After a preliminary review of consumer complaints and other information related to alleged defects, NHTSA obtains information from the manufacturer(including data on complaints, crashes, injuries, warranty claims, modifications, and part sales) and determines whether further analysis is warranted. If warranted, the investigator will conduct a more detailed and complete analysis of the character and scope of the alleged defect.
NHTSA Action Number: PE25003
Date Opened: 2025-03-28
Date Closed: 0000-00-00
Manufacturer’s Name: Natural Gas Fuel Systems, LLC dba CCFT
Component Description: FUEL SYSTEM, OTHER:STORAGE:TANK ASSEMBLY
Recall Campaign:
Summary Description: Compressed Natural Gas (CNG) Fuel Leak
Summary
The Office of Defects Investigation (ODI) received a complaint alleging a compressed natural gas (CNG) fuel leak from a Luxfer Type 4 CNG 60 diesel gallon equivalent (DGE) 26x108 size fuel container. The container was used in a system built and installed by Natural Gas Fuel Systems, LLC, dba Cummins
Clean Fuel Technologies (CCFT). A strong odor alerted the driver of the fuel leak, which occurred at a fracture at the fuel container's threaded aluminum alloy fixed end boss. The fuel container is positioned longitudinally within an enclosure structure that is attached to the truck's passenger side frame rail in a side-mount configuration. The fuel container is held in position relative to the enclosure structure via neck mounting blocks and two aluminum alloy end bosses, each at opposite ends of the fuel container. The threaded fixed end boss is securely held in position, while the other floating end boss has some degree of freedom to allow for normal expansion and contraction with internal pressure and temperature changes. The complainant reports they are aware of five other trucks purchased by other customers from the same dealership that have experienced the same alleged condition. Furthermore, previous discussions with CCFT have revealed that they are also aware of other similar incidents. A fuel leak in the presence of an ignition source may result in a fire or explosion. To better understand the frequency, severity and scope of the allegedcondition, a Preliminary Evaluation (PE) is being opened. To review the ODI report number cited in the Opening Resume ODI Report Identification Numbers document, go to NHTSA.gov.
NHTSA Action Number: EA25004
Date Opened: 2025-03-26
Date Closed: 0000-00-00
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: ENGINE AND ENGINE COOLING:ENGINE:CRANK/CAMSHAFT POSITION SENSOR
Recall Campaign:
Summary Description: No Restart After Auto Start/Stop Engages
Summary
On June 3, 2022, the On??ce of Defects Investigation (ODI) opened Preliminary Evaluation PE22005 after the agency received VOQs and several n??eld reports concerning the Auto Idle Stop (AIS) feature on 2016-2019MY Honda Pilot vehicles. The complaints allege that the engine fails to restart on its own from a complete stop at a tran??c light or road intersection with the AIS function engaged. The subject vehicles are equipped with a 3.5L engine with a 9-speed automatic transmission. On January 6, 2023, Honda released service bulletins 23-008 and 23-009. These service bulletins address the failure to restart issue in the 2016-2019MY Honda Pilot vehicles, as well as the 2015-2020 Acura TLX, 2016-2020 Acura MDX, 2019-2022 Honda Passport, and 2020-2023 Honda Ridgeline vehicles. The repair outlined in the service bulletins is a two-stage countermeasure to remedy the issue. The first stage is a Programmed Fuel Injection ("PGM-FI") software update. The second stage is only deployed if the software update fails to remedy the issue. The second stage, depending on the model and model year, consists of replacement of the starter assembly, starter relays, and a valve adjustment. Additionally, Honda extended the warranty coverage to 10 years with unlimited mileage for vehicles requiring the second stage component replacement. ODI continues to receive complaints of the AIS failure to restart, with many complainants alleging the campaign countermeasures had been completed.NHTSA has reviewed Honda's Information Request Letter responses involving warranty claims, lawsuits, and consumer complaints in addition to ODI's own data. This Engineering Analysis is being opened to further consider the potential safety defect, including gathering additional data regarding Honda's service campaign efficacy. ODI is additionally expanding the scope to encompass all vehicles addressed in Honda's service bulletins 23-008 and 23-009 as well as newer model year vehicles, which are substantially similar to the vehicles covered by the service campaign. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
NHTSA Action Number: PE25002
Date Opened: 2025-03-21
Date Closed: 0000-00-00
Manufacturer’s Name: Ford Motor Company
Component Description: POWER TRAIN:AUTOMATIC TRANSMISSION:CONTROL MODULE (TCM/PCM/TECM)
Recall Campaign:
Summary Description: Unintended Transmission Downshift and Rear Wheel Lock-up
Summary
The Office of Defects Investigation (ODI) has received 138 consumer complaints for model years 2015-2017 Ford F-150 vehicles alleging an unexpected, unrequested transmission downshift to a lower gear while traveling at highway speeds without any prior warning or driver input. This unrequested transmission downshift would cause unexpected rapid vehicle deceleration. Certain consumer complaints additionally allege that the vehicle's rear wheels temporarily lock, seize, and/or skid during the downshift resulting in a loss of vehicle control increasing the risk for crash and injury. ODI is opening this Preliminary Evaluation (PE) to determine the scope and severity of the potential safety-related consequences. To review the reports cited in the attached Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
NHTSA Action Number: EA25003
Date Opened: 2025-02-11
Date Closed: 0000-00-00
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: BACK OVER PREVENTION
Recall Campaign:
Summary Description: Rear-View Camera Failure
Summary
On June 26, 2024, the On??ce of Defects Investigation (ODI) opened a Recall Query (RQ24011) to assess the long-term suitability of the remedy for recall 22V-867, which was n??led on November 23, 2022 by American Honda Motor Co. (Honda). Recall 22V-867 addressed concerns of a loss of the Rear-View Camera (RVC) function in model year (MY) 2017-2019 Honda Ridgeline vehicles. Recall 22V-867 states that the RVC wire harness was manufactured with a protective corrugated tubing which was insufficient to protect against bending wear and zip ties which were insufficiently tightened and would not keep the protective tubing in place. The consequence is that the RVC wire harness may fatigue and break after repeated opening and closing of the tailgate. This ultimately results in the failure of the RVC image to display due to a lack of connectivity. Honda's remedy identified in the recall filing was a replacement harness with longer protective corrugated tubing and sufficiently tightened zip ties. This remedy part was also installed as a production part in certain MY 2019 Ridgeline vehicles. On May 3, 2024, Honda submitted recall 24V-321 to ODI, addressing concerns of a loss of the RVC function in MY 2020-2024 Honda Ridgeline vehicles. Recall 24V-321 states that the RVC wire harness was manufactured with a material which was susceptible to breakage upon repeated opening and closing of the tailgate, which ultimately leads to a complete loss of RVC function. Honda's remedy identified in the recall filing was a replacement harness manufactured by a new supplier with improved material properties to withstand wear from bending. Since the remedy parts for recall 22V-867 and the production parts recalled under 24V-321 use the same supplier and materials for critical components in the RVC wire harness, ODI opened RQ24011. To date, ODI has received 1 allegation of a 22V-867 remedy RVC wire harness failure. Honda indicated that it is aware of a total of 14 reports regarding remedy RVC wire harness failures associated with Recall 22V-867. Additional remedy parts may not have yet seen sufficient wear to induce the failure. ODI also believes further testing is necessary to assess the potential failures in these parts. This Engineering Analysis is being opened to further assess the scope, frequency, and potential safety related consequences of the rear view camera harness failures in 2017-2019 Honda Ridgeline vehicles. To review the ODI report cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
NHTSA Action Number: EA25001
Date Opened: 2025-01-17
Date Closed: 0000-00-00
Manufacturer’s Name: Ford Motor Company
Component Description: ELECTRICAL SYSTEM:ADAS
Recall Campaign:
Summary Description: Collisions Involving Ford BlueCruise
Summary
On April 25, 2024, NHTSA's Office of Defects Investigation (ODI) opened a Preliminary Evaluation (PE24012) to assess BlueCruise, a partial driving automation system available on certain vehicles manufactured by Ford Motor Company (Ford). NHTSA opened the investigation after the agency received notice of two fatal collisions involving BlueCruise-equipped Ford Mustang Mach-E vehicles. Based on the incidents, NHTSA scoped the investigation to 2021-2024 Mustang Mach-E vehicles equipped with BlueCruise. In June 2024, ODI sent an Information Request (IR) letter to Ford requiring that it provide certain information pertaining to crashes, non-crash reports, and technical specifications that relate to BlueCruise, as well as other Ford partial driving automation systems that offer lane and speed maintenance. In its response to ODI's IR, Ford stated that there are 2,539,962 Ford and Lincoln vehicles (including subject and peer vehicles) equipped with a partial driving automation system within the scope of the request. The majority of these vehicles are equipped with a system that Ford calls Lane Centering Assist (LCA), which is a hands-on partial driving automation system that combines longitudinal control authority governed by Adaptive Cruise Control (ACC) and lateral control authority governed by a steerable path. LCA is offered on a wide range of Ford and Lincoln models beginning in model year 2019. Vehicles that are equipped with BlueCruise, the focus of this investigation, have LCA capability and additionally offer hands-free partial driving automation when certain conditions are met. Hands-free BlueCruise operation is only offered on certain roadways and system availability is geofenced using vehicle GPS. BlueCruise-equipped vehicles employ a camera-based driver monitoring system to determine driver attentiveness to the roadway. BlueCruise was introduced in model year 2021 and is currently available in a select range of Ford and Lincoln vehicles. For BlueCruise- and LCA-equipped vehicles, both ACC and Pre-Collision Assist (PCA) features use a combination of camera and radar sensing technologies to detect and classify objects. ACC is specifically designed to detect vehicles (including cars, trucks, and motorcycles) and bicycles in front of the subject vehicle which are either stationary or moving in the same direction as the subject vehicle. Through this investigation, limitations in the detection of stationary vehicles in certain conditions have been identified. Specifically, due to the potential for false detection of stationary objects at long distances, Ford designed ACC to inhibit any response to reported stationary objects when the subject vehicle's approach speed is at or above 62 mph. Additionally, system performance may be limited when there is poor visibility due to insufficient illumination. In addition to reviewing Ford's response to ODI's IR, the agency conducted a review of crash and non-crash reports identified collectively through Ford's IR response, incident reporting through Standing General Order 2021-01 (SGO), and NHTSA vehicle owner questionnaires. In total, 32 crashes and 2,004 non-crash reports on subject and peer Ford vehicles were identified across manufacturer and ODI data sources. A detailed analysis of each crash was conducted including the review of any available police reports, photographs, data recovered from in-vehicle event data recorders, connected vehicle data, and/or other information. In both fatal collisions referenced in the PE24012 opening resume, the subject Ford Mustang Mach-E vehicle was traveling over 70 mph on a controlled-access highway during nighttime lighting conditions with hands-free BlueCruise engaged when it collided with a stationary vehicle. Analysis of data imaged from the vehicles' event data recorders demonstrates that in each incident, the driver did not apply the brakes or take evasive steering action, and no deceleration was initiated by either the BlueCruise system or PCA prior to impact. Through the agency's crash analysis, four additional frontal collisions were identified where the subject Ford impacted a stopped or slow-moving lead vehicle or another stationary object located in the travel lane. Two of these four incidents involved BlueCruise-equipped Ford Mustang Mach-E vehicles (included in the failure report summary along with the fatal collisions discussed above), while the other two involved other Ford models equipped with the LCA system. Additionally, a trend was identified through analysis of the non-crash reports relating to allegations that ACC (the longitudinal component of both BlueCruise and LCA) failed to detect and/or respond to a stopped or slow-moving lead vehicle. In these reports, consumers often describe that the absence of deceleration initiated by ACC was unexpected and required harsh manual braking or intervention from the PCA to avoid a frontal collision with the lead vehicle. Based on NHTSA's analysis, system limitations relating to the detection of stationary vehicles while traveling at highway speeds and in nighttime lighting conditions appear to be factors in collisions under investigation and several apparently similar near-miss, non-crash reports. This Engineering Analysis (EA) is being opened to further investigate these system limitations and to evaluate drivers' ability to respond to scenarios that exceed system limitations. During the EA, the agency expects to, among other things, perform vehicle evaluations, review additional technical information, and perform additional analysis of related crashes and non-crash reports. The crashes included in the failure report summary can be found at NHTSA.gov under the following SGO report identification numbers: 502-7268, 502-7426, 502-6852, 502-8738.
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