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: PE13009
Date Opened: 2013-04-26
Date Closed: 2014-03-10
Manufacturer’s Name: Porsche
Cars North America, Inc.
Component Description: ENGINE AND ENGINE COOLING:COOLING SYSTEM:HOSES/LINES/PIPING/FITTINGS
Summary Description: Rapid coolant loss
Summary
On April 26, 2013, the Office of Defects Investigation (ODI) opened PE13-009 to investigate 10 complaints alleging incidents of sudden coolant loss while traveling on public roadways in certain model year (MY) 2001 through 2007 Porsche 911 vehicles.The complaints alleged that pipe ends joined by epoxy to certain cooling system components may fail suddenly and separate, resulting in large volumes of coolant leakage.The investigation was opened to assess evidence of a design or manufacturing defect in the coolant pipe fittings and any related safety consequences. In response to ODI?s Information Request letter, Porsche identified a manufacturing quality issue with the supplier?s application of adhesive to coolant pipe fittings that resulted in elevated failure rates in approximately 6,800 early production 997 generation vehicles (MY 2007 and early MY 2008).ODI?s analysis of field data showed that the age-adjusted failure rate for these vehicles was approximately six times greater than MY 2001 through 2005 996 generation vehicles and MY 2008 through 2011 997 generation vehicles built after a process improvement for adhesive application was implemented by the supplier.Most of the leak complaints reviewed by ODI did not appear to involve complete separation of the fittings and many were detected when the vehicle was parked.There were no crashes or injuries reported to be related to the alleged defect in any of the subject vehicles.ODI identified two allegations that coolant leakage resulted in loss of control incidents, but neither involved vehicles affected by the assembly process quality issue.A third loss of control allegation involving a vehicle built during the period affected by the supplier process concern is not counted since ODI was unable to contact the owner to confirm the incident.See the full closing resume in the document file for PE13-009 for additional information about the subject cooling system and ODI?s analysis of field data related to the alleged defect. A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.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 monitor this issue and reserves the right to take further action if warranted by the circumstances.
NHTSA Action Number: PE13010
Date Opened: 2013-04-26
Date Closed: 2013-12-11
Manufacturer’s Name: Chrysler (FCA US, LLC)
Component Description: SUSPENSION:REAR
Summary Description: Rear suspension knuckle fracture
Summary
ODI opened PE13-010 on April 26, 2013, to investigate two complaints alleging loss of control crashes caused by rear suspension knuckle failure in model year (MY) 2005 and 2006 Dodge Viper vehicles.The incidents described in the complaints occurred in November and December 2012.Chrysler's response to ODI's Information Request (IR) letter for PE13-010 indicates that the left and right rear knuckles used in MY 2005 and 2006 Dodge Viper vehicles were used in MY 2003 through 2010 Dodge Viper SRT-10 vehicles and in all Dodge Viper Competition Coupe and ACRX race cars (see Figure 1 of attachment to this resume for a view of the rear suspension in the subject vehicles).Chrysler's response included information about 8 reports related to rear knuckle failures, including the 2 incidents identified by ODI in the opening resume for PE13-010.In addition, after PE13-010 was opened, ODI received 2 additional complaints resulting in a total of 10 incidents of rear knuckle failure in MY 2003 through 2010 Viper vehicles, including 8 alleging crashes.Based on its review of physical evidence from field inspections of 6 of the 8 incident vehicles identified in its response, including the two incidents that were the basis for ODI opening PE13-010 (VOQs 10492180 and 10492169/10491122), Chrysler concluded that collision forces were the causal factor of rear suspension control knuckle failure.Chrysler's assessment was primarily based on examination of knuckle fracture surfaces, as well as evidence of wheel rim damage that would indicate impact loading of the affected suspension components.Each of the fracture surfaces examined by Chrysler displayed clean, granular fracture surfaces indicative of single event, overload failure.None of the parts showed any indication of fatigue crack growth.In addition to the 6 vehicles inspected by Chrysler, ODI obtained a fractured knuckle from a recent incident involving a MY 2004 Viper (VOQ 10510248).NHTSA's Vehicle Research and Testing Center in Ohio submitted this part to a laboratory for fracture surface and metallurgical analysis.The analysis concluded that there was no evidence of fatigue in the part and that the fracture was due to a single overload event (see Figures 2-4 in attachment to this resume).Analysis of the fracture surfaces found evidence of a mix of load states, with some failures associated with rear toe links in tension (Figures 2-4) and some in compression (Figures 5-6).Seven of the 8 incidents in which the side of the knuckle failure was identified involved right knuckles, the side that is generally most common for impact failures involving wheel and suspension components.The single, left side failure was associated with an incident involving an impact with a concrete barrier dividing highway travel lanes.Analysis of the failure data indicated these are random events and do not show any clear patterns related to vehicle build range, vehicle age or mileage.Examination and testing of failed knuckles have not identified evidence of a manufacturing or design defect in the parts.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.VOQs associated with this investigation: 10523321, 10510248, 10492180, 10492169 (duplicate to 10491122).
NHTSA Action Number: PE13011
Date Opened: 2013-04-26
Date Closed: 2013-12-09
Manufacturer’s Name: Autocar, LLC
Component Description: FUEL SYSTEM, OTHER:DELIVERY
Summary Description: Delayed Throttle Response
Summary
This investigation was opened based on a fleet complaint alleging delayed throttle response which could potentially lead to extended stopping distances and/or increase the risk of a crash.Autocar responded to ODI's Information Request (IR) letter and provided test data including its FMVSS 124 validation data.ODI reviewed Autocar's testing procedures and results with NHTSA's Office of Vehicle Safety Compliance and Office of Rule Making.The test procedure was acceptable as were the results.In an effort to further quantify the safety risk, ODI surveyed nine fleets operating the same subject vehicles.Of the eight reporting fleets, only one expressed concerns similar to the fleet submitting the VOQ.Of all the fleets contacted, none had experienced a crash where the throttle delay was a contributing factor.Autocar provided a modified direct wire throttle to the initial fleet as a customer satisfaction campaign.This configuration resulted in an improved throttle response.In light of the low rate of delayed throttle response on the subject vehicles and Autocar's actions to improve the throttle response on the complaint vehicles, further use of agency resources does not appear to be warranted.The closing of this investigation does not constitute a finding by NHTSA that no safety-related defect exists.The agency reserves the right to take further action if warranted by the circumstances.The ODI complaint cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID using the following (ODI) number: 10471829
Read More...NHTSA Action Number: PE13012
Date Opened: 2013-04-26
Date Closed: 2013-12-02
Manufacturer’s Name: BENDIX SPICER FOUNDATION BRAKE LLC
Component Description: SERVICE BRAKES, AIR:DISC
Summary Description: Single Wheel End Thermal Overload
Summary
To date, the Office of Defects Investigation (ODI) is aware of 45 complaints and field reports related to single wheel end thermal overload events on certain model year 2012 through 2013 trucks equipped with Bendix air disc brakes.Of the 45 complaints, 15 allege the thermal overload condition resulted in a fire.However, because the severity is low in all reported incidents, it is difficult to accurately quantify the number of fire incidents as opposed to those incidents where a fire related phenomenon was observed (such as smoke, which may sometimes be confused with the normal off-gassing of brake pad binder resins) or where brake system components simply suffered heat damage due to the thermal overload condition.In all reported incidents, heat related damage was apparently contained to the wheel end itself.Heat affected components typically included the brake caliper, pads, rotor, hub cap, anti-lock braking system (ABS) sensor wire and wheel torque indicators.In only three incidents did someone apply a fire extinguishing agent to address the concern and in all three cases it was a portable handheld fire extinguisher that was discharged.All other reported fire incidents were apparently self-extinguishing.In the most severe fire incident, the adjacent tire did not catch fire, the brake caliper did not have an orange or red color as is typical when a thermal overload event occurs, the black caliper paint sustained some heat damage, the caliper tappet boots had the typical appearance and did not appear heat damaged and the affected rotor/hub would turn freely once cooled.None of the 15 incidents could be inspected or verified by ODI as having been fires.Typically, brake system components subject to thermal overloading were repaired prior to the opening of this investigation and affected components had been discarded.As a result, scant forensic evidence has been available for inspection and review by ODI or Bendix.ODI is not aware of any allegations of extended stopping distances in the subject vehicles due to the alleged defect.There have been no reports of crash or loss of vehicle control related to the alleged defect. There have been no reports of property damage beyond the subject vehicle and all affected vehicles have been repaired and returned to service. There have been no reports of injury or death.Finally, ODI has not identified any apparent trend with respect to root cause.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.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 take further action if warranted by the circumstances.
NHTSA Action Number: EQ13001
Date Opened: 2013-04-25
Date Closed: 2013-07-12
Manufacturer’s Name: Robert Bosch, LLC
Component Description: SERVICE BRAKES
Recall Campaign: 13E024
Summary Description: Brake Master Cylinder Failure
Summary
The summary for this investigation is provided in a separate attachment to this resume. This equipment query is closed.
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