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: AQ24001
Date Opened: 2024-01-05
Date Closed: 0000-00-00
Manufacturer’s Name: Evenflo
Company, Inc.
Component Description: CHILD SEAT
Summary Description: Certification
Summary
The Office of Vehicle Safety Compliance (OVSC) has been evaluating a product marketed and sold by Evenflo Company, Inc. ("Evenflo") as a "Rotational All-in-One Convertible Car Seat," under the model name "Revolve360," based on concerns about the product's compliance with the FMVSS for child restraint systems FMVSS No. 213 (49 C.F.R. 571.213). The Revolve360 has a detachable base, which OVSC understands was used by Evenflo in certifying compliance with FMVSS No. 213. As documented in a test report, the Revolve360 appears not to comply with a number of FMVSS No. 213 requirements, including but not limited to the means of installation in S5.3.2 and labeling requirements in S5.5. Other similar Revolve360 products, which also use detachable bases, appear to pose the same issues with the FMVSS No. 213 requirements. Evenflo has continued to certify and offer the Revolve360 products for sale. NHTSA is aware of at least six crash incidents in the field during which the Revolve360's shell, as referred to by Evenflo on the Revolve360's printed instructions, reportedly separated from its detachable base. Further examination of Evenflo's certification of the Revolve360 products as compliant with FMVSS No. 213 is necessary. Through this investigation, the agency will obtain additional information about the potential separation of the Revolve360's shell from its detachable base to assist with the agency's evaluation of these products.
NHTSA Action Number: PE23023
Date Opened: 2023-12-13
Date Closed: 0000-00-00
Manufacturer’s Name: Nissan North America, Inc.
Component Description: ENGINE AND ENGINE COOLING:ENGINE:HARD PARTS INTERNAL/MECHANICAL
Summary Description: Complete loss of motive power due to engine failure
Summary
The Office of Defects Investigation (ODI) has identified six (6) Vehicle Owner Questionnaires (VOQ) and multiple Field Reports (FR) alleging engine failure, loss of motive power, engine knock or noise and/or metal chunks and shavings found in the oil pan of Nissan North America Inc. (Nissan) vehicles equipped with both the KR15DDT and KR20DDET engines. The only model Nissan has manufactured with a KR15DDT engine is the Rogue. Nissan manufactured 3 models equipped with the KR20DDET engine. These models include the Altima, QX50, and QX55. Both the 3-cylinder, 1.5-liter KR15DDT, and 4-cylinder, 2.0-liter KR20DDET engines are unique in that they use a variable compression ratio that allows for high power output and high fuel efficiency at the same time. Based on an analysis of the VOQ and FR data, ODI has identified three (3) vehicle models with elevated variable compression engine failure rates. These includes 2021-2023 Nissan Rogue equipped with KR15DDT engine; 2019-2021 Nissan Altima; and 2019-2021 Infinity QX50, both equipped with the KR20DDET engine. During discussions with Nissan, ODI learned that they have attempted to address main bearing and L-link damage/seizures on the KR15DDT and KR20DDET engines by introducing multiple manufacturing processes changes over time. A Preliminary Evaluation has been opened to assess the scope, frequency, and consequences of these variable compression engines. Additionally, ODI may expand the scope of the subject population during the investigation, if needed. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
NHTSA Action Number: RQ23007
Date Opened: 2023-12-12
Date Closed: 2024-07-01
Manufacturer’s Name: Volkswagen Group of America, Inc.
Component Description: FUEL SYSTEM, GASOLINE:STORAGE:EVAPORATIVE EMISSIONS:CANISTER
Recall Campaign: 24V110
Summary Description: Fuel Leak due to Suction Jet Pump Failure within Fuel Tank (Remedy Effectiveness of Recall 16V647)
Summary
On December 12, 2023, the Office of Defects Investigations (ODI) opened RQ23-007 to investigate the remedy repair effectiveness and scope of Volkswagen (VW) recall 16V-647. Recall 16V-647 was issued on September 2, 2016, for a defective suction jet pump (SJP) inside the fuel tank. Failure of the SJP could lead to a fuel leak from the vehicle. This recall covered certain model year (MY) 2015-2016 Volkswagen Golf and Audi A3 passenger car vehicles. The recall remedy repair replaced SJP Version 1.0 with an improved version, Version 1.1. The SJP is designed to purge fuel from the evaporative emissions (EVAP) system. VW's recall filing stated the SJP may have been damaged during assembly, which could potentially allow fuel to flow directly into the EVAP system. Over time, the fuel could accumulate in, and cause a leak from, the charcoal canister filter element. ODI received consumer complaints of SJP failure leading to a fuel leak, refueling spit back, refueling shutoff, and/or fuel odor in vehicles previously repaired under recall 16V-647. Additional complaints alleging SJP failure leading to the previously stated outcomes were received in vehicles outside the scope of recall 16V-647, including MY 2016-2020 VW Golf and Audi A3 vehicles. VW issued recall 24V-110 on February 14, 2024, to address issues with SJPs Versions 1.0 and 1.1. The recall remedy replaces the SJP Version 1.0 or 1.1 with an improved version, Version 2.0. Recall 24V-110 covers certain MY 2015-2020 VW Golf (including Golf GTI), 2015-2020 Audi A3, and 2019-2020 VW Jetta GLI vehicles, including vehicle previously repaired under 16V-647. Vehicle owners were notified of this recall in April 2024 and VW's projected date for owner notification of recall remedy availability is August 2024. In view of the recall being conducted by VW, ODI is closing this Recall Query (RQ). The Agency reserves the right to take additional action if warranted by future circumstances. To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.
NHTSA Action Number: EA23003
Date Opened: 2023-11-29
Date Closed: 2025-01-28
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: STEERING
Recall Campaign: 24V744
Summary Description: Momentary Increased Steering Effort
Summary
On November 29, 2023, the On??ce of Defects Investigation (ODI) opened this Engineering Analysis (EA23003) to assess allegations of momentary increase in steering en??ort in model years (MY) 2022-2023 Honda Civic, 2023MY Honda CR-V, and 2023MY Acura Integra vehicles (subject vehicles). The complaints received by ODI alleged that the subject vehicles experienced a momentary increase in required steering en??ort (described as "sticky steering") occurring mostly at highway speeds after driving for an extended amount of time; these complaints could not be duplicated during dealer service technicians' quick test drives. The complaints had been received over the previous two years with most occurring with low vehicle mileage. The steering gear of these vehicles is aided by an electrical power assist unit. This power assist unit inputs force on the steering rack via a worm gear and worm wheel assembly. During PE23005, Honda stated this condition of momentary increase in steering en??ort occurs due to two factors within this power assist unit. First, during manufacturing, the steering worm wheel goes through annealing and component conditioning processes. These processes cause internal stress and strain within the steering worm wheel. This strain is slowly released over the n??rst few months of the vehicle life. Over time, the released strain causes deformation of the teeth on the worm wheel, causing the worm gear to catch on the worm wheel. This catching results in the driver's momentary increased steering en??ort. Second, the manufacturing process did not guarantee consistent grease application and, therefore, some subject vehicles received insufficient grease which contributed to the momentary increase in steering en??ort. During EA23003, ODI further analyzed the potential safety related consequences of the momentary increase in steering en??ort. NHTSA's Vehicle Research and Test Center (VRTC) duplicated the allegations of increased steering en??ort. In addition, VRTC discovered the steering worm wheel and worm gear tended to push grease out of the meshing area, resulting in large amounts of grease resting on top of the worm wheel. Information Request responses collected and reviewed by ODI showed Honda had also discovered this additional root cause during NHTSA's EA. In addition, Honda discovered the preload of the worm wheel gear spring was set too high, increasing the gear slide load and resulting in higher friction and increased torque n??uctuation when steering. The number of consumer complaints made to ODI continued to increase with the expansion of scope from the PE to the EA. Additionally, during EA23003, ODI received ten complaints alleging a crash, in addition to the 13 complaints ODI had received as of the time it opened EA23003. In total, 23 crashes have been reported to ODI due to this alleged defect. On October 3, 2024, Honda n??led NHTSA Recall No. 24V-744 to address this defect. The recall will provide consumers with a new steering worm wheel gear spring with a decreased load. Additionally, dealerships will add additional grease and relocate any grease sitting on top of the worm wheel back into the meshing area. The scope of this recall includes all Honda vehicles that were manufactured with this specin??c improperly produced steering worm wheel and spring. In view of the recall action being taken by Honda, ODI is closing EA23003. NHTSA reserves the right to take additional action if warranted by future circumstances. To review the ODI reports cited in the Closing Resume ODI Report Identin??cation Number document, go to NHTSA.gov.
NHTSA Action Number: PE23022
Date Opened: 2023-11-29
Date Closed: 0000-00-00
Manufacturer’s Name: General Motors, LLC
Component Description: ELECTRICAL SYSTEM
Summary Description: Loss of Motive Power due to the Battery Energy Control Module
Summary
The Office of Defects Investigation (ODI) has received 61 complaints and multiple TREAD (Transportation Recall Enhancement, Accountability and Documentation) field reports alleging a loss of motive power, including a stall, reduced power state, and/or a no-start condition due to the Battery Energy Control Module (BECM) in model year (MY) 2016-2019 Chevrolet Volt passenger car vehicles manufactured by General Motors (GM).The complaints allege that a loss of motive power or reduced power mode can occur at various speeds and the ability to restart after this occurs may not be available. Some complaints also allege that there is little to no warning when the loss of motive power or reduced power mode occurs. The hazard posed by a vehicle stalling event is manifested in the inability of the vehicle to move with the flow of surrounding traffic. The stalled vehicle along with its operator and occupants becomes a stationary target with traffic moving past the vehicle. Two factors have a major impact on the potential hazard to the vehicle, its occupants and surrounding vehicles, the surrounding traffic speed and the stalled vehicle's restart ability. If the vehicle operator can restart the vehicle immediately or within a reasonable amount of time, the hazard is reduced, and the vehicle can rejoin the flow of traffic. If the surrounding traffic is not traveling at a significantly higher speed than the stalled vehicle, the surrounding traffic has sufficient time and ability to take evasive measures to avoid the road hazard imposed by the stalled vehicle. GM has released Technical Service Bulletin (TSB) 18-NA-261 which concerns the BECM in the MY 2016-2019 Chevrolet Volt. This TSB states that a no-start condition or illumination of a malfunction indicator light (MIL) along with various diagnostic trouble codes (DTCs) is possible. TSB states that this condition is caused by an internal issue in the BECM, and the repair is to replace and reprogram the BECM. Data from both ODI and GM has been discussed with the company on several occasions. ODI is opening this Preliminary Evaluation (PE) to determine the scope and severity of the potential problem and to fully assess the potential safety-related problems. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.
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