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: PE12032
Date Opened: 2012-10-15
Date Closed: 2013-05-03
Manufacturer’s Name: Chrysler
(FCA US, LLC)
Component Description: FUEL SYSTEM, GASOLINE:DELIVERY
Recall Campaign: 13V120
Summary Description: Engine stall, fuel delivery failure
Summary
In a letter dated April 3, 2013, Chrysler Group LLC submitted a Defect Information Report (DIR) to NHTSA identifying a safety defect in the fuel delivery system in approximately 20,532 model year (MY) 2012 Jeep Patriot (11,624) and Compass (8,908) vehicles manufactured from October 18, 2011 through May 7, 2012 and equipped with certain fuel tanks produced between October 18, 2011 and January 26, 2012 (Recall 13V-120).According to Chrysler, Jeep Patriot and Compass vehicles equipped with saddle type fuel tanks built during the affected period may experience low siphoning rate through the transfer tube from the secondary to the primary side of the fuel tank.Chrysler's investigation determined that a material change by the transfer tube supplier (TI Automotive) led to malformed tubes being shipped to the final tank assembly supplier (Kautex).The malformed transfer tubes may make the siphoning process more difficult to start and maintain under certain operating conditions.Sustained driving during this condition may deplete fuel in the primary side of the fuel tank and lead to engine stall without warning.Kautex established a 100% sort on January 26, 2012 as a countermeasure for the malformed tubes being used in production.Chrysler is able to trace fuel tank build dates by vehicle identification number and Recall 13V-120 only includes vehicles equipped withsaddle tanks made during the affected period.Approximately 97 percent of the recalled Patriot vehicles (11,277 out of 11,624) were from October 18, 2011 through January 26, 2012.Chrysler determined that a few suspect tanks were used on vehicles produced as late as May 7, 2012 and is including any such vehicles in the recall.The Office of Defects Investigation (ODI) analyzed complaint data provided by Chrysler as well as complaints submitted to ODI from consumers to identify stalling incidents related to fuel delivery.ODI's analysis identified a total of 64 engine stall incidents related to fuel delivery, all of which involved Patriot 4x4 vehicles equipped with saddle type fuel tanks.The Patriot 4x4 vehicles account for a little over half of the subject vehicle population (59,783 vehicles).Forty-nine (49) of the incidents involved the approximately 11,277 Patriot 4x4 vehicles that were built from October 18, 2011 and January 26, 2012 and equipped with tanks from the period associated with the transfer tube material change.This equates to a complaint rate of 434.5 incidents per 100,000 vehicles sold.Fifteen (15) fuel delivery related engine stalls were identified in the remaining 48,506 Patriot 4x4 vehicles, resulting in a complaint rate of 30.9 incidents per 100,000 vehicles.The rate in the non-recalled Patriot 4x4 vehicles increases to 68.0 incidents per 100,000 vehicles if stalls with no-restart and unknown cause are added to the analysis.The Patriot front-wheel drive vehicles are equipped with single reservoir fuel tanks and are not affected by the saddle-tank fuel delivery issue.Owners of the recalled vehicles will be notified to take their vehicle to a Jeep dealer, who will replace the fuel tank transfer tube to prevent any incidents related to this issue. Chrysler will begin notifying dealers and owners in May 2013. This preliminary evaluation is closed.The ODI reports cited above can be viewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers (ODI Nos.): 10481572, 10481452, 10481279, 10481254, 10481222, 10481141, 10481126, 10481110, 10501057, 10478934, 10472705, 10470121, 10468517, 10467488, 10466357, 10464745, 10464449, 10464135, 10462338, 10459383, 10421019, 10410937, 10481392.
NHTSA Action Number: PE12030
Date Opened: 2012-10-11
Date Closed: 2013-05-22
Manufacturer’s Name: PRESTOLITE PERFORMANCE
Component Description: FUEL SYSTEM, GASOLINE:CARBURETOR SYSTEM
Summary Description: Fuel Pressure Regulator Leak
Summary
ODI directed the Vehicle Research and Test Center (VRTC) to purchase and test 30 subject regulators.The regulators were marked 2011 and 2012 and were purchased from three separate sources.Externally, the regulators looked similar.Internally, there were distinct differences.The 2011 regulators had a burr on the upper gasket seat edge and a casting flaw that formed a sharp edge on the lower seat.Both of these cut into the diaphragm gasket.The plating on the inside surface had a dull finish with loose, flaky particles that stuck to the diaphragm when it was removed.The 2012 regulators were the same design but the plating was of a higher quality.There were no loose particles and the seating surface was smooth.VRTC found about half of the 30 units had at least one loose housing screw when received.The first 10 regulators were tested with water at the recommended maximum inlet pressure of 8 psig.Pressure was gradually increased to 100 psig.This resulted in two regulators exhibiting a slow drip at the flanges; one at 70 psi and another at 76 psi.To test the effect of loose screws on a regulator, screws were slowly loosened with the regulator at 80 psig.The screws were completely removed and no water leaked.The modulating valve had closed from the inlet pressure and no water could flow to the outlet side.Additional tests with loose screws indicated the modulating valve would close at about 40 psig inlet pressure with the adjusting knob set at 5.5, and close at about 20 psig with the knob at 0.5.After finding that higher pressures reduced the chance of major leaks, VRTC changed the test strategy to use lower pressures.A diaphragm was punctured in one regulator.This resulted in water flowing out below the adjusting knob.In two consumer videos posted on the internet, fuel sprayed out forcefully between the flanges.This meant the diaphragm was intact and fuel was leaking below the diaphragm gasket and between the flanges.Tests were conducted with grooves cut in the lower side of the gasket.This produced a slow drip.The modulating valve reduced flow and pressure too much to produce a spray pattern.VRTC tested regulators with a foreign object on the modulating valve O-ring.This didn't open the valve enough to produce the spray.The modulating valve had to fail fully open.VRTC tested a regulator with the retaining ring for the modulating valve pulled loose.With 15 psig inlet pressure and loose screws at the 6 and 12 o?clock positions, it produced the spray pattern seen in the consumer videos.VRTC concluded that a loose retaining ring was the most likely failure mode for those two failures.The retaining ring is a press-fit assembly.It fits in an unmachined cylinder in the cast-aluminum regulator body.The regulator was plated and the cylinder walls were coated in the plating process, which can leave an irregular surface thickness.It is not a precision manufacturing process and some retaining rings may be pushed out if inlet pressures exceed the manufacturer?s maximum recommendation.Prestolite reported low failure rates and claimed there was no reason for concern.ODI doesn't agree that there is no reason for concern as Prestolite did receive four reports where the owner's concern was fire related.Prestolite doesn't maintain ownership records or have a means to track production.Prestolite did not seek further event details and no parts were available for ODI to inspect.It is unclear whether the claims reported an actual fire or a potential fire.Unable to contact the owners or inspect the failed parts, ODI must rely on available data.No vehicle fires have been reported wit
Read More...NHTSA Action Number: PE12028
Date Opened: 2012-10-09
Date Closed: 2013-03-15
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: SERVICE BRAKES, HYDRAULIC:ANTILOCK/TRACTION CONTROL/ELECTRONIC LIMITED SLIP:CONTROL UNIT/MODULE
Summary Description: Vehicle Stability Assist Malfunction
Summary
The Vehicle Stability Assist (VSA) system in the model year (MY) 2005 Honda Pilot vehicles integrates braking control strategies for anti-lock braking, traction control, electronic stability control and brake assist functions. The system consists of a VSA modulator (an electronic control unit and electronic/hydraulic actuator) that receives data from an integral brake pressure sensor and from wheel speed sensors (four wheels), the steering wheel angle sensor and a combination yaw rate and lateral acceleration sensor.Allegations of unexpected braking appear to be related to inappropriate activation of the brake assist (BA) function.The BA system is designed to minimize stopping distances in emergency braking maneuvers by rapidly applying maximum braking force when a panic stop is detected. ODI's analysis of complaints and information provided by Honda in its response to DP12-002 and PE12-028 identified fault conditions that may result in false detection of a panic stop by the BA system, resulting in unexpected, severe brake application. The VSA control algorithm should detect inappropriate BA activation in less than 1 second and turn the system off. However, some complaints allege longer duration incidents of severe braking with no brake pedal application. Honda implemented countermeasures in the control and fault detection algorithm in the MY 2006 Pilot VSA modulators, which are not interchangeable with the MY 2005 parts.Allegations of steering anomalies appear to be related to inappropriate activation of the VSA stability assist function.The VSA system uses information from the wheel speed, steering wheel angle, yaw rate and lateral acceleration sensors to calculate the rate of change in vehicle side slip with respect to time. If excessive side slip is calculated, the system modulates brake force pulses to individual or combinations of wheels to maintain stability. ODI has identified 22 VOQs and 18 Honda reports that appear to be incidents caused by a faulty yaw rate sensor. As judged by the complainants these incidents typically last two or less seconds.Honda identified a problem with faulty yaw rate sensors sending an incorrect yaw rate signal to the VSA modulator.This may result in inappropriate VSA system activation, which is perceived by the driver as a momentary steering pull.The VSA control logic is designed to detect the yaw rate sensor faults in less than one second and place the system in fail-safe mode, disabling all VSA functions.This Preliminary Evaluation has been upgraded to Engineering Analysis (EA13-002) to further assess the scope, frequency, and safety-related consequences of the alleged defect.The VOQs associated with the opening of this investigation are: Brake Assist: 10158094, 10160741, 10213049, 10247329, 10248833, 10257672, 10257728, 10260943, 10270110, 10279468, 10282189, 10321302, 10334571, 10360371, 10366406, 10367757, 10381501, 10382911, 10399198, 10407070, 10410421, 10427031, 10443505, 10447413, 10448010, 10450564, 10451781, 10453607, 10459818, 10464695, 10466790, 10472620, 10472803, 10479999, 10480852, 10481312, 10481341, 10481372, 10483238, 10486558, 10487248, 10487492, 10487554, 10487784, 10489358, 10492006, 10493019, 10494637.Yaw Rate Sensor: 10481310, 10492846, 10467571, 10368257, 10491748, 10307606, 10493497, 10194731, 10351927, 10492007, 10485841, 10462811, 10476925, 10482439, 10429988, 10487141, 10482567, 10359591, 10486281, 10486397, 10380979, 10486651.
NHTSA Action Number: PE12029
Date Opened: 2012-10-09
Date Closed: 2013-06-26
Manufacturer’s Name: Hyundai Motor America
Component Description: STEERING:COLUMN
Summary Description: Steering Shaft Universal Joint Failure
Summary
The Office of Defects Investigation (ODI) opened PE12-029 based on one complaint alleging that a fastener became loose in the steering shaft of a model year (MY) 2011 Hyundai Santa Fe vehicle and related Early Warning Reporting field report data.In it's response to ODI's information request letter for PE12-029, Hyundai identified a total of four incidents of steering shaft universal joint failure in early production MY 2011 Santa Fe vehicles, including the incidents that had been identified by ODI. Two of the failures occurred at low mileage early in 2011, shortly after vehicle sale, leading to Hyundai's initial investigation.Hyundai attributed the failures to operator error at the vehicle assembly plant in failing to fully assemble the universal joint to the steering column shaft before tightening the universal pinch bolt.The company inspected 680 vehicles at the assembly plant as part of its initial investigation and found no additional indications of improper steering shaft assembly. Hyundai implemented changes in the assembly process to ensure proper steering shaft assembly, including the use of a go/no go Gap Gauge to ensure that the universal joint knuckle is fully assembled to the steering column shaft before being fastened.Hyundai believes that the improper assembly affected only a few vehicles and that joints that were not properly assembled should have already failed and the likelihood of additional failures is remote.None of the failures involved vehicles produced after the Gap Gauge implementation on April 27, 2011 and no additional failures have been reported since October 2012.Hyundai will notify ODI if any additional failures are reported to the company through the end of 2013.A safety-related defect trend 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: DP12006
Date Opened: 2012-10-02
Date Closed: 2013-02-21
Manufacturer’s Name: Ford Motor Company
Component Description: ENGINE
Summary Description: Electronic Throttle Body Malfunction
Summary
In a letter dated August 30, 2012, The North Carolina Consumers Council (NCCC) petitioned the National Highway Traffic Safety Administration (NHTSA) to initiate a defect investigation of alleged electronic throttle body failures resulting in engine stall or surge while driving in model year (MY) 2005 through 2012 Ford Escape vehicles. On October 2, 2012 the Office of Defects Investigation (ODI) opened a Defect Petition DP12-006 to evaluate whether to grant or deny the petition. The petition is hereby granted on certain model years. The NCCC letter cites two complaints of stall while driving in MY 2009 Ford Escape vehicles that were diagnosed as failed throttle bodies with diagnostic trouble codes (DTC) P2111, Throttle Body Stuck Open, and P2112, Throttle Body Stuck Closed. The petitioner indicates that the owners of both vehicles reported experiencing repeated incidents of stalling and engine surging. According to Ford, Escape non-hybrid vehicles are equipped with Electronic Throttle Body (ETB) assemblies beginning with MY 2009. Vehicles manufactured between June 22, 2009 and October 15, 2009 may contain contaminated printed circuit boards (PCB) with plating variations. Plating variations could lead to a lack of continuity in the throttle position sensor circuit where P2111 and/or other DTCs would be generated and stored. Ford and its electronic throttle body supplier, Delphi, modified the PCB manufacturing process and issued a technical service bulletin (TSB) 09-23-5. Vehicles produced after October 15, 2009 incorporated ETBs manufactured with a PCB process that resolved this condition. ODI's analysis identified a total of 123 unique reports indicating allegations of reduced motive power or vehicle stall. Depending on the condition of throttle control system malfunction, a driver may experience varying levels of reduced engine performance associated with three limp home modes. In two limp modes, reduced engine performance may maintain vehicle speeds above 20mph while the third is a limited limp home mode with engine speeds limited to approximately 900 RPM. Allegations of stall appear to be related to the limited limp home mode. Vehicles are not likely to unexpectedly stall as a result of this condition, but drivers may characterize the reduced functionality as a stall, even though their vehicle may still has motive capability. Allegations of vehicle surge appear to be related to limp home mode operation. Complaints alleging surge are most likely related to engine RPM fluctuations at low vehicle speeds or idle as the control system engages to prevent engine stall. In limited limp mode, rough-idle conditions may exist while the control system attempts to modulate engine RPMs once the vehicle reaches a reduced speed to maintain approximately 900 RPM. Separately, ODI received 59 complaints alleging incidents of engine stall while driving in model year (MY) 2010-2011 Ford Fusion vehicles. Approximately 60 percent (36) of the incidents occurred at speeds of 40 miles per hour or more. Eighty percent of complaints (47) were received beginning March 2012 and 14 complaints reported that the throttle body was replaced or DTCs associated with limp home modes. Additionally, Ford issued TSB 10-21-6 addressing DTCs associated with idle speed drops and limited limp home mode. The petition is granted on certain model years.Preliminary Evaluation PE13-003 has been opened to assess the scope, frequency and potential safety consequences associated with the alleged defect.See full copy of the closing resume for this defect petition for list of the VOQs associated with the defect petition analysis.
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