IllustrationTL*THE CONTACT OWNS A 2004 PONTIAC GTO. THE CONTACT WAS UNDERNEATH THE VEHICLE WHEN HE NOTICED THAT THE TIRE TREAD WAS WORN. THE MECHANIC STATED THAT THE VEHICLE NEEDED NEW TIRES. THE CURRENT AND FAILURE MILEAGES WERE 16,300. THE TIRES FAILED DUE TO A NEGATIVE CAMBER. UPDATED 09/05/07. *JB
2004 Pontiac Gto
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2004 Pontiac Gto do not stand out strongly from the model-year median of 154.
About this comparison →How this year compares
Owner complaints by model year
Compare all Gto years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
1250–25K
5125–50K
950–75K
175–100K
3100–150K
1150K+
190 reports with mileage · 55 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Suspension. Review the 169 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Tires. Review the 65 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Power Train. Review the 17 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
7 crash reports1 fire reports6 injury reports
What owners actually said
245 reportsTL*THE CONTACT OWNS A 2004 PONTIAC GTO. DURING A TIRE ROTATION, THE CONTACT NOTICED THAT THE STRUT WAS RUBBING AGAINST THE INSIDE OF THE FRONT TIRES. THE DEALER HAS NOT DIAGNOSED THE CAUSE OF FAILURE. THE VEHICLE IS CURRENTLY IN THE REPAIR SHOP. THE VIN WAS UNAVAILABLE. THE CURRENT MILEAGE IS 26,000 AND FAILURE MILEAGE WAS …
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TL*THE CONTACT OWNS A 2004 PONTIAC GTO. DURING A TIRE ROTATION, THE CONTACT NOTICED THAT THE STRUT WAS RUBBING AGAINST THE INSIDE OF THE FRONT TIRES. THE DEALER HAS NOT DIAGNOSED THE CAUSE OF FAILURE. THE VEHICLE IS CURRENTLY IN THE REPAIR SHOP. THE VIN WAS UNAVAILABLE. THE CURRENT MILEAGE IS 26,000 AND FAILURE MILEAGE WAS 2. THE CONSUMER STATED DEALER DIAGNOSED PROBLEM AS STRUTS WERE RUBBING THE TIRE. UPDATED 02/01/08 *TR
I HAVE A 2004 PONTIAC GTO AND THE FRONT TIRES ARE RUBBING ON THE STRUTS, CAUSING THEM TO WEAR UNEVENLY AND POTENTIALLY BLOW OUT AS A RESULT. I NEED TO KNOW IF THERE IS SOMETHING THAT CAN BE DONE TO ADDRESS THIS PROBLEM, AND WHAT I NEED TO DO TO CORRECT THE DAMAGE.*AK
FRONT TIRES CONTACTED THE STRUTS ENOUGH TO EAT THROUGH THE SIDEWALLS OF BOTH FRONT TIRES. THE PAINT ON THE STRUTS IS COMPLETELY RUBBED BARE AND BOTH FRONT TIRES NEEDED TO BE REPLACED. THE CAR IS STILL WITHIN FACTORY ALIGNMENT SPECS AS VERIFIED BY DEALER VISIT FOLLOWING INCIDENT.
PE 07-010 PONTIAC GTO (2004-2006) STRUT TO TIRE INTERFERENCE CUSTOMER STATES THAT PONTIAC TRIED TO FIX THE TIRES BUT IT DID NOT WORK**CC THE CONSUMER STATED THE TIRE TREAD WAS STILL GOOD, BUT IT WAS THE SIDE OF THE TIRE THAT RUBBED DOWN TO THE STEEL BELT. THE CONSUMER STATED THE KEY WAS GETTING STUCK IN THE IGNITION, THE DEALER…
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PE 07-010 PONTIAC GTO (2004-2006) STRUT TO TIRE INTERFERENCE CUSTOMER STATES THAT PONTIAC TRIED TO FIX THE TIRES BUT IT DID NOT WORK**CC THE CONSUMER STATED THE TIRE TREAD WAS STILL GOOD, BUT IT WAS THE SIDE OF THE TIRE THAT RUBBED DOWN TO THE STEEL BELT. THE CONSUMER STATED THE KEY WAS GETTING STUCK IN THE IGNITION, THE DEALER LUBRICATED THE LOCK CYLINDER. THE PASSENGER SIDE DOOR LOCK WOULD LOCK AND SOMETIMES IT WOULD NOT LOCK AND WOULD SET OFF THE CAR ALARM. THE TEMPERATURE GAUGE WOULD FLUCTUATE AT TIMES. THE COOLANT LIGHT ILLUMINATED. *JB
FRONT INNER TIRE WEAR ON 2004 PONTIAC GTO.
WAS GOING TO BUY NEW TIRES FOR MY 2004 PONTIAC GTO AT A LOCAL TIRE SHOP. AFTER WHEELS WERE REMOVED, THE TECHNICIAN POINTED OUT THE EXTREME WEAR ON THE INSIDE CONTACT EDGE OF BOTH FRONT TIRES. HE EXPLAINED TO ME THAT THEY WERE WORN DOWN ALMOST TO THE POINT OF THE STEEL COMING THROUGH. AFTER MOUNTING THEM BACK ON THE VEHICLE, I…
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WAS GOING TO BUY NEW TIRES FOR MY 2004 PONTIAC GTO AT A LOCAL TIRE SHOP. AFTER WHEELS WERE REMOVED, THE TECHNICIAN POINTED OUT THE EXTREME WEAR ON THE INSIDE CONTACT EDGE OF BOTH FRONT TIRES. HE EXPLAINED TO ME THAT THEY WERE WORN DOWN ALMOST TO THE POINT OF THE STEEL COMING THROUGH. AFTER MOUNTING THEM BACK ON THE VEHICLE, IT WAS VERY CLEAR THAT THE TIRE WAS RUBBING AGAINST THE STRUT ON BOTH SIDES. THE BACK TIRES WERE INSPECTED ALSO, AND ALSO FOUND ABNORMAL WEAR ON THE INSIDE EDGE FROM WHEN THEY TIRES WERE ROTATED PREVIOUSLY FROM THE FRONT. HAD I DRIVEN FOR ANOTHER COUPLE THOUSAND MILES (WHICH THE TIRES STILL HAD ENOUGH TREAD FOR) THE STEEL BELTS MAY HAVE BEEN EXPOSED AND CAUSED A BLOWOUT. I'M GLAD THE TECHNICIAN BROUGHT IT TO MY ATTENTION. I WILL BE IN CONTACT WITH MY LOCAL PONTIAC DEALERSHIP VERY SOON ABOUT THIS ISSUE.
TL*THE CONTACT OWNS A 2004 PONTIAC GTO. THE CONTACT STATED THAT BOTH FRONT B.F. GOODRICH TIRES ON THE VEHICLE WERE EXCESSIVELY WORN. THE DEALER REPLACED THE TIRES AND ALIGNED THE VEHICLE UNDER WARRANTY. THE CONTACT WAS INFORMED THAT THE VEHICLE ALSO HAD A POWER STEERING LEAK. THE DEALER REPLACED THE POWER STEERING RACK AND A…
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TL*THE CONTACT OWNS A 2004 PONTIAC GTO. THE CONTACT STATED THAT BOTH FRONT B.F. GOODRICH TIRES ON THE VEHICLE WERE EXCESSIVELY WORN. THE DEALER REPLACED THE TIRES AND ALIGNED THE VEHICLE UNDER WARRANTY. THE CONTACT WAS INFORMED THAT THE VEHICLE ALSO HAD A POWER STEERING LEAK. THE DEALER REPLACED THE POWER STEERING RACK AND ALIGNED THE VEHICLE. THE CONTACT HAS NOTICED THAT THE TWO FRONT TIRES ARE BEGINNING TO WEAR AGAIN. THE DOT NUMBER, TIRE, PURCHASE DATE, AND MILEAGE INFORMATION WERE UNAVAILABLE.
I OWN A 2004 PONTIAC GTO ON TUESDAY 5-29-07 I WAS ON THE HIGHWAY IN THE MORNING GOING TO WORK WHEN I HEARD A NOISE COMING FROM THE FRONT END OF MY CAR IT SOUNDED LIKE SOMETHING PLASTIC OR RUBBER SMACKING AGAINST THE FRONT SUSPENSION OF MY CAR. THE SOUND LASTED A MINUTE OR TWO THEN QUIT SO I STAYED ON THE HIGHWAY AND CONTINUED TO…
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I OWN A 2004 PONTIAC GTO ON TUESDAY 5-29-07 I WAS ON THE HIGHWAY IN THE MORNING GOING TO WORK WHEN I HEARD A NOISE COMING FROM THE FRONT END OF MY CAR IT SOUNDED LIKE SOMETHING PLASTIC OR RUBBER SMACKING AGAINST THE FRONT SUSPENSION OF MY CAR. THE SOUND LASTED A MINUTE OR TWO THEN QUIT SO I STAYED ON THE HIGHWAY AND CONTINUED TO WORK UPON GETTING TO WORK I TURNED OUT MY STEERING TO THE LEFT TO CHECK THE FRONT END. WHAT I SAW WAS A SPLIT IN THE INSIDE EDGE OF MY TIRE ALL THE WAY DOWN TO THE STEEL BELTS AND THE INSIDE EDGE OF MY TIRE WAS WORN FROM RUBBING AGAINST THE LOWER PART OF THE STRUT. I ALSO SAW WEAR DEEP INTO THE INSIDE EDGE OF MY RIGHT SIDE TIRE BUT IT HASN'T SPLIT LIKE THE LEFT FRONT. I KNOW OF MANY COMPLAINTS ABOUT THE GTO TIRE/STRUT PROBLEM AND AS OF TODAY I PICKED UP MY CAR FROM THE PONTIAC DEALER SERVICE SHOP AND THEY WILL NOT FIX IT BECAUSE THERE IS NO RECALL AS OF YET ON THIS PROBLEM. I BOUGHT THIS CAR LESS THAN A YEAR AGO USED AND WHEN THE CAR WAS RECONED AT THE DEALER I BOUGHT IT FROM THEY INSTALLED 4 BRAND NEW BFG G-FORCE 245/45ZR17 TIRES AS PER FACTORY TIRE SPECS THE REAR TIRES ARE LIKE NEW BUT THE FRONTS ARE TRASH AND I HAVE ONLY PUT 10000 MILES ON THE GTO SINCE BUYING IT A YEAR AGO. *TR
I HAVE A 2004 GTO WITH 15,000 MILES THAT HAS A RIGHT FRONT TIRE THAT IS SHOWING THE THREADS. UPON TAKING THE VEHICLE TO THE DEALER, THEY SAID THE RIGHT FRONT CAMBER ADJUSTMENT WAS OUT. A CAMBER ADJUSTMENT SHOULD LAST THE LIFE OF A CAR. BUT I HAVE NOW PAID $100 FOR THE CAMBER ADJUSTMENT AND WILL BE PAYING OVER $400 FOR NEW FRO…
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I HAVE A 2004 GTO WITH 15,000 MILES THAT HAS A RIGHT FRONT TIRE THAT IS SHOWING THE THREADS. UPON TAKING THE VEHICLE TO THE DEALER, THEY SAID THE RIGHT FRONT CAMBER ADJUSTMENT WAS OUT. A CAMBER ADJUSTMENT SHOULD LAST THE LIFE OF A CAR. BUT I HAVE NOW PAID $100 FOR THE CAMBER ADJUSTMENT AND WILL BE PAYING OVER $400 FOR NEW FRONT TIRES, EVEN THOUGH IT APPEARS TO BE A KNOWN ISSUE WITH THE GTO AND THE OTHER TIRE IS IN GREAT SHAPE AND WOULD HAVE LASTED ANOTHER 25,000 MILES. *TR
Official recalls
0No recalls in this snapshot.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1PE07010 · Front Strut To Tire Interference
Opened Feb 16, 2007 · Closed Aug 8, 2007
Status: closed (inferred from source dates) · Suspension; Suspension:front; Suspension:front:macpherson Strut; Tires; Tires:sidewall
NOTE: THE COMPLAINT AND WARRANTY COUNTS GIVEN IN THE FAILURE REPORT SUMMARY OF THIS RESUME INCLUDE ALL RECORDS RELATED TO TIRE WEAR AND WHEEL ALIGNMENT AND ARE NOT LIMITED TO TIRE-STRUT CONTACT.GENERAL MOTORS (GM) IDENTIFIED TWO CONTRIBUTORS TO PREMATURE FRONT TIRE WEAR IN THE SUBJECT VEHICLES.ONE OF THE CONTRIBUTORS CAUSING THE PREMATURE TIRE WEAR WAS OUT OF SPECIFICATION NEGATIVE CAMBER.GM STATED THAT EXCESSIVE NEGATIVE CAMBER COULD BE CAUSED BY IMPROPER CAMBER SETTINGS FROM THE FACTORY OR BENDING OF THE FRONT STRUT ASSEMBLIES DUE TO SHARP ROAD IMPACT (I.E., SEVERE POT HOLES).TO IMPROVE CAMBER SETTINGS FROM THE FACTORY, GM STATED THAT FROM FEBRUARY OF 2005 THROUGH MAY OF 2006 SEVERAL MODIFICATIONS WERE MADE TO THE CAMBER SETTING FIXTURE.GM ALSO NOTED THAT EXCESSIVE NEGATIVE CAMBER COULD RESULT IN FRONT TIRE TO STRUT CONTACT, WHICH COULD ALSO BE CAUSED BY USE OF NON-ORIGINAL EQUIPMENT (OE) TIRES AND/OR WHEELS.GM STATED THAT CONTACT OF THE FRONT TIRE AND FRONT STRUT ASSEMBLY CAN CAUSE A POLISHING ON THE TIRE SIDEWALL AND/OR STRUT ASSEMBLY; HOWEVER, THIS DOES NOT CAUSE A SUDDEN LOSS OF AIR. GENERAL MOTORS PROVIDED ODI WITH THE FINAL FACTORY FRONT CAMBER SETTINGS WHERE AVAILABLE FOR COMPLAINT AND WARRANTY CLAIM VEHICLES.APPROXIMATELY 90 PERCENT OF THESE VEHICLES HAD RIGHT WHEEL CAMBER SETTINGS THAT WERE OUT OF DESIGN SPECIFICATION.FOUR PERCENT OF THE VEHICLES HAD LEFT WHEEL CAMBER SETTINGS THAT WERE OUT OF SPECIFICATION.IN A REVIEW OF CONSUMER COMPLAINTS, MOST NOTED EXCESSIVE TIRE WEAR TO VARYING DEGREES TO BOTH FRONT TIRES.FOR COMPLAINTS INDICATING EXCESSIVE WEAR TO A SINGLE FRONT TIRE, 90 PERCENT INVOLVED THE RIGHT SIDE. ALTHOUGH IN SOME CASES THERE ARE INDICATIONS OF TIRE CONTACT WITH FRONT STRUT ASSEMBLIES IN THE SUBJECT VEHICLES, ANALYSIS OF TIRE WEAR PATTERNS IN PHOTOGRAPHS SHOWS THE GREATEST WEAR OCCURRING ON THE INBOARD TREAD SURFACE FROM ROAD WEAR AND NOT ON THE AREA OF THE TIRE ON THE UPPER SHOULDER THAT CONTACTS THE STRUT.THIS IS CONSISTENT WITH THE KNOWN TIRE WEAR PATTERNS ASSOCIATED WITH EXCESSIVE NEGATIVE CAMBER, WITH OR WITHOUT STRUT CONTACT.THIS IS MOST APPARENT IN SOME PICTURES, WHICH SHOW MINOR TIRE-STRUT CONTACT WHILE EXHIBITING SIGNIFICANT WEAR OF THE INNER TREAD SURFACE OF THE TIRES.BASED ON DATA REVIEWED DURING THE INVESTIGATION, WHILE EXCESSIVE NEGATIVE CAMBER IS AN APPARENT ISSUE, THE PREMATURE TIRE WEAR APPEARS TO BE PRIMARILY CAUSED BY TIRE TO ROAD SURFACE CONTACT AS OPPOSED TO CONTACT OF THE FRONT TIRES TO THE FRONT STRUT ASSEMBLIES.ODI REVIEWED APPROXIMATELY 1,400 TOTAL COMPLAINTS AND WARRANTY CLAIMS POTENTIALLY RELATED TO THE ALLEGED DEFECT.VIRTUALLY ALL OF THE REPORTS RELATE TO UNEVEN/EXCESSIVE TIRE WEAR OR SOME AWARENESS OF THE TIRE-STRUT CONTACT ISSUE.ODI WAS ABLE TO IDENTIFY 9 TIRE AIR LOSS INCIDENTS ALLEGED TO BE CAUSED BY TIRE-STRUT CONTACT, WITH5 OF THESE DESCRIBING A SLOW AIR LOSS.WHILE THERE WAS EVIDENCE OF TIRE-STRUT CONTACT IN SOME OF THESE VEHICLES, ODI'S ANALYSIS DID NOT FIND THAT THIS CONTACT WAS THE CAUSE OF THE AIR LOSS BUT RATHER A SECONDARY SYMPTOM OF THE EXCESSIVE NEGATIVE CAMBER CONDITION THAT RESULTS IN RAPID ROAD WEAR ON THE INBOARD TREAD SURFACE. ODI IS AWARE OF ONE CRASH ALLEGED TO BE CAUSED BY CONTACT OF THE FRONT STRUT TO FRONT TIRE.HOWEVER, ANALYSIS OF THE INFORMATION PROVIDED BY THE CONSUMER, GM AND A THIRD PARTY INVESTIGATOR DOES NOT INDICATE THAT TIRE-STRUT CONTACT WAS A FACTOR IN THE CRASH.ODI IS UNAWARE OF ANY INJURIES OR FATALITIES ATTRIBUTED TO THE ALLEGED DEFECT. ODI HAS NOT IDENTIFIED A SAFETY RELATED DEFECT TREND IN THE SUBJECT VEHICLES.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF TH
Additional source detail variants (5)
Suspension:front
NOTE: THE COMPLAINT AND WARRANTY COUNTS GIVEN IN THE FAILURE REPORT SUMMARY OF THIS RESUME INCLUDE ALL RECORDS RELATED TO TIRE WEAR AND WHEEL ALIGNMENT AND ARE NOT LIMITED TO TIRE-STRUT CONTACT.GENERAL MOTORS (GM) IDENTIFIED TWO CONTRIBUTORS TO PREMATURE FRONT TIRE WEAR IN THE SUBJECT VEHICLES.ONE OF THE CONTRIBUTORS CAUSING THE PREMATURE TIRE WEAR WAS OUT OF SPECIFICATION NEGATIVE CAMBER.GM STATED THAT EXCESSIVE NEGATIVE CAMBER COULD BE CAUSED BY IMPROPER CAMBER SETTINGS FROM THE FACTORY OR BENDING OF THE FRONT STRUT ASSEMBLIES DUE TO SHARP ROAD IMPACT (I.E., SEVERE POT HOLES).TO IMPROVE CAMBER SETTINGS FROM THE FACTORY, GM STATED THAT FROM FEBRUARY OF 2005 THROUGH MAY OF 2006 SEVERAL MODIFICATIONS WERE MADE TO THE CAMBER SETTING FIXTURE.GM ALSO NOTED THAT EXCESSIVE NEGATIVE CAMBER COULD RESULT IN FRONT TIRE TO STRUT CONTACT, WHICH COULD ALSO BE CAUSED BY USE OF NON-ORIGINAL EQUIPMENT (OE) TIRES AND/OR WHEELS.GM STATED THAT CONTACT OF THE FRONT TIRE AND FRONT STRUT ASSEMBLY CAN CAUSE A POLISHING ON THE TIRE SIDEWALL AND/OR STRUT ASSEMBLY; HOWEVER, THIS DOES NOT CAUSE A SUDDEN LOSS OF AIR. GENERAL MOTORS PROVIDED ODI WITH THE FINAL FACTORY FRONT CAMBER SETTINGS WHERE AVAILABLE FOR COMPLAINT AND WARRANTY CLAIM VEHICLES.APPROXIMATELY 90 PERCENT OF THESE VEHICLES HAD RIGHT WHEEL CAMBER SETTINGS THAT WERE OUT OF DESIGN SPECIFICATION.FOUR PERCENT OF THE VEHICLES HAD LEFT WHEEL CAMBER SETTINGS THAT WERE OUT OF SPECIFICATION.IN A REVIEW OF CONSUMER COMPLAINTS, MOST NOTED EXCESSIVE TIRE WEAR TO VARYING DEGREES TO BOTH FRONT TIRES.FOR COMPLAINTS INDICATING EXCESSIVE WEAR TO A SINGLE FRONT TIRE, 90 PERCENT INVOLVED THE RIGHT SIDE. ALTHOUGH IN SOME CASES THERE ARE INDICATIONS OF TIRE CONTACT WITH FRONT STRUT ASSEMBLIES IN THE SUBJECT VEHICLES, ANALYSIS OF TIRE WEAR PATTERNS IN PHOTOGRAPHS SHOWS THE GREATEST WEAR OCCURRING ON THE INBOARD TREAD SURFACE FROM ROAD WEAR AND NOT ON THE AREA OF THE TIRE ON THE UPPER SHOULDER THAT CONTACTS THE STRUT.THIS IS CONSISTENT WITH THE KNOWN TIRE WEAR PATTERNS ASSOCIATED WITH EXCESSIVE NEGATIVE CAMBER, WITH OR WITHOUT STRUT CONTACT.THIS IS MOST APPARENT IN SOME PICTURES, WHICH SHOW MINOR TIRE-STRUT CONTACT WHILE EXHIBITING SIGNIFICANT WEAR OF THE INNER TREAD SURFACE OF THE TIRES.BASED ON DATA REVIEWED DURING THE INVESTIGATION, WHILE EXCESSIVE NEGATIVE CAMBER IS AN APPARENT ISSUE, THE PREMATURE TIRE WEAR APPEARS TO BE PRIMARILY CAUSED BY TIRE TO ROAD SURFACE CONTACT AS OPPOSED TO CONTACT OF THE FRONT TIRES TO THE FRONT STRUT ASSEMBLIES.ODI REVIEWED APPROXIMATELY 1,400 TOTAL COMPLAINTS AND WARRANTY CLAIMS POTENTIALLY RELATED TO THE ALLEGED DEFECT.VIRTUALLY ALL OF THE REPORTS RELATE TO UNEVEN/EXCESSIVE TIRE WEAR OR SOME AWARENESS OF THE TIRE-STRUT CONTACT ISSUE.ODI WAS ABLE TO IDENTIFY 9 TIRE AIR LOSS INCIDENTS ALLEGED TO BE CAUSED BY TIRE-STRUT CONTACT, WITH5 OF THESE DESCRIBING A SLOW AIR LOSS.WHILE THERE WAS EVIDENCE OF TIRE-STRUT CONTACT IN SOME OF THESE VEHICLES, ODI'S ANALYSIS DID NOT FIND THAT THIS CONTACT WAS THE CAUSE OF THE AIR LOSS BUT RATHER A SECONDARY SYMPTOM OF THE EXCESSIVE NEGATIVE CAMBER CONDITION THAT RESULTS IN RAPID ROAD WEAR ON THE INBOARD TREAD SURFACE. ODI IS AWARE OF ONE CRASH ALLEGED TO BE CAUSED BY CONTACT OF THE FRONT STRUT TO FRONT TIRE.HOWEVER, ANALYSIS OF THE INFORMATION PROVIDED BY THE CONSUMER, GM AND A THIRD PARTY INVESTIGATOR DOES NOT INDICATE THAT TIRE-STRUT CONTACT WAS A FACTOR IN THE CRASH.ODI IS UNAWARE OF ANY INJURIES OR FATALITIES ATTRIBUTED TO THE ALLEGED DEFECT. ODI HAS NOT IDENTIFIED A SAFETY RELATED DEFECT TREND IN THE SUBJECT VEHICLES.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF TH
Suspension:front:macpherson Strut
NOTE: THE COMPLAINT AND WARRANTY COUNTS GIVEN IN THE FAILURE REPORT SUMMARY OF THIS RESUME INCLUDE ALL RECORDS RELATED TO TIRE WEAR AND WHEEL ALIGNMENT AND ARE NOT LIMITED TO TIRE-STRUT CONTACT.GENERAL MOTORS (GM) IDENTIFIED TWO CONTRIBUTORS TO PREMATURE FRONT TIRE WEAR IN THE SUBJECT VEHICLES.ONE OF THE CONTRIBUTORS CAUSING THE PREMATURE TIRE WEAR WAS OUT OF SPECIFICATION NEGATIVE CAMBER.GM STATED THAT EXCESSIVE NEGATIVE CAMBER COULD BE CAUSED BY IMPROPER CAMBER SETTINGS FROM THE FACTORY OR BENDING OF THE FRONT STRUT ASSEMBLIES DUE TO SHARP ROAD IMPACT (I.E., SEVERE POT HOLES).TO IMPROVE CAMBER SETTINGS FROM THE FACTORY, GM STATED THAT FROM FEBRUARY OF 2005 THROUGH MAY OF 2006 SEVERAL MODIFICATIONS WERE MADE TO THE CAMBER SETTING FIXTURE.GM ALSO NOTED THAT EXCESSIVE NEGATIVE CAMBER COULD RESULT IN FRONT TIRE TO STRUT CONTACT, WHICH COULD ALSO BE CAUSED BY USE OF NON-ORIGINAL EQUIPMENT (OE) TIRES AND/OR WHEELS.GM STATED THAT CONTACT OF THE FRONT TIRE AND FRONT STRUT ASSEMBLY CAN CAUSE A POLISHING ON THE TIRE SIDEWALL AND/OR STRUT ASSEMBLY; HOWEVER, THIS DOES NOT CAUSE A SUDDEN LOSS OF AIR. GENERAL MOTORS PROVIDED ODI WITH THE FINAL FACTORY FRONT CAMBER SETTINGS WHERE AVAILABLE FOR COMPLAINT AND WARRANTY CLAIM VEHICLES.APPROXIMATELY 90 PERCENT OF THESE VEHICLES HAD RIGHT WHEEL CAMBER SETTINGS THAT WERE OUT OF DESIGN SPECIFICATION.FOUR PERCENT OF THE VEHICLES HAD LEFT WHEEL CAMBER SETTINGS THAT WERE OUT OF SPECIFICATION.IN A REVIEW OF CONSUMER COMPLAINTS, MOST NOTED EXCESSIVE TIRE WEAR TO VARYING DEGREES TO BOTH FRONT TIRES.FOR COMPLAINTS INDICATING EXCESSIVE WEAR TO A SINGLE FRONT TIRE, 90 PERCENT INVOLVED THE RIGHT SIDE. ALTHOUGH IN SOME CASES THERE ARE INDICATIONS OF TIRE CONTACT WITH FRONT STRUT ASSEMBLIES IN THE SUBJECT VEHICLES, ANALYSIS OF TIRE WEAR PATTERNS IN PHOTOGRAPHS SHOWS THE GREATEST WEAR OCCURRING ON THE INBOARD TREAD SURFACE FROM ROAD WEAR AND NOT ON THE AREA OF THE TIRE ON THE UPPER SHOULDER THAT CONTACTS THE STRUT.THIS IS CONSISTENT WITH THE KNOWN TIRE WEAR PATTERNS ASSOCIATED WITH EXCESSIVE NEGATIVE CAMBER, WITH OR WITHOUT STRUT CONTACT.THIS IS MOST APPARENT IN SOME PICTURES, WHICH SHOW MINOR TIRE-STRUT CONTACT WHILE EXHIBITING SIGNIFICANT WEAR OF THE INNER TREAD SURFACE OF THE TIRES.BASED ON DATA REVIEWED DURING THE INVESTIGATION, WHILE EXCESSIVE NEGATIVE CAMBER IS AN APPARENT ISSUE, THE PREMATURE TIRE WEAR APPEARS TO BE PRIMARILY CAUSED BY TIRE TO ROAD SURFACE CONTACT AS OPPOSED TO CONTACT OF THE FRONT TIRES TO THE FRONT STRUT ASSEMBLIES.ODI REVIEWED APPROXIMATELY 1,400 TOTAL COMPLAINTS AND WARRANTY CLAIMS POTENTIALLY RELATED TO THE ALLEGED DEFECT.VIRTUALLY ALL OF THE REPORTS RELATE TO UNEVEN/EXCESSIVE TIRE WEAR OR SOME AWARENESS OF THE TIRE-STRUT CONTACT ISSUE.ODI WAS ABLE TO IDENTIFY 9 TIRE AIR LOSS INCIDENTS ALLEGED TO BE CAUSED BY TIRE-STRUT CONTACT, WITH5 OF THESE DESCRIBING A SLOW AIR LOSS.WHILE THERE WAS EVIDENCE OF TIRE-STRUT CONTACT IN SOME OF THESE VEHICLES, ODI'S ANALYSIS DID NOT FIND THAT THIS CONTACT WAS THE CAUSE OF THE AIR LOSS BUT RATHER A SECONDARY SYMPTOM OF THE EXCESSIVE NEGATIVE CAMBER CONDITION THAT RESULTS IN RAPID ROAD WEAR ON THE INBOARD TREAD SURFACE. ODI IS AWARE OF ONE CRASH ALLEGED TO BE CAUSED BY CONTACT OF THE FRONT STRUT TO FRONT TIRE.HOWEVER, ANALYSIS OF THE INFORMATION PROVIDED BY THE CONSUMER, GM AND A THIRD PARTY INVESTIGATOR DOES NOT INDICATE THAT TIRE-STRUT CONTACT WAS A FACTOR IN THE CRASH.ODI IS UNAWARE OF ANY INJURIES OR FATALITIES ATTRIBUTED TO THE ALLEGED DEFECT. ODI HAS NOT IDENTIFIED A SAFETY RELATED DEFECT TREND IN THE SUBJECT VEHICLES.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF TH
Suspension
NOTE: THE COMPLAINT AND WARRANTY COUNTS GIVEN IN THE FAILURE REPORT SUMMARY OF THIS RESUME INCLUDE ALL RECORDS RELATED TO TIRE WEAR AND WHEEL ALIGNMENT AND ARE NOT LIMITED TO TIRE-STRUT CONTACT.GENERAL MOTORS (GM) IDENTIFIED TWO CONTRIBUTORS TO PREMATURE FRONT TIRE WEAR IN THE SUBJECT VEHICLES.ONE OF THE CONTRIBUTORS CAUSING THE PREMATURE TIRE WEAR WAS OUT OF SPECIFICATION NEGATIVE CAMBER.GM STATED THAT EXCESSIVE NEGATIVE CAMBER COULD BE CAUSED BY IMPROPER CAMBER SETTINGS FROM THE FACTORY OR BENDING OF THE FRONT STRUT ASSEMBLIES DUE TO SHARP ROAD IMPACT (I.E., SEVERE POT HOLES).TO IMPROVE CAMBER SETTINGS FROM THE FACTORY, GM STATED THAT FROM FEBRUARY OF 2005 THROUGH MAY OF 2006 SEVERAL MODIFICATIONS WERE MADE TO THE CAMBER SETTING FIXTURE.GM ALSO NOTED THAT EXCESSIVE NEGATIVE CAMBER COULD RESULT IN FRONT TIRE TO STRUT CONTACT, WHICH COULD ALSO BE CAUSED BY USE OF NON-ORIGINAL EQUIPMENT (OE) TIRES AND/OR WHEELS.GM STATED THAT CONTACT OF THE FRONT TIRE AND FRONT STRUT ASSEMBLY CAN CAUSE A POLISHING ON THE TIRE SIDEWALL AND/OR STRUT ASSEMBLY; HOWEVER, THIS DOES NOT CAUSE A SUDDEN LOSS OF AIR. GENERAL MOTORS PROVIDED ODI WITH THE FINAL FACTORY FRONT CAMBER SETTINGS WHERE AVAILABLE FOR COMPLAINT AND WARRANTY CLAIM VEHICLES.APPROXIMATELY 90 PERCENT OF THESE VEHICLES HAD RIGHT WHEEL CAMBER SETTINGS THAT WERE OUT OF DESIGN SPECIFICATION.FOUR PERCENT OF THE VEHICLES HAD LEFT WHEEL CAMBER SETTINGS THAT WERE OUT OF SPECIFICATION.IN A REVIEW OF CONSUMER COMPLAINTS, MOST NOTED EXCESSIVE TIRE WEAR TO VARYING DEGREES TO BOTH FRONT TIRES.FOR COMPLAINTS INDICATING EXCESSIVE WEAR TO A SINGLE FRONT TIRE, 90 PERCENT INVOLVED THE RIGHT SIDE. ALTHOUGH IN SOME CASES THERE ARE INDICATIONS OF TIRE CONTACT WITH FRONT STRUT ASSEMBLIES IN THE SUBJECT VEHICLES, ANALYSIS OF TIRE WEAR PATTERNS IN PHOTOGRAPHS SHOWS THE GREATEST WEAR OCCURRING ON THE INBOARD TREAD SURFACE FROM ROAD WEAR AND NOT ON THE AREA OF THE TIRE ON THE UPPER SHOULDER THAT CONTACTS THE STRUT.THIS IS CONSISTENT WITH THE KNOWN TIRE WEAR PATTERNS ASSOCIATED WITH EXCESSIVE NEGATIVE CAMBER, WITH OR WITHOUT STRUT CONTACT.THIS IS MOST APPARENT IN SOME PICTURES, WHICH SHOW MINOR TIRE-STRUT CONTACT WHILE EXHIBITING SIGNIFICANT WEAR OF THE INNER TREAD SURFACE OF THE TIRES.BASED ON DATA REVIEWED DURING THE INVESTIGATION, WHILE EXCESSIVE NEGATIVE CAMBER IS AN APPARENT ISSUE, THE PREMATURE TIRE WEAR APPEARS TO BE PRIMARILY CAUSED BY TIRE TO ROAD SURFACE CONTACT AS OPPOSED TO CONTACT OF THE FRONT TIRES TO THE FRONT STRUT ASSEMBLIES.ODI REVIEWED APPROXIMATELY 1,400 TOTAL COMPLAINTS AND WARRANTY CLAIMS POTENTIALLY RELATED TO THE ALLEGED DEFECT.VIRTUALLY ALL OF THE REPORTS RELATE TO UNEVEN/EXCESSIVE TIRE WEAR OR SOME AWARENESS OF THE TIRE-STRUT CONTACT ISSUE.ODI WAS ABLE TO IDENTIFY 9 TIRE AIR LOSS INCIDENTS ALLEGED TO BE CAUSED BY TIRE-STRUT CONTACT, WITH5 OF THESE DESCRIBING A SLOW AIR LOSS.WHILE THERE WAS EVIDENCE OF TIRE-STRUT CONTACT IN SOME OF THESE VEHICLES, ODI'S ANALYSIS DID NOT FIND THAT THIS CONTACT WAS THE CAUSE OF THE AIR LOSS BUT RATHER A SECONDARY SYMPTOM OF THE EXCESSIVE NEGATIVE CAMBER CONDITION THAT RESULTS IN RAPID ROAD WEAR ON THE INBOARD TREAD SURFACE. ODI IS AWARE OF ONE CRASH ALLEGED TO BE CAUSED BY CONTACT OF THE FRONT STRUT TO FRONT TIRE.HOWEVER, ANALYSIS OF THE INFORMATION PROVIDED BY THE CONSUMER, GM AND A THIRD PARTY INVESTIGATOR DOES NOT INDICATE THAT TIRE-STRUT CONTACT WAS A FACTOR IN THE CRASH.ODI IS UNAWARE OF ANY INJURIES OR FATALITIES ATTRIBUTED TO THE ALLEGED DEFECT. ODI HAS NOT IDENTIFIED A SAFETY RELATED DEFECT TREND IN THE SUBJECT VEHICLES.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF TH
Tires
NOTE: THE COMPLAINT AND WARRANTY COUNTS GIVEN IN THE FAILURE REPORT SUMMARY OF THIS RESUME INCLUDE ALL RECORDS RELATED TO TIRE WEAR AND WHEEL ALIGNMENT AND ARE NOT LIMITED TO TIRE-STRUT CONTACT.GENERAL MOTORS (GM) IDENTIFIED TWO CONTRIBUTORS TO PREMATURE FRONT TIRE WEAR IN THE SUBJECT VEHICLES.ONE OF THE CONTRIBUTORS CAUSING THE PREMATURE TIRE WEAR WAS OUT OF SPECIFICATION NEGATIVE CAMBER.GM STATED THAT EXCESSIVE NEGATIVE CAMBER COULD BE CAUSED BY IMPROPER CAMBER SETTINGS FROM THE FACTORY OR BENDING OF THE FRONT STRUT ASSEMBLIES DUE TO SHARP ROAD IMPACT (I.E., SEVERE POT HOLES).TO IMPROVE CAMBER SETTINGS FROM THE FACTORY, GM STATED THAT FROM FEBRUARY OF 2005 THROUGH MAY OF 2006 SEVERAL MODIFICATIONS WERE MADE TO THE CAMBER SETTING FIXTURE.GM ALSO NOTED THAT EXCESSIVE NEGATIVE CAMBER COULD RESULT IN FRONT TIRE TO STRUT CONTACT, WHICH COULD ALSO BE CAUSED BY USE OF NON-ORIGINAL EQUIPMENT (OE) TIRES AND/OR WHEELS.GM STATED THAT CONTACT OF THE FRONT TIRE AND FRONT STRUT ASSEMBLY CAN CAUSE A POLISHING ON THE TIRE SIDEWALL AND/OR STRUT ASSEMBLY; HOWEVER, THIS DOES NOT CAUSE A SUDDEN LOSS OF AIR. GENERAL MOTORS PROVIDED ODI WITH THE FINAL FACTORY FRONT CAMBER SETTINGS WHERE AVAILABLE FOR COMPLAINT AND WARRANTY CLAIM VEHICLES.APPROXIMATELY 90 PERCENT OF THESE VEHICLES HAD RIGHT WHEEL CAMBER SETTINGS THAT WERE OUT OF DESIGN SPECIFICATION.FOUR PERCENT OF THE VEHICLES HAD LEFT WHEEL CAMBER SETTINGS THAT WERE OUT OF SPECIFICATION.IN A REVIEW OF CONSUMER COMPLAINTS, MOST NOTED EXCESSIVE TIRE WEAR TO VARYING DEGREES TO BOTH FRONT TIRES.FOR COMPLAINTS INDICATING EXCESSIVE WEAR TO A SINGLE FRONT TIRE, 90 PERCENT INVOLVED THE RIGHT SIDE. ALTHOUGH IN SOME CASES THERE ARE INDICATIONS OF TIRE CONTACT WITH FRONT STRUT ASSEMBLIES IN THE SUBJECT VEHICLES, ANALYSIS OF TIRE WEAR PATTERNS IN PHOTOGRAPHS SHOWS THE GREATEST WEAR OCCURRING ON THE INBOARD TREAD SURFACE FROM ROAD WEAR AND NOT ON THE AREA OF THE TIRE ON THE UPPER SHOULDER THAT CONTACTS THE STRUT.THIS IS CONSISTENT WITH THE KNOWN TIRE WEAR PATTERNS ASSOCIATED WITH EXCESSIVE NEGATIVE CAMBER, WITH OR WITHOUT STRUT CONTACT.THIS IS MOST APPARENT IN SOME PICTURES, WHICH SHOW MINOR TIRE-STRUT CONTACT WHILE EXHIBITING SIGNIFICANT WEAR OF THE INNER TREAD SURFACE OF THE TIRES.BASED ON DATA REVIEWED DURING THE INVESTIGATION, WHILE EXCESSIVE NEGATIVE CAMBER IS AN APPARENT ISSUE, THE PREMATURE TIRE WEAR APPEARS TO BE PRIMARILY CAUSED BY TIRE TO ROAD SURFACE CONTACT AS OPPOSED TO CONTACT OF THE FRONT TIRES TO THE FRONT STRUT ASSEMBLIES.ODI REVIEWED APPROXIMATELY 1,400 TOTAL COMPLAINTS AND WARRANTY CLAIMS POTENTIALLY RELATED TO THE ALLEGED DEFECT.VIRTUALLY ALL OF THE REPORTS RELATE TO UNEVEN/EXCESSIVE TIRE WEAR OR SOME AWARENESS OF THE TIRE-STRUT CONTACT ISSUE.ODI WAS ABLE TO IDENTIFY 9 TIRE AIR LOSS INCIDENTS ALLEGED TO BE CAUSED BY TIRE-STRUT CONTACT, WITH5 OF THESE DESCRIBING A SLOW AIR LOSS.WHILE THERE WAS EVIDENCE OF TIRE-STRUT CONTACT IN SOME OF THESE VEHICLES, ODI'S ANALYSIS DID NOT FIND THAT THIS CONTACT WAS THE CAUSE OF THE AIR LOSS BUT RATHER A SECONDARY SYMPTOM OF THE EXCESSIVE NEGATIVE CAMBER CONDITION THAT RESULTS IN RAPID ROAD WEAR ON THE INBOARD TREAD SURFACE. ODI IS AWARE OF ONE CRASH ALLEGED TO BE CAUSED BY CONTACT OF THE FRONT STRUT TO FRONT TIRE.HOWEVER, ANALYSIS OF THE INFORMATION PROVIDED BY THE CONSUMER, GM AND A THIRD PARTY INVESTIGATOR DOES NOT INDICATE THAT TIRE-STRUT CONTACT WAS A FACTOR IN THE CRASH.ODI IS UNAWARE OF ANY INJURIES OR FATALITIES ATTRIBUTED TO THE ALLEGED DEFECT. ODI HAS NOT IDENTIFIED A SAFETY RELATED DEFECT TREND IN THE SUBJECT VEHICLES.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF TH
Tires:sidewall
NOTE: THE COMPLAINT AND WARRANTY COUNTS GIVEN IN THE FAILURE REPORT SUMMARY OF THIS RESUME INCLUDE ALL RECORDS RELATED TO TIRE WEAR AND WHEEL ALIGNMENT AND ARE NOT LIMITED TO TIRE-STRUT CONTACT.GENERAL MOTORS (GM) IDENTIFIED TWO CONTRIBUTORS TO PREMATURE FRONT TIRE WEAR IN THE SUBJECT VEHICLES.ONE OF THE CONTRIBUTORS CAUSING THE PREMATURE TIRE WEAR WAS OUT OF SPECIFICATION NEGATIVE CAMBER.GM STATED THAT EXCESSIVE NEGATIVE CAMBER COULD BE CAUSED BY IMPROPER CAMBER SETTINGS FROM THE FACTORY OR BENDING OF THE FRONT STRUT ASSEMBLIES DUE TO SHARP ROAD IMPACT (I.E., SEVERE POT HOLES).TO IMPROVE CAMBER SETTINGS FROM THE FACTORY, GM STATED THAT FROM FEBRUARY OF 2005 THROUGH MAY OF 2006 SEVERAL MODIFICATIONS WERE MADE TO THE CAMBER SETTING FIXTURE.GM ALSO NOTED THAT EXCESSIVE NEGATIVE CAMBER COULD RESULT IN FRONT TIRE TO STRUT CONTACT, WHICH COULD ALSO BE CAUSED BY USE OF NON-ORIGINAL EQUIPMENT (OE) TIRES AND/OR WHEELS.GM STATED THAT CONTACT OF THE FRONT TIRE AND FRONT STRUT ASSEMBLY CAN CAUSE A POLISHING ON THE TIRE SIDEWALL AND/OR STRUT ASSEMBLY; HOWEVER, THIS DOES NOT CAUSE A SUDDEN LOSS OF AIR. GENERAL MOTORS PROVIDED ODI WITH THE FINAL FACTORY FRONT CAMBER SETTINGS WHERE AVAILABLE FOR COMPLAINT AND WARRANTY CLAIM VEHICLES.APPROXIMATELY 90 PERCENT OF THESE VEHICLES HAD RIGHT WHEEL CAMBER SETTINGS THAT WERE OUT OF DESIGN SPECIFICATION.FOUR PERCENT OF THE VEHICLES HAD LEFT WHEEL CAMBER SETTINGS THAT WERE OUT OF SPECIFICATION.IN A REVIEW OF CONSUMER COMPLAINTS, MOST NOTED EXCESSIVE TIRE WEAR TO VARYING DEGREES TO BOTH FRONT TIRES.FOR COMPLAINTS INDICATING EXCESSIVE WEAR TO A SINGLE FRONT TIRE, 90 PERCENT INVOLVED THE RIGHT SIDE. ALTHOUGH IN SOME CASES THERE ARE INDICATIONS OF TIRE CONTACT WITH FRONT STRUT ASSEMBLIES IN THE SUBJECT VEHICLES, ANALYSIS OF TIRE WEAR PATTERNS IN PHOTOGRAPHS SHOWS THE GREATEST WEAR OCCURRING ON THE INBOARD TREAD SURFACE FROM ROAD WEAR AND NOT ON THE AREA OF THE TIRE ON THE UPPER SHOULDER THAT CONTACTS THE STRUT.THIS IS CONSISTENT WITH THE KNOWN TIRE WEAR PATTERNS ASSOCIATED WITH EXCESSIVE NEGATIVE CAMBER, WITH OR WITHOUT STRUT CONTACT.THIS IS MOST APPARENT IN SOME PICTURES, WHICH SHOW MINOR TIRE-STRUT CONTACT WHILE EXHIBITING SIGNIFICANT WEAR OF THE INNER TREAD SURFACE OF THE TIRES.BASED ON DATA REVIEWED DURING THE INVESTIGATION, WHILE EXCESSIVE NEGATIVE CAMBER IS AN APPARENT ISSUE, THE PREMATURE TIRE WEAR APPEARS TO BE PRIMARILY CAUSED BY TIRE TO ROAD SURFACE CONTACT AS OPPOSED TO CONTACT OF THE FRONT TIRES TO THE FRONT STRUT ASSEMBLIES.ODI REVIEWED APPROXIMATELY 1,400 TOTAL COMPLAINTS AND WARRANTY CLAIMS POTENTIALLY RELATED TO THE ALLEGED DEFECT.VIRTUALLY ALL OF THE REPORTS RELATE TO UNEVEN/EXCESSIVE TIRE WEAR OR SOME AWARENESS OF THE TIRE-STRUT CONTACT ISSUE.ODI WAS ABLE TO IDENTIFY 9 TIRE AIR LOSS INCIDENTS ALLEGED TO BE CAUSED BY TIRE-STRUT CONTACT, WITH5 OF THESE DESCRIBING A SLOW AIR LOSS.WHILE THERE WAS EVIDENCE OF TIRE-STRUT CONTACT IN SOME OF THESE VEHICLES, ODI'S ANALYSIS DID NOT FIND THAT THIS CONTACT WAS THE CAUSE OF THE AIR LOSS BUT RATHER A SECONDARY SYMPTOM OF THE EXCESSIVE NEGATIVE CAMBER CONDITION THAT RESULTS IN RAPID ROAD WEAR ON THE INBOARD TREAD SURFACE. ODI IS AWARE OF ONE CRASH ALLEGED TO BE CAUSED BY CONTACT OF THE FRONT STRUT TO FRONT TIRE.HOWEVER, ANALYSIS OF THE INFORMATION PROVIDED BY THE CONSUMER, GM AND A THIRD PARTY INVESTIGATOR DOES NOT INDICATE THAT TIRE-STRUT CONTACT WAS A FACTOR IN THE CRASH.ODI IS UNAWARE OF ANY INJURIES OR FATALITIES ATTRIBUTED TO THE ALLEGED DEFECT. ODI HAS NOT IDENTIFIED A SAFETY RELATED DEFECT TREND IN THE SUBJECT VEHICLES.ACCORDINGLY, THIS INVESTIGATION IS CLOSED.THE CLOSING OF TH