MOUNTAINEER AWD/ THE VEHICLE KEEPS ON LOSING THE POWER TO THE TRANSMISSION AND YOU JUST SIT THERE WATCHING THE RPM RACE WITH NO POWER HAPPINESS AT ALL SPEEDS WHICH HAS ALMOST CAUSED MANY CRASHES RE PULLING OUT INTO TRAFFIC. HAS BEEN TO THE DEALER AND THEY CAN NOT FIND ANYTHING . ON GOING PROBLEM X 2 YEARS AND IS AT THE DEALERSHIP NOW RE I FEEL I'M GOING TO GET KILLED IN THIS VEHICLE. *NM
NHTSA ODI #10154578
Mileage unknown · Apr 4, 2006
Power TrainFire
2003 MOUNTAINEER TRANSAXLE HOUSING BROKE IN HALF. THE OIL FROM THE TRANSAXLE LEAKED ON THE EXHAUST CAUSING A SMALL FIRE. *TS THE DRIVER INDICATED THAT SHE MAY HAVE HIT AN OBJECT IN THE ROAD. *NM
NHTSA ODI #10155157
Mileage unknown · Jan 3, 2006
Power Train
AT 34,500 MILES, TRANSMISSION BEGAN A NOTICEABLE DELAY IN MAKING THE SHIFT INTO REVERSE GEAR. GAVE A LIST OF GRIPES TO CHAMPION MERCURY DEALERSHIP, WHERE I BOUGHT THE VEHICLE, TO BE FIXED BEFORE THE 36K WARRANTY RAN OUT. THE DEALERSHIP DID NOT INCLUDE THIS TRANSMISSION GRIPE IN THE LIST THEY INPUT INTO THEIR COMPUTERS. VISITED…
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AT 34,500 MILES, TRANSMISSION BEGAN A NOTICEABLE DELAY IN MAKING THE SHIFT INTO REVERSE GEAR. GAVE A LIST OF GRIPES TO CHAMPION MERCURY DEALERSHIP, WHERE I BOUGHT THE VEHICLE, TO BE FIXED BEFORE THE 36K WARRANTY RAN OUT. THE DEALERSHIP DID NOT INCLUDE THIS TRANSMISSION GRIPE IN THE LIST THEY INPUT INTO THEIR COMPUTERS. VISITED THE DEALERSHIP AGAIN AT 39K MILES, WITH THE TRANSMISSION PROBLEM GETTING WORSE, AND THE DEALERSHIP DENIED HAVING THAT GRIPE AIRED WITHIN THE WARRANTY PERIOD. SO NOTHING WAS DONE ABOUT THE TRANSMISSION. NOW, AT 43K MILES, THE TRANSMISSION BANGS INTO REVERSE GEAR AFTER A LARGE DELAY, AND THE SHIFTS FROM 2-3 AND 3-4 INCLUDE A HEAVY SHUDDER, CONSISTENTLY. *JB
NHTSA ODI #10146796
37,000 miles · Jul 7, 2005
Power Train
LAST DECEMBER THE ENGINE REVVED AND ACCELERATED VERY HIGH, AROUND 6,000 RPMS. AFTERWARDS, THE TRANSMISSION ENGAGED, ACCELERATION LOWERED AND THE TRANSMISSION CHANGED GEARS WHILE ENTERING A STREET IN ONCOMING TRAFFIC. WHEN ATTEMPTING TO ACCELERATE THE ENGINE REVVED BUT THE VEHICLE DID NOT MOVE. ATTEMPTED THIS 3 TIMES TO NO AVAI…
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LAST DECEMBER THE ENGINE REVVED AND ACCELERATED VERY HIGH, AROUND 6,000 RPMS. AFTERWARDS, THE TRANSMISSION ENGAGED, ACCELERATION LOWERED AND THE TRANSMISSION CHANGED GEARS WHILE ENTERING A STREET IN ONCOMING TRAFFIC. WHEN ATTEMPTING TO ACCELERATE THE ENGINE REVVED BUT THE VEHICLE DID NOT MOVE. ATTEMPTED THIS 3 TIMES TO NO AVAIL. ON 4TH ATTEMPT THE TRANSMISSION ENGAGED AND THE VEHICLE MOVED. THE VEHICLE WAS TAKEN TO THE DEALER. THE DEALER SAID IT WAS THE SOLENOID PACK AND AN OIL ADDITIVE THAT THEY BELIEVED WERE CAUSING THE PROBLEM. THEY PERFORMED THE REPAIRS. THE PROBLEM RECURRED IN JUNE. TOOK THE VEHICLE BACK TO THE DEALER. THE DEALER FOUND NOTHING ON THE DIAGNOSTIC MACHINE AND COULD NOT DUPLICATE THE PROBLEM. THE PROBLEM RECURRED AGAIN IN JULY. TOOK THE VEHICLE TO THE DEALER AND AGAIN THE DEALER COULD NOT FIND ANYTHING WRONG. THE DEALER REPLACED THE SOLENOID PACK AGAIN BECAUSE THEY DID NOT KNOW WHAT ELSE TO DO. THE MECHANIC SPOKE OF ONGOING PROBLEMS WITH FORD MOUNTAINEERS AND EXPLORERS. YESTERDAY WHILE ON THE HIGHWAY THIS PROBLEM OCCURRED AGAIN WHILE ATTEMPTING TO ACCELERATE. AFTER SEVERAL ATTEMPTS THE TRANSMISSION ENGAGED. CALLED FORD, WHO REFERRED ANOTHER DEALER STATING THERE WAS NOTHING THEY COULD DO. CALLED DEALER AND THEY OFFERED TO REPLACE THE TRANSMISSION. *AK
NHTSA ODI #10127773
Mileage unknown · Oct 27, 2004
Electrical SystemEngine And Engine CoolingPower Train
THE PROBLEM PERSISTED AND CONCERN WITH STALLED VEHICLE, SERVICED AND PROBLEM STILL CONTINUE. *BF THESE PROBLEMS ELEVATED TO VEHICLE STALLING, THE ALTERNATOR WAS REPLACED, THERE WERE CONTINUOUS OCCURRENCES OF THE BATTERY FAIL/CHECK ENGINE INDICATOR LIGHT, VIBRATION WHEN BRAKING, AND THE TORQUE CONVERTER LOCKED. THE CONSUMER …
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THE PROBLEM PERSISTED AND CONCERN WITH STALLED VEHICLE, SERVICED AND PROBLEM STILL CONTINUE. *BF THESE PROBLEMS ELEVATED TO VEHICLE STALLING, THE ALTERNATOR WAS REPLACED, THERE WERE CONTINUOUS OCCURRENCES OF THE BATTERY FAIL/CHECK ENGINE INDICATOR LIGHT, VIBRATION WHEN BRAKING, AND THE TORQUE CONVERTER LOCKED. THE CONSUMER REQUESTED A NEW LEASE AND OR EARLY TERMINATION OF THE LEASE. *SC
NHTSA ODI #10099122
Mileage unknown · Sep 10, 2004
Power Train
WHEN SHIFTING MY MOUNTAINEER INTO DRIVE THE VEHICLE JERKS INTO GEAR. AT HIGHWAY SPEEDS IT SHIFTS VERY HARD FROM ONE GEAR TO ANOTHER. SOMETIMES WHEN TRYING TO PASS A VEHICLE AND ACCELERATING THE TRANSMISSION GETS CONFUSED AND GOES TO THE WRONG GEAR. IT GIVES YOU A FEELING SIMILIAR TO A STANDARD SHIFT BEING PUT IN 4TH WHEN IT S…
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WHEN SHIFTING MY MOUNTAINEER INTO DRIVE THE VEHICLE JERKS INTO GEAR. AT HIGHWAY SPEEDS IT SHIFTS VERY HARD FROM ONE GEAR TO ANOTHER. SOMETIMES WHEN TRYING TO PASS A VEHICLE AND ACCELERATING THE TRANSMISSION GETS CONFUSED AND GOES TO THE WRONG GEAR. IT GIVES YOU A FEELING SIMILIAR TO A STANDARD SHIFT BEING PUT IN 4TH WHEN IT SHOULD BE IN 2ND BOGGING DOWN DRAMATICALLY.*AK
NHTSA ODI #10090760
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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