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: EA19004
Date Opened: 2019-12-01
Date Closed: 0000-00-00
Manufacturer’s Name: Chrysler
(FCA US, LLC)
Component Description: STEERING:LINKAGES:DRAG:LINK:CONNECTION
Summary Description: Steering loss due to linkage separation
Summary
On December 17, 2018, NHTSA's Office of Defects Investigation (ODI) opened Preliminary Evaluation (PE) 18-016 to investigate two complaints alleging the steering system failed on model year (MY) 2015 and 2016 Ram 2500 manufactured by FCA US, LLC (FCA). Both vehicles were equipped with four-wheel drive and both failures occurred while the vehicle was in operation. The failures were allegedly due to the separation of the drag link, a steering linkage that connects between the right front steering knuckle and the pitman arm on the steering box output shaft. The separation occurred at a threaded coupler within the drag link intended to be used for adjusting the length of the linkage during routine maintenance (alignment) of the steering system. Once separation occurs, turning the steering wheel has no effect, and there is no way for the driver to control or maintain the direction of the vehicle.In the course of PE18-016, it was ascertained that the same threaded coupler was utilized on two different drag link designs FCA manufactured on MY 2013-2018 Ram 2500 and 3500 pickups. FCA refers to the designs as either 4x2 or 4x4 style drag links. In both designs, the coupler is prevented from turning on the drag link via two jam nuts that are tightened against the coupler. In its response to NHTSA's March 15, 2019, Information Request (IR) letter, FCA identified 48 incidents alleging separation of the steering linkage at the coupler resulting in a loss of steering control. Of those, 13 involved a crash, one of which resulted in an injury. All of the separations involved the 4x4 style drag link. Additionally, FCA's IR response makes reference to over 300 4x4 style equipped vehicles that experienced, or may have experienced loosening of one or more coupler jam nuts.On January 25, 2019, FCA submitted a Defect Information Report (DIR) initiating NHTSA Recall No. 19V-021. In its DIR, FCA stated that the outboard jam nut in certain MY 2013-2018 Ram 2500 and 3500 could loosen potentially resulting in damage to the coupler and/or drag link threading allowing one end of the drag link to separate. The DIR notes that drag link separation results in loss of steering control, which in turn can cause a crash without warning. FCA's DIR did not identify a root cause for the defect, however it posits that an improperly torqued outboard jam nut could loosen, and with long-term vehicle use, cause damage to the outer link bar and/or coupler threads due to relative motion between the two components. The scope of Recall 19V-021 included vehicles equipped with the 4x4 style drag link only.Also discussed in its IR response, FCA noted that the 4x2 style drag link contains a design difference (the outboard portion of the drag link is straight while the 4x4 style contains a bend) which it suggests may result in differences in the mechanical (bending) loads presented at the coupler and jam nut interface.Moreover the DIR states that "While root cause of the 4x4 style defect has not been established, FCA US believes that bending loads on the drag link is, at least, a causal contributing factor."As further evidence supporting its belief the 4x2 style drag link does not pose an unreasonable risk, FCA cites no reports alleging 4x2 style separation as well as only three reports of loosening of jam nuts, two of which resulted in loosening that provided clear and obvious warning to the vehicle operator, indicating a different failure mode. During the EA, ODI will continue to monitor the subject 4x2 style vehicles for evidence of field failures. Additionally, and in conjunction with NHTSA's Vehicle Research and Test Center, ODI intends to more thoroughly study potential root cause(s) of the 4x4 style defect mechanism, and if identified, will seek to determine if the 4x2 drag link is susceptible to the same mechanism(s).NHTSA will also evaluate the long-term suitability of the recall remedy FCA has implemented for NHTSA Recall No. 19V-021.
NHTSA Action Number: PE19016
Date Opened: 2019-11-12
Date Closed: 2020-03-05
Manufacturer’s Name: Kovatch Mobile Equipment Corp.
Component Description: EQUIPMENT:MECHANICAL
Recall Campaign: 20V006
Summary Description: Aerial Turntable Failures
Summary
The Office of Defects Investigation (ODI) opened this PE on November 12th, 2019 after receiving 2 consumer complaints alleging the aerial turntable on their 2013 KME fire trucks were supplied from the manufacturer without lubrication. When inspected, it was found that some of the turntable internal gears had seized and other gearbox internals were severely corroded and pitted due to lack of lubrication.ODI interviewed the two complainants and received documentation showing failed gearing and drive-planetaries due to a lack of lubrication. In addition, ODI visited the manufacturer's assembly plant to learn about the drive system and how it is received from the supplier Kraft Hydraulics. ODI learned the electric motor and apparatus are shipped dry. The system is then painted by KME prior to assembly on the fire truck when lubrication is then supposed to occur. KME has acknowledged the missed production step of filling the turntables with lubricating oil after installation on the vehicle. The turntable gearbox is supposed to contain lubricating oil to reduce friction and protect internal gears from corrosion. If the turntable was not filled with lubricating oil, it may seize or freely traverse without control, possibly striking objects and potentially endangering fire fighter safety.As part of the safety recall, KME will inspect and verify if the turntables contain lubricating oil. If not, they will be sent to the manufacturer for rebuild. If the owner has already incurred costs to remedy this issue, they will be directed in the notification letter to contact KME for reimbursement.This Preliminary Evaluation has been closed with a voluntary safety recall released by the manufacturer (20V-006).The ODI reports cited above can be reviewed at:http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAIDusing the following complaint identification numbers: 1089324 and 11206194
Read More...NHTSA Action Number: EA19003
Date Opened: 2019-10-11
Date Closed: 2025-01-16
Manufacturer’s Name: BMW of North America, LLC
Component Description: STEERING
Summary Description: Steering Oscillation
Summary
On October 11, 2019, the Office of Defects Investigation (ODI) opened Engineering Analysis (EA) 19003 to investigate reports of steering oscillations in model year (MY) 2018-19 BMW K1600 motorcycles. Complainants alleged steering oscillations (wobble and shake) and instability while traveling at highway speeds that were exacerbated while riding in traffic. ODI opened the EA, upgrading its PE19002 investigation, to evaluate the severity and frequency associated with the alleged defect and potential testing options. ODI sent an Information Request containing several technical questions about testing and simulation that BMW conducted during development and production of the subject vehicles. BMW provided responsive details that were reviewed and analyzed by engineers both in ODI and at NHTSA's Vehicle Research and Test Center (VRTC). BMW provided documentation that confirmed that during the design phase, it had conducted extensive testing and simulations to evaluate and quantify the aerodynamic (wind) loads and overall stability. BMW continues to research aerodynamic improvements that can help reduce effects from turbulent air. In the meantime, to mitigate undesirable effects from aerodynamic loads and other vehicle dynamic forces at excessively high speed, BMW limited the K1600 Grand America variant to approximately 100mph. All produced vehicles of this variant have this speed limitation.Recently, a peer motorcycle was recalled under NHTSA recall number 23V836 for high-speed stability concerns. Like BMW's design for the K1600 Grand America, the recall remedy involved applying a speed restriction. VRTC, in coordination with ODI, mailed out questionnaires to 98 owners of K1600 motorcycles in the State of Ohio. Questions relevant to the investigation included: time of ownership, accumulated mileage, how owners handled potential issues, service received for potential issues, and any crashes of the subject vehicles. VRTC received 44 responses to the questionnaires from owners of the subject vehicles. Of the 44 questionnaire responses, 10 owners responded that they had experienced some form of motorcycle instability, which was relevant to this EA. Of those 10 owners, all were able to safely adjust to the instability without a vehicle crash or injury. At this time, no crashes or injuries have been associated with allegations of steering oscillation or instability. This includes 24 complaints that relate to this issue in MY 2018-19 BMW K1600 motorcycles, which ODI reviewed during NHTSA's PE19002 and EA19003 investigations. ODI also reviewed complaints about the subject vehicles, which BMW provided to ODI in the form of Field Reports, Consumer Complaints, and Warranty Claims. ODI reviewed a combined 41 unique complaints (removing duplicate complaints) that alleged instability, and none of the complainants indicated an associated vehicle crash or injury. The oscillation occurs during high highway speed (well beyond any US-speed limit), and NHTSA received reports that the operators can adjust their speed to regain full control of their motorcycles without a known crash or injury.Based on the available information, NHTSA is closing this investigation without further action. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist. 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: PE19015
Date Opened: 2019-10-09
Date Closed: 2020-06-01
Manufacturer’s Name: Nissan North America, Inc.
Component Description: AIR BAGS:FRONTAL
Summary Description: Front Occupant Classification System Mat
Summary
Preliminary Evaluation (PE) 19-015 was opened as a result of Defect Petition (DP) 19-002 which alleged that model year (MY) 2011 and 2012 Nissan Leaf were affected by the same defect addressed in an earlier recall, NHTSA Safety Recall 16V-244, but were not included in the scope of that recall.NHTSA 16V-244 involved a defect in the Occupant Classification System, a system intended to suppress deployment of the passenger's frontal air bag under certain specific conditions. Although the DP19-002 analysis determined the allegation that earlier MY Leaf vehicles should have been included in 16V-244 was not founded, the Office of Defects Investigation nonetheless granted the petition and commenced this investigation into the 2011 and 2012 Leaf since OCS failures were reportedly occurring in these vehicles. Further details on DP19-002 can be found at NHTSA.gov.On October 25, 2019, ODI sent an information request letter to Nissan North America (Nissan) requesting pertinent information on the subject 2011 and 2012 Leaf. Nissan provided its response on December 13, 2019. ODI has reviewed the information Nissan provided as well as new reports submitted to NHTSA's Vehicle Owner Questionnaire database. Based on review of all available information, and at this time, ODI has identified evidence supporting that a total of 76 subject vehicles likely experienced a failure of the subject passenger seat OCS mat. The count represents an incidence rate of about 0.4% on subject vehicles that average 8 to 9 years in service.Consistent with Nissan's explanation of how the subject OCS was intended to function, ODI's review of the reports indicates that when an OCS mat failure occurs, two different warning indicators appear on the instrument panel. The warnings provide clear and unambiguous notice to occupants that an OCS problem has been detected, and the owner's manual provides further information regarding the meaning and consequences of the detected failure, as well as advice to seek service. Additionally the OCS will store a diagnostic trouble code to aid service technician diagnosis, and the occupant warnings remain present until the underlying failure has been corrected.In its responses to ODI, Nissan also provided its assessment of the alleged defect in the subject vehicles, stating that it does not believe that an unreasonable risk to safety exists. Nissan states that its assessment of failed OCS mats recently collected from the field showed that external factors (e.g., damage from foreign objects) were responsible for the failures, rather than a design or manufacturing defect. Nissan also cited clear visual warnings and low incidence rates occurring in comparatively older vehicles as factors in its determination that a recall was not warranted. Lastly Nissan noted that most of the complaints received for this issue involved a high customer expense for the cost of repair for the OCS system, which is consistent with ODI's observations. Nissan is apparently considering a reduction in repair part cost as a means to address the customer satisfaction aspect of these complaints.Based on the analysis conducted, this investigation will be closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist. NHTSA reserves the right take additional actions if warranted by future circumstances.The 20 ODI numbers cited above can be reviewed at NHTSA.gov under the following identification (ODI) numbers:11176324, 11193091, 11286687, 11290303, 11152569, 11207486, 11180021(duplicate of 11103556), 11103556, 11196006, 11287002, 11101830, 11193208, 11256669, 11172159, 11282156, 11102456, 11123812,
NHTSA Action Number: DP19005
Date Opened: 2019-10-01
Date Closed: 2021-09-28
Manufacturer’s Name: Tesla, Inc.
Component Description: ELECTRICAL SYSTEM:PROPULSION SYSTEM:TRACTION BATTERY:MANAGEMENT SYSTEM/ENERGY CONTROL MODULE (BMS/BECM):SOFTWARE
Summary Description: Battery Management Software Updates
Summary
In a letter dated September 17, 2019, Mr. Edward Chen petitioned the NHTSA to initiate a defect investigation of certain Tesla Model S and Model X vehicles that received revised battery management software in one or more over-the-air (OTA) updates from Tesla, beginning in May 2019. The petitioner bases his request on vehicle fires that took place worldwide and OTA software updates Tesla made to the Battery Management System (BMS) of certain Tesla vehicles that resulted in loss of available vehicle mileage range and increased charging durations.On October 1, 2019, the Office of Defects Investigation (ODI) opened DP19-005 to evaluate the petitioner?s request. Information provided by Tesla in response to ODI's information request letter for DP19-005 indicated that a firmware update that may limit maximum voltage was installed in certain MY 2012 through 2016 Model S vehicles (subject vehicles). The voltage limiting firmware is a dynamic algorithm that is enabled in vehicles with high Supercharging use histories, which contributes to high usage stress to the high-voltage (HV) battery. Tesla sold approximately 61,781 subject vehicles in the United States and, through August 2021, the voltage limiting firmware had been enabled in approximately 2,062 vehicles. Through December 2020, ODI identified 59 complaints from consumers alleging reductions in battery capacity (52) or charging speed (7) in the subject vehicles. Log data from these vehicles showed that the voltage limiting firmware had been enabled in about 58 percent (30 of 52) of the complaints alleging range loss. Subsequent updates have restored some or all of the battery capacity to vehicles affected by the voltage limiting firmware coupled with updates enhancing BMS battery brick monitoring algorithms. None of the complaint vehicles have reported any thermal incidents or other safety hazards related to the HV battery.The five non-crash fires referenced in the petition include two fires that occurred in China in early 2019 involving vehicles that: 1) had recently completed Supercharging sessions; 2) were at a high state-of-charge (SOC) of the HV battery; 3) were parked with the battery cooling system shutoff; and 4) had histories of high-stress usage for the HV batteries. The three fires that occurred outside China did not involve the same fact patterns regarding vehicle state and charging history. The two fires that occurred in the United States include one involving a vehicle with no Supercharging history that was driving when the fire occurred and another in which the origin of the fire was external to the HV battery. The fifth fire, which also originated external to the HV battery, involved a vehicle in Germany that had been parked at a low SOC for an extended period. To date, incidents of fires involving parked vehicles with recent Supercharging and histories of high-stress use have only been observed in China, where high-stress use factors appear to be more common. NHTSA is authorized to issue an order requiring notification and remedy of a defect if the Agency?s investigation shows a defect in the design, construction, or performance of a motor vehicle that presents an unreasonable risk to safety. 49 U.S.C. ?? 30102(a)(9), 30118. Given the absence of any incidents in the United States related to fast charging, and the absence of any such incidents globally since May 2019, it is unlikely that an order concerning the notification and remedy of a safety-related defect would be issued due to any investigation opened as a result of granting this petition. Therefore, upon full consideration of the information presented in the petition, and the potential risks to safety, th
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