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: EA18004
Date Opened: 2018-07-02
Date Closed: 2019-10-17
Manufacturer’s Name: Land Rover
Component Description: LATCHES/LOCKS/LINKAGES:DOORS:LATCH
Recall Campaign: 19V390
Summary Description: Door latch failure
Summary
On May 24, 2019, Jaguar Land Rover North America, LLC (JLR) submitted two Part 573 letters to NHTSA describing door latch defects that could result in doors opening while driving in certain model year (MY) 2013-2016 Range Rover and Range Rover Sport vehicles equipped with JLR?s Unilatch Keyless Vehicle (KV) entry system.Recall 19V-392 (JLR Recall N335) describes a KV lever binding defect in approximately 65,385 MY 2013-2016 Range Rover and MY 2014-2016 Range Rover Sport vehicles built between May 9, 2012 and March 5, 2015. Moisture intrusion may result in KV motor bearing corrosion, which may prevent the KV lever from returning to the home position and prevent the latch pawl from properly engaging the latch claw. Vehicles recalled under 19V-392 will be checked for a pre-existing error state and mechanically disabled if an error is detected. If no error is detected, the vehicles will receive a software update that will disable the KV entry function on the vehicle.Recall 19V-390 (JLR Recall N336) describes a defect in the KV latching system of left-side doors in approximately 28,671 MY 2016 Range Rover and Range Rover Sport vehicles built between October 1, 2015 and May 27, 2016. A spring in the KV latching system may jam between the outside transmission lever and chamfer bush, preventing the latch assembly from returning to its correct position and fully latching the door. Vehicles recalled under 19V-390 will have the left-side latch assemblies replaced with assemblies that meet the engineering specification.ODI?s analysis of consumer complaints and field reports identified a total of 161 latch failures in the subject vehicles, including 57 involving doors opening with the vehicle in motion. The analysis found that 157 of the latch complaints and 56 of the door opening in motion incidents involve vehicles and latch assemblies covered under Recalls 19V-390 and 19V-392. Engineering Analysis EA18-004 is closed based upon JLR?s recall actions. For more information about the recall defect conditions and related field data, see the attached report.
NHTSA Action Number: DP18001
Date Opened: 2018-05-23
Date Closed: 2020-03-05
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: FUEL SYSTEM, GASOLINE:STORAGE:TANK ASSEMBLY:MOUNTING
Summary Description: Fuel Tank Retention Failure
Summary
On April 10, 2018, NHTSA received a petition from Mr. Kevin Byrne (the Petitioner) requesting that the Agency ?undertake a defects investigation? of ?rust-related detachment of Isuzu Rodeo fuel tanks? (NHTSA ID 11091788). The Petitioner experienced a partial fuel tank detachment in his model year (MY) 2004 Isuzu Rodeo in July 2017. On May 23, 2018, ODI opened DP18-001 to evaluate the Petitioner?s request for a defect investigation. ODI sent information request letters to Isuzu and Honda requesting production, design history and field data related to fuel tank retention failures in MY 2001-2004 Isuzu Rodeo, MY 2002-2004 Isuzu Axiom and MY 2001-2002 Honda Passport vehicles equipped with the same fuel tank shield part number as the Petitioner?s vehicle (the ?subject vehicles?). ODI notes that Isuzu manufactured the subject Passport vehicles for Honda. Isuzu implemented a change to the tank shield corrosion protection system as a running change in early MY 2002 production. Isuzu and Honda sold approximately 172,000 subject vehicles in the United States. Fifty-eight (58) percent of the subject vehicles were produced prior to the shield change (99,000) and 42 percent after the change (73,000).ODI?s analysis of field data identified 19 incidents of partial fuel tank detachments in the subject vehicles. The incidents all occurred in states with high road salt usage in winter months (Salt States) and involved older vehicles beyond 10-years in service. On average, the failures occurred in the vehicle?s 13th year-in-service. Evidence of severe general corrosion in multiple undercarriage components was also noted in 13 of the 19 vehicles that experienced partial fuel tank detachments. None of the incidents resulted in fuel leakage or fire. Aside from the petitioner?s vehicle, ODI has not identified any other incidents of complete or partial fuel tank detachment in the MY 2002-2004 subject vehicles equipped with the modified retention shield.In addition, ODI reviewed 24 NHTSA complaints alleging corrosion concerns with the fuel tank retention system in the subject vehicles that did not result in fuel tank detachment. Twenty-three (23) of these complaints involve subject vehicles built prior to the shield change. Like the vehicles reporting fuel tank detachments, these vehicles are also all from Salt States and, in most cases (20 of the 24 complaints), the vehicles also experienced severe corrosion concerns in other undercarriage components. Half (12 of the 24 complaints) of the vehicles show prior accident damage in their service histories.Based on these analyses, ODI has not identified evidence of a defect trend for premature corrosion-related fuel tank detachments in the MY 2004 Isuzu Rodeo or similarly equipped vehicles. The damage that may result in tank retention concerns appears to occur progressively over many years with ample opportunity for detection and repair. Furthermore, ODI has not identified any crashes, fires, injuries, or fuel leaks associated with fuel tank retention failures in a population of vehicles that currently range from 16 to 19 years old.Accordingly, the Agency is denying the petition.A summary of ODI?s analysis of this petition will be published in the Federal Register and is also available in the investigative file for this action.The NHTSA consumer complaints counted in the closing resume for DP18-001 can be reviewed at www.nhtsa.gov under the following ODI identification numbers (VOQs in parentheses denote duplicate records): Allegations of fuel tank retention failure: 11084098 (11091788), 10532845, 10486109. Allegations of fuel tank retention component corrosion: 11138931, 10992150, 10845523,
NHTSA Action Number: PE18006
Date Opened: 2018-05-21
Date Closed: 2018-11-02
Manufacturer’s Name: Mazda Motor Corp.
Component Description: SUSPENSION:FRONT
Recall Campaign: 18V631
Summary Description: Front Subframe Corrosion
Summary
In a letter dated September 14, 2018, Mazda North American Operations (Mazda) notified the National Highway Traffic Safety Administration (NHTSA) of a defect in the front subframe assemblies of model year (MY) 2009 through 2010 Mazda6 vehicles in certain states with high road salt use in winter months (Recall 18V-631). The recall covers approximately 48,814 vehicles that were sold or ever registered in the following states and District of Columbia:Connecticut, Delaware, Illinois, Indiana, Iowa, Kentucky, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, Virginia, West Virginia, and Wisconsin. Mazda indicated that the recalled vehicles may have insufficient paint coating on the front cross member, which after continuous use in salt states may cause premature corrosion of the cross member. As the corrosion progresses over time, the structural integrity of the mounting point at the passenger side of the lower control arm may deteriorate and cause the steering alignment to change. If the steering alignment changes significantly while the vehicle is in motion this may increase the risk of a vehicle crash.ODI's analysis of complaints it has received from the public (VOQ's) and Mazda complaint data submitted in response to the information request letter for PE18-006 identified a total of 53 non-duplicative reports alleging incidents in which front cross-member corrosion had progressed to the stage of complete or partial separation of the subject steering or suspension components and another 98 reports alleging premature and/or excessive corrosion of the subject components with no separation. Mazda's recall will inspect the subframe and apply structural reinforcements, anti-corrosive wax and an AC drain tube free of charge. In cases of excessive corrosion, the subframe will be replaced free of charge.All 53 complaints alleging complete or partial separations involved vehicles that will be covered under Mazda's recall, resulting in a failure rate of 108.6 reports per 100,000 vehicles (R/100k) in the recalled population. When all complaints are analyzed by region, 150 involve vehicles included in Mazda's recall (307.3 R/100k) and just 1 involved a MY 2009 through 2010 Mazda6 vehicle not included in 18V-631 (2.8 R/100k). The field data indicate that Mazda's recall adequately covers vehicles with a risk of experiencing premature corrosion-related failure of the subject steering and suspension components in the subject vehicles. Based on Mazda's safety recall, this investigation is closed.The following VOQs allege loss or compromised steering control while vehicle was in motion:11115277, 11115790, 11128449, 10706604, 10846298, 10899584, 11019306, 11033821, 11048014, 11074634, 11078734, 11080014, 11083781, 11090944, 11091913, 11098279, 11101718, 11102209, 11102796, 11110606, 11110773, 11112830, 11113461, 11113963, 11114039, 11114567, 11114939, 11115303, 11119368, 11119423, 11121341, 11123997, 11124647, 11128648, 11128774, 11130281, 11132046, 11133295, 11133511, 11138829, 11139187, 11139486The following VOQs allege subframe corrosion detection prior to subframe failure:11141172, 11131161, 11129747, 11129349, 11129185, 11128591, 11128223, 11124644, 11122948, 11120047, 11119752, 11119362, 11118786, 11118242, 11115432, 11114568, 11114477, 11114061, 11105334, 11104096, 11103756, 11103724, 11101659, 11100420, 11099962, 11097874, 11084411, 11081783, 11034064, 11025276, 10956316Some VOQs have been omitted from this list due to duplicate VOQ submission between ODI records and Mazda records.
NHTSA Action Number: PE18005
Date Opened: 2018-05-04
Date Closed: 2018-11-20
Manufacturer’s Name: Toyota Motor Corporation
Component Description: STEERING:COLUMN
Summary Description: Upper Steering Column Separation
Summary
On May 4, 2018, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE18-005 to investigate three allegations of steering column separation for Model Year (MY) 2008 through 2013 Toyota Highlander vehicles. Two (2) of the 3 complaints were received by ODI in April 2018 and occurred while the vehicle was in motion. Since opening PE18-005, one (1) additional VOQ involving steering column separation has been received. This incident occurred while the vehicle was stationary.As part of PE18-005, ODI examined the field data, warranty data, and relevant technical information submitted by Toyota in response to the PE18-005 information request letter. Ten (10) additional incidents of steering column separation were identified. Four (4) of these instances occurred while driving. During PE18-005, ODI confirmed that the steering columns in the subject vehicles are equipped with breakaway capsules that are designed to collapse/shear during certain types of vehicle collisions. This design feature aims to reduce driver injury severity from impact with the steering wheel in frontal vehicle collisions. There is no direct method for detecting when the capsules in the subject vehicles have sheared. If the driver operates the tilt/telescoping feature after the breakaway capsules have separated, the steering column may drop out of position and could subsequently detach entirely from the rest of the steering assembly. Loss of steering while driving may cause a loss of vehicle control, which could lead to a vehicle crash.To date, ODI has identified 14 incidents involving complete steering column separation, 6 of which occurred while driving. One of these incidents involved a minor crash. Additionally, there have been 16 events where the steering column dropped from the dashboard mounting brackets, but column separation did not occur. Four of these incidents happened while driving. Of these 30 total separation/drop incidents, 5 of the vehicles have evidence of minor collision repairs months or years prior to the steering column failure.This investigation has been upgraded an to Engineering Analysis (EA18-006) in order to 1) conduct a more detailed analysis of the conditions that may cause the steering column breakaway capsules to separate and 2) assess factors that may contribute to the problem of failing to detect and repair breakaway capsules after they have separated. Toyota has recently revised their repair manual and issued a Collision Repair Information Bulletin to help address the second concern.The VOQs associated with this investigation can be viewed at www.NHTSA.gov under the following ODI complaint numbers: 11141761, 11083623, 11083280, 10888043.
NHTSA Action Number: AQ18002
Date Opened: 2018-04-23
Date Closed: 2024-07-11
Manufacturer’s Name: Daimler Trucks North America, LLC
Component Description: EXTERIOR LIGHTING:BRAKE LIGHTS:SWITCH
Summary Description: Daimler Trucks North America Recalls
Summary
On April 23, 2018, the National Highway Tran??c Safety Administration ("NHTSA") opened Audit Query (AQ18002) to assess the timeliness and scope of four recalls n??led by Daimler Trucks North America, LLC ("DTNA"). NHTSA subsequently expanded AQ18002 to examine the timeliness and scope of three additional DTNA recalls and compliance with early warning reporting and manufacturer communications reporting requirements. NHTSA and DTNA entered into a Consent Order on December 29, 2020, to resolve NHTSA's assertions that certain recalls within the scope of AQ18002 were untimely, DTNA failed to timely submit certain manufacturer communications to NHTSA, and DTNA failed to submit n??eld reports to NHTSA as required. As part of the Consent Order, DTNA agreed to a total civil penalty of thirty million dollars ($30,000,000), of which ten million dollars ($10,000,000) was paid on January 12, 2021. Also, of that total civil penalty, DTNA agreed to spend n??ve million dollars ($5,000,000) on the specin??c performance obligations to develop advanced data analytics capabilities to enhance its ability to detect and study emerging safety-related defect trends on its vehicles ("Safety Data Analytics infrastructure") and an advanced data analytics and reporting platform that integrates data on emerging safety-related defect trends on its vehicles and recall lessons learned ("Safety Communications Platform"). The Consent Order also held n??fteen million dollars ($15,000,000) of the civil penalty in abeyance pending DTNA's satisfactory completion of the requirements of the Consent Order, and its compliance with the Safety Act, and regulations thereunder. NHTSA and DTNA agreed to a two-year term for the Consent Order'with an option for NHTSA to extend the Consent Order for an additional year, if warranted. In the Consent Order, DTNA agreed to numerous performance obligations, including monthly meetings with NHTSA to discuss potential safety issues, recent manufacturer communications, and recall decision-making, among other things; quarterly meetings with NHTSA to discuss DTNA's progress on the performance obligations under the Consent Order, including the Safety Data Analytics infrastructure and Safety Communications Platform, and any issues related to compliance with the Consent Order, Safety Act, or regulations; development of written procedures and employee training materials to help DTNA comply with its legal obligations to timely identify and report safety defects and noncompliances, submit complete and accurate recall n??lings, and timely submit manufacturer communications and n??eld reports to NHTSA; and identifying and reporting previously unreported manufacturer communications and n??eld reports. Also, via the Consent Order, DTNA acknowledged that the failure or inability to identify a specin??c root cause, develop an adequate remedy or repair, or conn??rm the an??ected population of vehicles are not bases for delaying n??ling a recall with NHTSA. On December 22, 2022, NHTSA extended the Consent Order for a term of one year due to concerns about DTNA's compliance with its recall-related obligations. Specin??cally, NHTSA expressed concerns about the completeness of DTNA's recall reports and issues identin??ed with owner notin??cation letters during the term of the Consent Order, as well as the length of time that DTNA took to consider a straightforward noncompliance issue before n??ling a recall and DTNA's interactions with NHTSA during the term of the Consent Order. NHTSA addressed these concerns with DTNA during the third year of the Consent Order. The extended term of the Consent Order expired on December 28, 2023. Based on the Consent Order, this investigation, AQ18002, is closed. Closure of this AQ has no bearing on the terms of the Consent Order or DTNA's ongoing legal obligations, and it does not represent a determination by NHTSA as to DTNA's performance under the Consent Order.
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