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New Information Added Since : February 15, 2005
 Results : 499 | All records displayed  
NHTSA Action Number : PE06006 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      SATURN / ION 2003
      SATURN / L-SERIES 2000-2003
      SATURN / L-SERIES SEDAN 2000-2003
      SATURN / L-SERIES WAGON 2000-2003
      SATURN / L200 2001-2003
      SATURN / L300 2001-2003
      SATURN / LS 2000-2002
      SATURN / LS1 2000
      SATURN / LS2 2000
      SATURN / LS300 2001-2002
      SATURN / LW300 2001-2002
      SATURN / VUE 2002-2003
Manufacturer : GENERAL MOTORS CORP.
Component :
ENGINE AND ENGINE COOLING
Date Investigation Opened : January 24, 2006
Date Investigation Closed : June 6, 2006
Summary:
ON DECEMBER 12, 2005, ODI RECEIVED A DEFECT PETITION (DP05-008) REQUESTING THE INVESTIGATION OF TIMING CHAIN FAILURES THAT COULD CAUSE STALLING IN SATURN VEHICLES EQUIPPED WITH THE 2.2L (L61) ENGINE. ODI OPENED PE06-006 ON JANUARY 24, 2006, WITH 24 VEHICLE OWNER COMPLAINTS THAT ALLEGED A BROKEN TIMING CHAIN CAUSED THE VEHICLE TO STOP OPERATING. ON APRIL 12, 2006, ODI RECEIVED INFORMATION FROM GENERAL MOTORS (GM) CONCERNING TIMING CHAIN FAILURES IN APPROXIMATELY 412,000 MODEL YEAR (MY) 2000 THROUGH 2003 SATURN L-SERIES AND ION VEHICLES WITH 2.2L ENGINES. GM'S RESPONSE INCLUDED 1,020 OWNER COMPLAINTS AND FIELD REPORTS CONCERNING TIMING CHAIN FAILURE, INCLUDING 228 THAT ALLEGED THE FAILURE CAUSED THE VEHICLE TO STALL WHILE DRIVING. GM ALSO PROVIDED WARRANTY CLAIM DATA THAT SHOWED 1,902 SUBJECT VEHICLES RECEIVING TIMING CHAIN REPAIRS, INCLUDING 261 WHICH INDICATED THAT A STALL WHILE DRIVING RESULTED FROM THE FAILURE. THE GM COMPLAINTS, FIELD REPORTS AND WARRANTY CLAIMS THAT DID NOT CONTAIN SUFFICIENT INFORMATION TO DETERMINE THAT A STALL WHILE DRIVING OCCURRED WERE PROVIDED IN THE CATEGORY "OTHER." GM STATED THAT THE MAJORITY OF THESE INCIDENTS PROBABLY OCCURRED WHILE THE VEHICLES WERE PARKED "SINCE THE TIMING CHAIN IS MORE LIKELY TO BREAK DURING HIGH CHAIN LOAD SITUATIONS, SUCH AS ENGINE STARTUP." GM'S DATA SHOWED ELEVATED FAILURE RATES IN APPROXIMATELY 20,500 MY 2001 L-SERIES VEHICLES PRODUCED DURING A FOUR MONTH PERIOD FROM NOVEMBER 2000 THROUGH FEBRUARY 2001. OVER ONE-THIRD OF GM'S TOTAL COMPLAINTS AND FIELD REPORTS (34.3%) AND WARRANTY CLAIMS (38.2%) INVOLVED L-SERIES VEHICLES BUILT DURING THE 4-MONTH PERIOD, WHICH ARE ONLY ABOUT 5% OF SUBJECT VEHICLE PRODUCTION. THE TIMING CHAIN FAILURE RATE IN THE VEHICLES BUILT DURING THIS RANGE IS OVER 10 TIMES GREATER THAN THE REMAINING SUBJECT VEHICLE POPULATION. FOR THE MY 2001 L-SERIES VEHICLES BUILT DURING THE 4-MONTH PERIOD, THE 36-MONTH FAILURE RATE FOR REPAIRS INVOLVING STALL WHILE DRIVING IS SLIGHTLY UNDER ONE PERCENT. HOWEVER, IF THE INCIDENTS CODED AS "OTHER" ARE ADDED, THE 36-MONTH FAILURE RATE RISES TO NEARLY FIVE PERCENT FOR THOSE VEHICLES. ODI AND GM ARE CONTINUING TO ASSESS THE NUMBER OF COMPLAINTS AND WARRANTY CLAIMS CODED BY GM AS "OTHER" THAT INVOLVE INCIDENTS OF STALL WHILE DRIVING. GM'S STATISTICAL MODELING OF THE FAILURE DATA INITIALLY CONCLUDED THAT THE FAILURE RATES WERE DECLINING WITH AGE AND MILEAGE FOR ANY SET OF WARRANTY DATA ANALYZED (E.G., STALL WHILE DRIVING, OTHER OR COMBINED). HOWEVER, SUBSEQUENT ANALYSIS SHOWED THAT THE FAILURE RATES ARE INCREASING. BASED ON THE HIGH COMPLAINT AND WARRANTY RATES FOR TIMING CHAIN FAILURE IN THE 4-MONTH PRODUCTION PERIOD FOR THE MY 2001 L-SERIES VEHICLES, THIS INVESTIGATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS TO FURTHER ASSESS THE FREQUENCY OF STALL INCIDENTS DUE TO TIMING CHAIN FAILURES IN THOSE VEHICLES (EA06-009).
NHTSA Action Number : EA06012 NHTSA Recall Campaign Number : 07V553000
Make / Models :     Model/Build Years:    
      FORD / F SUPER DUTY 1997-2003
      FORD / F SUPER DUTY CHASSIS 1997
      FORD / F-250 SD 1999-2003
      FORD / F-350 SD 1999-2003
      FORD / F-450 SD 2003
      FORD / F250 SUPER DUTY 1997-2003
      FORD / F350 SUPER DUTY 1998-2003
      FORD / F450 SUPER DUTY 1998-2003
      FORD / F460 1997
      FORD / F550 SUPER DUTY 1998-2003
Manufacturer : FORD MOTOR COMPANY
Component :
ENGINE AND ENGINE COOLING:ENGINE:DIESEL
Date Investigation Opened : June 22, 2006
Date Investigation Closed : December 7, 2007
Summary:
IN A DECEMBER 3, 2007 LETTER, FORD ADVISED NHTSA THAT IT WILL CONDUCT A SAFETY RECALL TO REPLACE THE CAM POSITION SENSOR (CPS) IN APPROXIMATELY 1.2 MILLION SUBJECT VEHICLES TO ADDRESS REPORTS OF ENGINE STALLING. A NEW DESIGN CPS WITH IMPROVED PERFORMANCE AND DURABILITY WILL BE INSTALLED AS A REMEDY. OWNER NOTIFICATIONS WILL BEGIN IN DECEMBER 2007. THE SUBJECT VEHICLES ARE DURABLE, FULL-SIZED, MEDIUM DUTY TRUCKS COMMONLY USED FOR COMMERCIAL PURPOSES, RESCUE/EMERGENCY RESPONSE, AND COMMERCIAL OR RECREATIONAL TOWING. CPS FAILURE IS COMPARABLE TO UNEXPECTEDLY TURNING THE KEY OFF SINCE THE SIGNAL IT PRODUCES IS VITAL TO THE ELECTRONIC ENGINE CONTROL SYSTEM. CPS SIGNAL LOSS TERMINATES FUEL INJECTION RESULTING IN AN ENGINE STALL. ONCE STALLED, THE ENGINE MAY RESTART RIGHT AWAY, OR MAY RESTART AFTER A DELAY (TYPICALLY 5 TO 10 MINUTES), OR MAY NOT RESTART AT ALL. IN ADDITION TO EXPOSING THE DRIVER AND OTHER MOTORISTS TO CRASH RISK DUE TO LOSS OF MOTIVE POWER OR VEHICLE DISABLEMENT, ENGINE STALLING ALSO EFFECTS THE POWER ASSISTED STEERING AND BRAKING. THROUGH CONSUMER INTERVIEWS, ODI DETERMINED THAT CPS FAILURES OCCURRED WITHOUT ANY FORM OF WARNING, AT ANY VEHICLE SPEED (50% AT HIGHWAY SPEEDS), AND UNDER ANY DRIVING CONDITION, SUCH AS ACCELERATING. CONSUMERS REPORTED THAT ABOUT A THIRD OF THE VEHICLES FAILED TO RESTART, WITH ANOTHER THIRD REPORTING DELAYED RESTARTING. HALF THE VEHICLES THAT DID RESTART EXPERIENCED ANOTHER STALL ON THE SAME OR A SUBSEQUENT DRIVE CYCLE (BEFORE CPS REPLACEMENT) RE-EXPOSING THOSE CONSUMERS TO THE RISKS ASSOCIATED WITH A STALLING EVENT. IN THEIR VOQ REPORTS, HALF OF THE ODI COMPLAINANTS DESCRIBED DIFFICULTY CONTROLLING THE VEHICLE DUE TO LOSE OF POWER ASSIST SYSTEMS, ESPECIALLY THOSE WHO WERE TOWING AT THE TIME OF THE INCIDENT. THE ONE ALLEGED INJURY INCIDENT OCCURRED IN AN INTERSECTION WHEN A SUBJECT VEHICLE STALLED WHILE TURNING ACROSS ONCOMING LANES OF TRAFFIC. ALTHOUGH UNSUBSTANTIATED, THE COMPLAINANT ALLEGED AN INJURY TO A CHILD OCCUPANT DURING ODI'S INTERVIEW. THE OTHER CRASH ALLEGATIONS MOSTLY INVOLVED LOW SPEED, LOSS OF CONTROL INCIDENTS OFTEN CAUSED BY LACK OF POWER ASSIST; NO INJURIES ARE REPORTED IN THESE INCIDENTS, AND PROPERTY DAMAGE, IF ANY, WAS MINIMAL. CONSUMERS ALSO REPORTED OTHER INCIDENTS WITH SIGNIFICANT SAFETY RISKS, SUCH AS DISABLEMENT IN A LANE OR ON A SHOULDER OF A HIGH-SPEED ROADWAY OR INTERSTATE, OR EXTENDED DISABLEMENT IN REMOTE AREAS DURING SEVERE WEATHER CONDITIONS. THE POPULATION ABOVE IS FORD'S ESTIMATE OF THE 1.4 MILLION SUBJECT VEHICLES PRODUCED THAT ARE CURRENTLY REGISTERED. THE FORD COMPLAINT AND WARRANTY COUNTS NOTED ABOVE ARE CURRENT AS OF FORD'S LAST SUBMISSION DATED JUNE 21, 2007; THEY DO NOT INCLUDE F-450, F-550, OR ECONOLINE COUNTS AS THESE PRODUCTS WERE NOT FORMALLY WITHIN SCOPE OF THE INVESTIGATION WHEN FAILURE INFORMATION WAS REQUESTED. WARRANTY DATA ANALYSIS INDICATES THAT ABOUT HALF THE CLAIMS INVOLVED A STALL WHILE DRIVING EVENT ( FORD'S ASSESSMENT) AND THAT POOR CPS DURABILITY WAS A LONGSTANDING CONCERN. FORD REPORTED THAT THE NEW CPS DESIGN SHOULD MEET OR EXCEED THEIR 10 YEAR, 150K MILE LIFE EXPECTANCY DESIGN REQUIREMENT.
NHTSA Action Number : DP05005 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      FORD / CROWN VICTORIA 1997-2004
      FORD / E SERIES 1997-2003
      FORD / E SERIES SUPER DUTY 1999-2001
      FORD / E-SUPER DUTY 1997-1999
      FORD / E150 1997-2004
      FORD / E250 1997-2004
      FORD / E350 1997-2004
      FORD / ECONOLINE 1997-2003
      FORD / EXCURSION 1999-2004
      FORD / EXPEDITION 1997-2004
      FORD / EXPLORER 1997-2004
      FORD / EXPLORER SPORT 1997-2003
      FORD / EXPLORER SPORT TRAC 1997-2004
      FORD / F SERIES 1997-2003
      FORD / F SERIES (LIGHT) 1997-2001
      FORD / F SUPER DUTY 1997-2003
      FORD / F150 1997-2004
      FORD / F150 LD 1997-2003
      FORD / F250 1997-2004
      FORD / F250 HD 1997-2002
      FORD / F250 LD 1997-2001
      FORD / F250 SUPER DUTY 1997-2004
      FORD / F250 SUPERDUTY 2004
      FORD / F350 1997-2004
      FORD / F350 SUPER DUTY 1998-2004
      FORD / MUSTANG 1997-2004
      FORD / MUSTANG COBRA 1997-2000
      FORD / MUSTANG COBRA R 2000
      FORD / MUSTANG CONVERTIBLE 1997-2001 2003
      FORD / MUSTANG GT 1997-2003
      LINCOLN / AVIATOR 2003-2004
      LINCOLN / NAVIGATOR 1997-2004
      LINCOLN / TOWN CAR 1997-2004
      MERCURY / GRAND MARQUIS 1997-2004
      MERCURY / MOUNTAINEER 1997-2004
Manufacturer : FORD MOTOR COMPANY
Component :
ENGINE AND ENGINE COOLING:ENGINE:GASOLINE
Date Investigation Opened : September 22, 2005
Date Investigation Closed : January 4, 2006
Summary:
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.
NHTSA Action Number : PE07042 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      MERCEDES BENZ / S CLASS 2000, 2002-2004
      MERCEDES BENZ / S-600 2002-2004
      MERCEDES BENZ / S430 2004
      MERCEDES BENZ / S500 2002
      MERCEDES BENZ / S55 2004
      MERCEDES BENZ / S600 2004
      MERCEDES BENZ / SL CLASS 2002-2004
      MERCEDES BENZ / SL500 2000, 2003-2004
      MERCEDES BENZ / SL55 2003-2004
      MERCEDES BENZ / SL600 2003-2004
Manufacturer : MERCEDES-BENZ USA, LLC.
Component :
SUSPENSION:REAR:SPRINGS:AIR SUSPENSION SYSTEM
SUSPENSION:REAR:SPRINGS:AIR SUSPENSION SYSTEM:LINES AND FITTINGS
SUSPENSION:REAR:SPRINGS:AIR SUSPENSION SYSTEM:SPRINGS/BAGS
SUSPENSION:FRONT:SPRINGS:AIR SUSPENSION:SPRINGS/BAGS
SUSPENSION:FRONT:SPRINGS:AIR SUSPENSION:LINES AND FITTINGS
SUSPENSION:FRONT:SPRINGS:AIR SUSPENSION SYSTEM
Date Investigation Opened : August 14, 2007
Date Investigation Closed : November 20, 2007
Summary:
THE SUBJECT S-CLASS VEHICLES CONTAIN A COMPRESSED AIR SUSPENSION SYSTEM THAT USES AIR STRUTS ON EACH OF THE FOUR WHEELS IN LIEU OF TRADITIONAL SPRINGS AND SHOCK ABSORBERS. THESE AIR STRUTS USE COMPRESSED AIR TO SUPPORT THE WEIGHT OF THE VEHICLE AND CONTROL RIDE HEIGHT. IN THE EVENT OF THE LOSS OF AIR FROM THE SYSTEM, AN ALERT WILL FLASH ON THE INSTRUMENT CLUSTER WARNING THE DRIVER TO EITHER DRIVE CAREFULLY OR TO STOP THE VEHICLE. THE VEHICLE RIDE HEIGHT CAN BE REDUCED BY AS MUCH AS 105 MM BELOW NORMAL RIDE HEIGHT BEFORE THE FULL LOAD OF THE VEHICLE FOR THAT WHEEL COMES TO REST ON A STEEL ROD, WITH A RUBBER STOP ON THE END, LOCATED IN THE SHOCK ABSORBER. THIS REST-STOP CONDITION IS DESIGNED SUCH THAT THERE IS NO IMPACT ON VEHICLE CONTROL. MERCEDES-BENZ (MBUSA) SUPPLIED VIDEO SHOWING A VEHICLE IN THIS CONDITION OPERATING UNDER SEVERAL DIFFERENT SITUATIONS INCLUDING EVASIVE MANEUVERS DEMONSTRATING THE ABILITY OF THE VEHICLE TO BE CONTROLLED EFFECTIVELY WITH A RIDE HEIGHT REDUCED TO THE MINIMUM. ONLY THOSE COMPLAINTS TO ODI AND MBUSA THAT ALLEGED A STEERING INTERFERENCE DURING A REDUCED RIDE HEIGHT CONDITION WERE COUNTED IN THIS RESUME FAILURE REPORT. SOME COMPLAINTS ALLEGED THAT WITH A REDUCED RIDE HEIGHT AND A "STOP NOW" WARNING MESSAGE THERE WAS A RUBBING NOISE WHEN TURNING, BUT THE ABILITY TO STEER THE VEHICLE WAS NOT COMPROMISED. A SAMPLING OF WARRANTY CLAIMS SUBMITTED BY MBUSA DID NOT REVEAL ANY INDICATING A LOSS OF CONTROL DUE TO AN AIRMATIC SYSTEM FAILURE. THERE WAS ONE CRASH REPORTED BY MBUSA TO ODI BUT THE INFORMATION AVAILABLE INDICATED THAT IT RELATED TO SUSPENSION SYSTEMS AND IT WAS NOT POSSIBLE TO VERIFY THAT THE INCIDENT WAS RELATED TO AN AIRMATIC SYSTEM FAILURE. FURTHER USE OF AGENCY RESOURCES IN THIS MATTER DOES NOT APPEAR TO BE WARRANTED. THE AGENCY WILL CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND WILL TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED. THIS PRELIMINARY EVALUATION IS CLOSED.
NHTSA Action Number : EA08017 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      KIA / SEDONA 2002-2004
      KIA / SEDONA EX 2002-2004
Manufacturer : HYUNDAI-KIA AMERICA TECHNICAL CENTER INC
Component :
STEERING
Date Investigation Opened : August 28, 2008
Date Investigation Closed : July 1, 2009
Summary:
ODIS ANALYSIS OF WARRANTY DATA SHOWS THAT THE ALLEGED DEFECT HAS OCCURRED AT A RELATIVELY HIGH FREQUENCY IN SALT-BELT STATES (5.9 PERCENT). HOWEVER, THE TESTS CONDUCTED BY ODI AND KIA HAVE SHOWN THAT THE ALLEGED DEFECT HAS A MINIMAL EFFECT ON STEERING EFFORTS. IN ADDITION, ODI INTERVIEWS OF OWNERS WHO EXPERIENCED THE ALLEGED DEFECT SHOWED THAT IN MOST CASES THE PROBLEM WAS PRECEDED BY MONTHS OR YEARS OF NOISE OR A GRADUAL INCREASE IN STEERING EFFORTS AND WAS MORE OF A NUISANCE CONCERN. THERE HAS BEEN ONE ALLEGATION OF A MINOR CRASH RELATED TO THE ALLEGED DEFECT, INVOLVING A MY 2003 KIA SEDONA WITH 59,900 MILES. THE VEHICLE HAD BEEN CHECKED TWICE IN THE PREVIOUS NINE MONTHS BY A DEALER FOR COMPLAINTS OF "STIFF" STEERING AND THAT THE VEHICLE FELT LIKE IT WAS INTERMITTENTLY LOSING POWER ASSIST. THE CRASH OCCURRED AS THE DRIVER WAS ATTEMPTING TO MAKE A LEFT TURN WHILE TRAVELING AT APPROXIMATELY 20 MILES PER HOUR AND STRUCK A VEHICLE PARKED ON THE RIGHT SIDE OF THE STREET THAT THE VEHICLE WAS TURNING INTO. THE CRASH RESULTED IN MINOR INJURIES TO THE DRIVER. AFTER THE CRASH, IT WAS DETERMINED THAT THE INTERMEDIATE SHAFT WAS EXHIBITING SOME BINDING OF THE STEERING INTERMEDIATE SHAFT BEARINGS. WHILE THE ABSENCE OF ADDITIONAL CRASHES OR INJURIES DOES NOT MEAN THAT THERE IS NOT A SAFETY-RELATED DEFECT, THERE HAVE BEEN NO REPORTED ADDITIONAL CRASHES CAUSED BY THE ALLEGED DEFECT IN THE PAST THREE YEARS. THE RELEASE OF THE TECHNICAL SERVICE BULLETIN SHOULD ASSIST SERVICE PERSONAL IN DIAGNOSING THIS POTENTIAL PROBLEM LONG BEFORE IT BECOMES POTENTIALLY DANGEROUS. 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 CONTINUE TO MONITOR COMPLAINTS AND OTHER INFORMATION RELATING TO THE ALLEGED DEFECT IN THE SUBJECT VEHICLES AND TAKE FURTHER ACTION IN THE FUTURE IF WARRANTED. FOR ADDITIONAL INFORMATION REGARDING THIS ENGINEERING ANALYSIS REFER TO THE EA08-017 CLOSING REPORT.
NHTSA Action Number : EA06008 NHTSA Recall Campaign Number : 06V288000
Make / Models :     Model/Build Years:    
      JEEP / LIBERTY 2002-2006
      JEEP / LIBERTY 4X4 2006
Manufacturer : CHRYSLER GROUP LLC
Component :
SUSPENSION:FRONT:CONTROL ARM:LOWER BALL JOINT
Date Investigation Opened : May 31, 2006
Date Investigation Closed : August 24, 2006
Summary:
ON JANUARY 6, 2006, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION TO INVESTIGATE ALLEGED FRONT SUSPENSION LOWER BALL JOINT SEPARATION IN CERTAIN MODEL YEAR (MY) 2004 JEEP LIBERTY VEHICLES. ODI SENT A LETTER TO THE MANUFACTURER ON FEBRUARY 7, 2006 REQUESTING INFORMATION ABOUT THESE AND OTHER JEEP LIBERTY VEHICLES. CONSEQUENTLY, THE INVESTIGATION WAS UPGRADED TO AN ENGINEERING ANALYSIS ON MAY 31, 2006 AND THE RANGE OF SUBJECT VEHICLES UNDER INVESTIGATION WAS EXPANDED TO INCLUDE ALL MY 2002-2006 JEEP LIBERTY VEHICLES. ODI IS AWARE OF 566 NON-DUPLICATIVE COMPLAINTS ALLEGING INVOLUNTARY FRONT SUSPENSION LOWER BALL JOINT SEPARATION IN THE SUBJECT VEHICLES. ODI IS ALSO AWARE OF ONE NON-INJURY CRASH AND THREE ALLEGED INJURY INCIDENTS (TWO CRASH INCIDENTS AND ONE NON-CRASH INCIDENT) RELATED TO THE ALLEGED DEFECT RESULTING IN MINOR INJURIES. THE COMPLAINT COUNTS REPORTED ABOVE ONLY INCLUDE THOSE MY 2002-03 LIBERTY VEHICLES WHERE THE ALLEGED BALL JOINT SEPARATION OCCURRED AFTER PRIOR RECALL REPAIRS WERE PERFORMED (SEE BELOW) OR IF THE VEHICLE WAS NOT INCLUDED IN THE PRIOR RECALL. THE MANUFACTURER CONDUCTED A PRIOR SAFETY RECALL (03V-460) TO ADDRESS THE SUBJECT ISSUE IN CERTAIN MY 2002-03 JEEP LIBERTY VEHICLES. ACCORDING TO DAIMLERCHRYSLER¿S NOVEMBER 4, 2003, DEFECT INFORMATION REPORT (SUBMITTED IN ACCORDANCE WITH 49 CFR PART 573), ¿THE CONSTANT TENSION LOWER CONTROL ARM BALL JOINTS MAY EXPERIENCE A LOSS OF LUBRICATION WHICH CAN LEAD TO CORROSION, ACCELERATED WEAR AND POSSIBLY SEPARATION FROM THE STEERING KNUCKLE. A CONSTANT TENSION BALL JOINT WHICH HAS SEPARATED FROM THE KNUCKLE MAY RESULT IN LOSS OF VEHICLE DIRECTIONAL CONTROL WITH MINIMAL ADVANCED WARNING.¿ HOWEVER, EVIDENCE INDICATES THAT SOME VEHICLES SERVICED UNDER RECALL 03V-460 CONTINUED TO EXPERIENCE INVOLUNTARY BALL JOINT SEPARATIONS. THE MANUFACTURER HAS MADE NUMEROUS CHANGES IN THE DESIGN, MATERIAL COMPOSITION, MANUFACTURE, QUALITY CONTROL, SUPPLY, AND INSTALLATION OF THE SUBJECT BALL JOINTS SINCE THE PRIOR SAFETY RECALL WAS INITIATED IN AN EFFORT TO IMPROVE PERFORMANCE WITH RESPECT TO SEALING, LUBRICATION, AND JOINT RETENTION CAPABILITY. BY LETTER DATED AUGUST 1, 2006, DAIMLERCHRYSLER CORPORATION HAS NOTIFIED THE AGENCY THAT IT WILL CONDUCT A SAFETY RECALL TO ADDRESS POTENTIALLY DEFECTIVE FRONT SUSPENSION LOWER CONTROL ARM BALL JOINTS IN APPROXIMATELY 826,687 MODEL YEAR 2002-2006 JEEP LIBERTY VEHICLES MANUFACTURED BETWEEN JANUARY 2, 2001 AND MARCH 15, 2006, INCLUDING ALL VEHICLES SUBJECT TO THE PRIOR RECALL. THE NHTSA CAMPAIGN NUMBER ASSIGNED TO THIS RECALL IS 06V-288 (DAIMLERCHRYSLER RECALL CAMPAIGN F23). DAIMLERCHRYSLER WILL REPLACE BOTH LEFT AND RIGHT FRONT SUSPENSION LOWER CONTROL ARM BALL JOINTS WITH IMPROVED COMPONENTS FREE OF CHARGE. ACCORDINGLY, THIS INVESTIGATION IS CLOSED.
NHTSA Action Number : PE09039 NHTSA Recall Campaign Number : 09V483000
Make / Models :     Model/Build Years:    
      VOLVO / XC90 2004
Manufacturer : VOLVO CARS OF N.A. LLC.
Component :
FUEL SYSTEM, GASOLINE:DELIVERY:FUEL PUMP
FUEL SYSTEM, GASOLINE:DELIVERY:HOSES, LINES/PIPING, AND FITTINGS
Date Investigation Opened : August 31, 2009
Date Investigation Closed : December 22, 2009
Summary:
VOLVO HAS DETERMINED THAT DUE TO EXPOSURE TO CERTAIN ENVIRONMENTAL CONDITIONS (HOT CLIMATES AND TEMPERATURE CYCLING) AND VARYING FUEL QUALITY, THE FUEL PUMP FLANGE IN THE XC90 VEHICLES CAN DEVELOP CRACKS. OWNERS MAY NOTICE FUEL SMELL AND/OR FUEL SEEPAGE. DUE TO SIMILAR MATERIAL USAGE, THIS ISSUE ALSO AFFECTS OTHER MY2001-2005 S60/S80/V70/XC70 AND MY2003/2005 XC90 VEHICLES. REVIEW OF THE VOLVO DATA INDICATE THE FREQUENCY OF COMPLAINTS/REPAIRS IS HIGHER IN THE HOT CLIMATE STATES. VOLVO WILL RECALL AND REPLACE THE FUEL PUMP WITH A PART OF A MODIFIED DESIGN/MATERIAL IN APPROXIMATELY 136,100 MY2001-2004 S60/V70/XC70, MY2001-2005 S80 AND MY2003-2005 XC90 VEHICLES IN 19 STATES. THESE STATES INCLUDE AL, AZ, AR, CA, FL, GA, HI, KY, LA, MS, NV, NM, NC, OK, SC, TN, TX, UT, VA AND THE US TERRITORIES. IN ADDITION, VOLVO WILL EXTEND THE WARRANTY COVERAGE TO 10 YEARS/150,000 MILES ON APPROXIMATELY 190,000 VEHICLES FOR THE REMAINING STATES. THIS RECALL/EXTENDED WARRANTY PROGRAM SUPERSEDES PREVIOUS 07V-152/TNN 23-198 PROGRAM ON MY2001-2002 VEHICLES. THIS INVESTIGATION IS CLOSED (SEE RECALL CAMPAIGN 09V-483).
NHTSA Action Number : RQ08001 NHTSA Recall Campaign Number : 08V231000
Make / Models :     Model/Build Years:    
      CHEVROLET / BLAZER 2000-2002
      GMC / ENVOY 2000-2002
      GMC / JIMMY 2000-2002
      OLDSMOBILE / BRAVADA 2000-2002
Manufacturer : GENERAL MOTORS CORP.
Component :
EXTERIOR LIGHTING:HAZARD FLASHING WARNING LIGHTS:UNIT
EXTERIOR LIGHTING:HAZARD FLASHING WARNING LIGHTS:SWITCH
Date Investigation Opened : February 28, 2008
Date Investigation Closed : July 9, 2008
Summary:
ON NOVEMBER 30, 2001, GENERAL MOTORS (GM) CONDUCTED SAFETY RECALL 01V-364 FOR THE SUBJECT VEHICLES BUILT BETWEEN SEPTEMBER 16, 1999 AND AUGUST 28, 2001 TO REMEDY A DEFECTIVE HAZARD SWITCH THAT WOULD CAUSE A LOSS OF HAZARD AND STOP LAMP ILLUMINATION. THE HAZARD SWITCH IS CONTAINED WITHIN THE VEHICLE MULTIFUNCTION SWITCH. ODI OPENED THIS INVESTIGATION BASED ON REPORTS THAT SOME CONSUMERS WERE NOT NOTIFIED OF THE ORIGINAL RECALL OR THAT THEY HAD REPAIRS DONE UNDER 01V-364 BUT EXPERIENCED SUBSEQUENT MULTIFUNCTION SWITCH FAILURES. THE MULTIFUNCTION SWITCH SUPPORTS THE OPERATION OF CRUISE CONTROL, WINDSHIELD WIPERS, EXTERIOR LIGHTING AND TURN SIGNALS IN ADDITION TO HAZARD AND STOP LAMPS. ON MAY 21, 2008, GM NOTIFIED THE AGENCY THAT IT ERRONEOUSLY MISSED IDENTIFYING 5,862 VEHICLES THAT SHOULD HAVE BEEN INCLUDED IN RECALL 01V-364. GM WILL NOW NOTIFY OWNERS OF THESE VEHICLES UNDER A NEW NHTSA RECALL NUMBER 08V-231. OWNER NOTIFICATION BEGAN ON JUNE 17. THE PRIMARY CAUSE OF BRAKE LAMP FAILURE WAS A DESIGN CHANGE FROM COPPER TO BRASS CONTACT MATERIAL IN THE HAZARD SWITCH. THIS CHANGE WAS EFFECTIVE FOR VEHICLES BUILT AFTER SEPTEMBER 16, 1999. GM CHANGED THE MATERIAL BACK TO COPPER FOR VEHICLES BUILT AFTER AUGUST 28, 2001. THE REMEDY PART FOR BOTH 01V-364 AND 08V-231 CONTAINS COPPER CONTACTS. GM'S DATA SHOWS THAT LESS THAN 1% OF VEHICLES REPAIRED UNDER RECALL 01V-364 REQUIRED ADDITIONAL SUBSEQUENT REPAIR OR REPLACEMENT OF THE HAZARD OR MULTIFUNCTION SWITCH. THIS INVESTIGATION IS CLOSED.
NHTSA Action Number : EA07019 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      BUICK / TERRAZA 2005-2007
      CHEVROLET / UPLANDER 2005-2007
      CHEVROLET / VENTURE 2005
      PONTIAC / MONTANA 2005
      PONTIAC / MONTANA SV6 2005-2007
      SATURN / RELAY 2005-2007
Manufacturer : GENERAL MOTORS CORP.
Component :
STRUCTURE:BODY:DOOR
STRUCTURE:BODY:DOOR:HINGE AND ATTACHMENTS
LATCHES/LOCKS/LINKAGES:DOORS:LATCH
Date Investigation Opened : December 11, 2007
Date Investigation Closed : February 23, 2009
Summary:
ODI EVALUATED GENERAL MOTORS' (GM) DATA, CONDUCTED CONSUMER INTERVIEWS, INSPECTED AND TESTED MY 2005-2007 GM MINIVANS WITH REGARD TO THE ALLEGED DEFECT OF A POWER SLIDING DOOR (PSD) OPENING WHILE THE VEHICLE IS OUT OF PARK. ODI IDENTIFIED A HIGH WARRANTY CLAIM RATE. HOWEVER, THESE CLAIMS ARE RELATED TO VARIOUS PROBLEMS ASSOCIATED WITH DOORS NOT PROPERLY OPENING OR CLOSING AND NOT SPECIFICALLY TO DOORS OPENING WHILE DRIVING. THE CONDITION OF THE PSD REVERSING DIRECTION DURING THE CLOSING SEQUENCE IS CONSISTENT WITH AN OBSTRUCTION OF THE DOOR, OR WITH IMPROPER ALIGNMENT OF THE DOOR, AND THIS IS ADDRESSED IN GM TECHNICAL SERVICE BULLETIN # 07-08-64-007 AND BULLETINS # 07-08-64-007A THROUGH D. ODI'S EVALUATION OF THE PSD SYSTEM NOTES NUMEROUS SAFEGUARDS TO PRECLUDE BOTH UNINTENTIONAL AND INTENTIONAL POWER OPENING OF THE PSD WHILE THE VEHICLE IS IN MOTION. A SAFETY-DEFECT TREND HAS NOT BEEN IDENTIFIED AT THIS TIME. ACCORDINGLY, THIS INVESTIGATION IS CLOSED. [SEE DOCUMENT FILE FOR ADDITIONAL INFORMATION REGARDING THIS RESUME.]
NHTSA Action Number : PE05065 NHTSA Recall Campaign Number : 06V139000
Make / Models :     Model/Build Years:    
      CHEVROLET / COLORADO 2005
      GMC / CANYON 2005
Manufacturer : GENERAL MOTORS CORP.
Component :
EXTERIOR LIGHTING:BRAKE LIGHTS:SWITCH
Date Investigation Opened : December 2, 2005
Date Investigation Closed : May 1, 2006
Summary:
BY LETTER DATED APRIL 26, 2006, GM NOTIFIED THE AGENCY THAT IT IS CONDUCTING A SAFETY RECALL (NHTSA RECALL NO. 06V139) INVOLVING CERTAIN MODEL YEAR (MY) 2004-06 CHEVROLET COLORADO, GMC CANYON AND 2006 MY ISUZU I280/I350 VEHICLES. GM'S RECALL COVERS 404,733 VEHICLES. GM REPORTS THAT LOSS OF BRAKE LAMP ILLUMINATION WAS CAUSED BY INSUFFICIENT PLATING ON THE STATIONARY CONTACT IN THE BRAKE LAMP SWITCH. GM WILL REPLACE THE BRAKE LAMP SWITCH ASSEMBLY ON ALL INVOLVED VEHICLES WITH THE NEW SWITCH THAT HAS THE INCREASED PLATING ON THE STATIONARY CONTACT. BASED ON GM'S SAFETY RECALL ACTION, THIS INVESTIGATION IS CLOSED.
NHTSA Action Number : PE06017 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      CHEVROLET / IMPALA 2001-2003
Manufacturer : GENERAL MOTORS CORP.
Component :
EXTERIOR LIGHTING:HEADLIGHTS:SWITCH
Date Investigation Opened : May 15, 2006
Date Investigation Closed : October 25, 2006
Summary:
A TOTAL OF 646,038 SUBJECT VEHICLES WERE SOLD DURING MY 2001-2003, AND THE COMPLAINT AND WARRANTY DATA TABULATED ABOVE APPLY TO THE TOTAL VEHICLE POPULATION. COMPLAINT REPORTS ALLEGING HEADLIGHT OUTAGE REPRESENT SLIGHTLY MORE THAT ONE-HALF OF THE TOTAL NUMBER OF COMPLAINTS AND THE BALANCE ARE ALLEGATIONS OF FLICKERING AND DIMMING. INVESTIGATION DISCLOSED THE ROOT CAUSE OF THE MALFUNCTION TO BE WEAR OF A CONTACT PLUNGER IN THE MULTIFUNCTION SWITCH THAT MAY RESULT IN A TEMPORARY OPEN CIRCUIT, WITH THE PLUNGER IN A NEUTRAL POSITION BETWEEN HIGH- AND LOW-BEAM CONTACT POINTS. CONSUMERS CONSISTENTLY REPORTED THAT MANIPULATION OF THE SWITCH HANDLE ON THE STEERING COLUMN RESTORES EITHER HIGH OR LOW BEAM HEADLIGHT FUNCTION. NO OTHER POTENTIAL SAFETY RELATED ISSUES, E.G., FIRES OR WINDSHIELD WIPER FAILURE, WERE FOUND TO BE RELATED TO THIS ISSUE. THE MANUFACTURER RECOGNIZED THE SUBJECT HEADLIGHT ISSUES FROM FAILURE AND WARRANTY REPORTS, AND ISSUED A REDESIGNED PLUNGER IN 2003. THE MANUFACTURER DID NOT IDENTIFY A DEFECT REQUIRING RECALL AND REMEDY. ODI HAS DETERMINED THAT THE RATES OF OCCURRENCE, THE FAILURE MODE AND THE REAL-WORLD CONSEQUENCE OF THE ALLEGED DEFECT AS COMPARED TO OTHER SIMILAR INVESTIGATIONS FAIL TO IDENTIFY A SAFETY-RELATED DEFECT TREND. THIS PRELIMINARY EVALUATION HAS BEEN CLOSED. THE CLOSING OF THIS INVESTIGATION DOES NOT CONSTITUTE A FINDING THAT A SAFETY-RELATED DEFECT DOES NOT EXIST. THE AGENCY MAY TAKE FURTHER ACTION IF WARRANTED BY THE CIRCUMSTANCES.
NHTSA Action Number : PE07051 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      CHEVROLET / AVEO 2004-2005
Manufacturer : GENERAL MOTORS CORP.
Component :
ENGINE AND ENGINE COOLING:EXHAUST SYSTEM:EMISSION CONTROL:CRANKCASE (PCV)
VEHICLE SPEED CONTROL
Date Investigation Opened : October 19, 2007
Date Investigation Closed : February 14, 2008
Summary:
ON OCTOBER 19, 2007, THE OFFICE OF DEFECTS INVESTIGATION (ODI) OPENED A PRELIMINARY EVALUATION TO INVESTIGATE ALLEGED STUCK THROTTLE INCIDENTS DUE TO ICE FORMATION WITHIN THE ENGINE AIR INTAKE TRACT IN CERTAIN MODEL YEAR (MY) 2004-2005 CHEVROLET AVEO VEHICLES MANUFACTURED FOR SALE OR LEASE IN THE UNITED STATES. THIS INVESTIGATION WAS PROMPTED BY A SAFETY RECALL CAMPAIGN (05F-069) CONDUCTED BY GENERAL MOTORS CORP. (GM) INVOLVING SUBSTANTIALLY SIMILAR VEHICLES MANUFACTURED FOR SALE OR LEASE IN CANADA. AT THAT TIME, GM ISSUED A TECHNICAL SERVICE BULLETIN (TSB #05-06-04-065) TO ADDRESS THE ALLEGED DEFECT CONDITION IN U.S. VEHICLES. GM SUBSEQUENTLY REVISED THE CANADIAN RECALL CAMPAIGN TO INCLUDE MORE DETAILED INSTRUCTIONS AFTER IT DISCOVERED CERTAIN VEHICLES WERE NOT PROPERLY SERVICED UNDER THE ORIGINAL RECALL CAMPAIGN. GM REVISED THE CANADIAN RECALL CAMPAIGN A SECOND TIME TO INCLUDE MORE SUBSTANTIAL CHANGES TO THE THROTTLE BODY, INTAKE MANIFOLD, POSITIVE CRANKCASE VENTILATION (PCV) AND ENGINE COOLING SYSTEMS TO FURTHER REDUCE THE LIKELIHOOD OF ICING WITHIN THE ENGINE AIR INTAKE TRACT. AGAIN, GM ISSUED A TECHNICAL SERVICE BULLETIN (TSB #08-06-04-009) TO ADDRESS THE ALLEGED DEFECT CONDITION IN U.S. VEHICLES USING THE REVISED PROCEDURE. ODI IS AWARE OF 28 NON-DUPLICATIVE COMPLAINTS/FIELD REPORTS AND 46 WARRANTY CLAIMS RELATED TO THE ALLEGED DEFECT AFFECTING 63 UNIQUE SUBJECT VEHICLES. THE ALLEGED DEFECT CONDITION IS MOST LIKELY TO OCCUR DURING THE WINTER MONTHS WHEN AMBIENT TEMPERATURES ARE BELOW FREEZING. HOWEVER, THE INFORMATION PROVIDED IN GM'S RESPONSE TO ODI'S INFORMATION REQUEST LETTER DATED NOVEMBER 2, 2007, DOES NOT CAPTURE EVENTS THAT MAY HAVE OCCURRED DURING THE MOST RECENT WINTER MONTHS. ACCORDINGLY, THIS INVESTIGATION HAS BEEN UPGRADED TO AN ENGINEERING ANALYSIS (EA08-005) TO FURTHER STUDY THE FREQUENCY OF THE ALLEGED DEFECT.
NHTSA Action Number : RQ08002 NHTSA Recall Campaign Number : 08V465000
Make / Models :     Model/Build Years:    
      MERCEDES BENZ / M CLASS 1998-2003
Manufacturer : MERCEDES-BENZ USA, LLC.
Component :
STEERING:HYDRAULIC POWER ASSIST:HOSE, PIPING, AND CONNECTIONS
STEERING:HYDRAULIC POWER ASSIST SYSTEM
STEERING:HYDRAULIC POWER ASSIST:POWER STEERING FLUID
Date Investigation Opened : March 11, 2008
Date Investigation Closed : September 17, 2008
Summary:
MERCEDES-BENZ USA (MBUSA) WILL NOTIFY CERTAIN MODEL YEAR (MY) 1998 THROUGH 2003 M-CLASS OWNERS OF THE NEED TO BRING THEIR VEHICLES INTO DEALERS TO ADDRESS THE ISSUE PREVIOUSLY CAMPAIGNED UNDER MBUSA RECALL 2003-040005 (NHTSA RECALL 03V-121). THE MBUSA CAMPAIGN, WHICH ODI IS DESIGNATING RECALL 08V-465, WILL REPLACE THE POWER STEERING COOLER HOSE AND CLAMP IN ALL VEHICLES THAT RECEIVED THE ORIGINAL RECALL REMEDY FOR 03V-121 AND WHICH HAVEN'T RECEIVED A SUBSEQUENT REPAIR TO INSTALL A REVISED HOSE AND CLAMP. APPROXIMATELY ONE-THIRD OF THE VEHICLES THAT RECEIVED THE ORIGINAL REPAIR PROCEDURE AND PARTS RETURNED FOR SUBSEQUENT SERVICE FOR LEAKAGE FROM THE HOSE FITTING AND, IN APPROXIMATELY 10 PERCENT OF THESE VEHICLES, COMPLETE SEPARATION OF THE HOSE FROM THE COOLER. A REVISED SERVICE PROCEDURE FOR 03V-121, WHICH INVOLVED REPLACING THE OLD HOSE AND CLAMP WITH MODIFIED PARTS, HAD SIGNIFICANTLY LOWER RATES OF RETURN REPAIRS. MBUSA WILL APPLY THE REVISED SERVICE PROCEDURE FROM 03V-121 TO THE VEHICLES COVERED UNDER 08V-465. ACCORDINGLY THIS RECALL QUERY IS CLOSED.
NHTSA Action Number : PE05018 NHTSA Recall Campaign Number : N/A
Make / Models :     Model/Build Years:    
      NEW FLYER / D60HF 1998 2002
Manufacturer : NEW FLYER INDUSTRIES LTD
Component :
SEATS
Date Investigation Opened : April 21, 2005
Date Investigation Closed : August 5, 2005
Summary:
THIS INVESTIGATION WAS OPENED AFTER NOTIFICATION FROM A NEW YORK CITY BUS FLEET OF A MARCH 25, 2004 INCIDENT WHERE A SEAT COLLASPED ON A TRANSIT BUS SENDING TWO PASSENGERS TO THE FLOOR, RESULTING IN ONE INJURY. AN INSPECTION REVEALED THAT THERE ARE TWO SEAT DESIGNS INSTALLED IN THE BUSES. SEAT DESIGN ¿A¿ SUFFERED THE FAILURE WHERE THE PASSENGERS FELL TO THE FLOOR. AN EXAMINATION OF THIS SEAT DESIGN REVEALED THAT THE SEATS WERE NOT PROPERLY SECURED TO THE WALL MOUNTING BRACKETS AND THEREFORE LOST THEIR RIGIDITY AND STABLILTY ALLOWING THE COLLAPSE. THIS PROBLEM IS DEEMED TO BE MAINTENANCE RELATED. FLEET PERSONNEL FURTHER STATED THAT AFTER EXAMINING THE REMAINING BUSES IN THE FLEET, 259 SEAT BRACKETS ON 223 BUSES WERE DISCOVERED TO HAVE SOME QUANTITY OF FRAME CRACKS. THE "CRACKED" SEAT DESIGN IS DESIGNATED AS SEAT FRAME ¿B.¿ THE MAJORITY OF THE CRACKED SEATS (¿B¿) ARE LOCATED JUST FORWARD OF THE EXIT DOOR ON THE CURB SIDE OF THE BUS. THESE BUSES ARE A RELATIVELY LOW POPULATION VEHICLE, HAVING BEEN BUILT ONLY IN 1998 AND 2002 MODEL YEARS. THE BUSES ARE DIFFERENT FROM MOST IN THAT THEY WERE SPECIFIED WITH ¿HIGH FLOORS.¿ (SUMMARY CONTINUED ON PAGE 2)
NHTSA Action Number : EA05005