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: PE11024
Date Opened: 2011-08-03
Date Closed: 2011-12-14
Manufacturer’s Name: Ford
Motor Company
Component Description: POWER TRAIN:MANUAL TRANSMISSION
Summary Description: Inability to shift gears on acceleration
Summary
The Office of Defects Investigations (ODI) analyzed complaint data provided by Ford as well as complaints submitted to ODI from consumers.In total, there were 364 unique reports indicating various shift quality issues while driving.Ford identified several factors that may contribute to shift quality concerns in the subject vehicles, including cold transmission, clutch stay-out at high engine speeds, gear clash or grinding, and gradual loosening of clutch plate bolts in some early production vehicles.The largest percentage of complaints indicated higher than expected shift efforts in cold ambient temperatures.These complaints were related to transmission fluid viscosity and the higher shift efforts resolved themselves with the drivetrain warming.Ford published technical service bulletin TSB 11-3-18 to inform technicians that a lower viscosity fluid was available for use to address the cold shift issues.The clutch stay-out condition typically occurs at engine speeds greater than 4000 rpm.It does not prevent the selection of any gear, but may delay clutch re-engagement depending on how long the driver maintains the higher engine speed.Ford identified rotating inertia of the clutch components as the root cause and replacement clutch pedal parts were made available under Ford TSB 10-19-4.A number of reports alleged increasing difficulty selecting gears along with gear clash or grinding.Grinding or notchy gear shifts may be caused by gradual loosening of clutch plate fasteners, which is promoted by certain aggressive shifting.This condition is progressive in nature and initially results in symptoms related to shift quality/feel.Clutch plate bolt loosening will not result in inability to select any gear unless the progressive symptoms are ignored until complete clutch failure occurs.ODI?s analysis identified only five complaints alleging an inability to shift into gear due to loose clutch plate bolts.None of these resulted in a stall and gear shifting could occur before engine start.A revised fastener was designed and implemented in production and is available for service through a special service message.There is no indication of loss of motive power or unreasonable safety risk associated with the alleged defect in the subject vehicles.This preliminary evaluation is closed.
NHTSA Action Number: PE11023
Date Opened: 2011-08-02
Date Closed: 2011-12-02
Manufacturer’s Name: Volkswagen Group of America, Inc.
Component Description: FUEL SYSTEM, DIESEL
Recall Campaign: 11V490
Summary Description: Diesel Fuel Injector Line Leakage
Summary
By letter dated October 3, 2011, Volkswagen Group of America, Inc. (VW) notified the National Highway Traffic Safety Administration (NHTSA) that it will conduct a safety recall to address a defect in approximately 168,275 model year (MY) 2009-2012 Volkswagen Jetta, Jetta Sportwagen, Golf, and Audi A3 vehicles equipped with the 2.0L TDI Common Rail Clean Diesel engine (NHTSA Recall No. 11V-490).The recalled Jetta and Jetta Sportwagen vehicles were built from May 2008 through September 2011, the Golf vehicles were built from May 2009 through September 2011, and the Audi A3 vehicles were built from September 2009 through September 2011.According to Volkswagen, in U.S. applications of the above cited TDI vehicles including engine codes CJAA and CBEA, the fuel injection pulses could coincide with the natural frequency of the injector line #2 in specific load and RPM conditions.This resonance creates additional stress on the fuel line which a small number of parts (based on the statistic spread of line strength) cannot withstand over its lifetime.As a contributing factor, VW indicated that a supplier used tube material with scratch marks from a grinding process during certain production periods.Lines manufactured in these periods were installed in vehicles produced in the following 10 months:December 2008, January-February 2009, October 2009, March-April 2010 and September-December 2010.Injector lines using this material exhibit a significantly higher failure rate.Dealers will replace injector line #2 in all vehicles built in these months.In addition, as a precautionary measure, all recalled vehicles will have vibration dampers installed on all four fuel injector lines.Analysis of NHTSA complaints, VW complaints, VW field reports and warranty claims found allegations of injector line leakage in 443 subject vehicles.The leaking line was not identified in 62 of the vehicles.For the 381 that did provide information about which injector lines were leaking and/or replaced, 358 (94%) involved an injector line #2 leak/repair.Almost three-quarters of the injector line #2 leak/repair incident vehicles were built in the 10 months identified by VW, which accounted for approximately one-quarter of the recalled vehicles.The failure rate for injector line #2 in vehicles built in the 10 months affected by the supplier line scratching issue is 6.0 incidents per thousand vehicles (IPTV).The failure rate for injector line #2 in other production months of recalled vehicles is 0.8 IPTV.The leak/repair rates for the other injector lines are all well under 1 IPTV.The action taken by Volkswagen is sufficient to resolve the issues raised by this investigation. The agency will continue to monitor this issue and reserves the right to take further action if warranted by the circumstances. Accordingly, this investigation is closed.
NHTSA Action Number: EA11009
Date Opened: 2011-07-26
Date Closed: 2012-01-20
Manufacturer’s Name: Ford Motor Company
Component Description: WHEELS:LUGS/NUTS/BOLTS/STUDS
Recall Campaign: 11V574
Summary Description: Wheel Mounting Stud Fracture
Summary
To date, the agency is aware of 84 consumer complaints and 361 warranty claims related to the alleged defect in the subject vehicles.In total, 382 subject vehicles reportedly experienced one or more wheel stud fractures, resulting in 7 alleged wheel separation incidents.Most of the reported wheel stud fractures occurred on subject vehicles originally equipped with 17 inch diameter steel wheels (368 of 382) as did all 7 alleged wheel separation incidents.Of the 7 alleged wheel separation incidents, 5 reportedly involved a wheel becoming detached from the subject vehicle's rear axle.The subject vehicles are designed with a safety margin that requires validation of proper wheel joint function with one missing lug nut and all other lug nuts at the minimum torque specification.If multiple stud fractures occur at a wheel location, analysis of reports indicates that the operator may observe vehicle vibration. If the vibration is ignored and the vehicle continues to be driven the remaining studs may fracture, resulting in a wheel separation.By letter dated December 5, 2011, the manufacturer notified the agency that it will conduct a safety recall (identified by NHTSA Recall No.11V-574 and Ford Recall No. 11S23) on certain 2010 and 2011 model year Ford Fusion and Mercury Milan vehicles to address the potential for wheel separation.The recall vehicles were originally equipped with 17 inch diameter steel wheels and were built from April 1, 2009, through April 30, 2009, and from December 1, 2009, through November 13, 2010.Approximately 128,616 vehicles are potentially affected as well as approximately 2,940 service steel wheels distributed to authorized Ford dealers.Ford has identified two distinct root causes of wheel stud fracture in the recall vehicles.First, certain steel wheel centers may have been stamped improperly such that the mounting pad lacks the necessary concavity, which reduces the diameter of the outermost radial points of contact with the brake rotor.This reduces the Belleville washer effect, which reduces the clamp load of the joint.Second, the wheel mounting face on certain rear brake discs may have been machined improperly due to a damaged dust boot on a gauge that measures rear brake rotor parallelism (flatness), resulting in a wheel mounting face that is convex.One or both conditions may induce bending fatigue in the wheel studs.Ford's analysis of manufacturing process information showed that one or both of these two conditions may have been out of control during parts of one or both production ranges covered by the recall.Owners will be notified by mail and instructed to take their vehicles to an authorized Ford or Lincoln dealer to have the lug nuts replaced on all four wheels with new lug nuts treated with a proprietary low-friction coating that improves clamp load given the same applied torque value, and to have the rear brake discs inspected for wheel mounting surface flatness and replaced, if required.Ford will instruct dealers to notify customers who purchased service steel wheels, where information is available, to return vehicles for lug nut replacement.Accordingly, this investigation is closed.The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers: 10364337, 10373257, 10378953, 10381431, 10389641, 10389940, 10392373, 10395676, 10396577, 10400071, 10402309, 10416653, 10419175, 10419734, 10420116, 10424191, 10432393, 10434188, 10436471, 10438725 and 10440830.
NHTSA Action Number: PE11022
Date Opened: 2011-07-18
Date Closed: 2011-11-03
Manufacturer’s Name: Lotus Cars Limited
Component Description: ENGINE AND ENGINE COOLING:COOLING SYSTEM:HOSES/LINES/PIPING/FITTINGS
Recall Campaign: 11V510
Summary Description: Engine Oil Cooler Line Detachment
Summary
On October 14, 2011, Lotus Cars USA Inc. notified the Office of Defects Investigation (ODI) that it will conduct a safety recall (11V-510) to address concerns with engine oil cooler lines detaching from its crimped fitting on MY 2005-2006 Lotus Elise vehicles.In its 573 report to ODI, Lotus indicated that they have identified instances where the oil cooler lines would detach from their fittings.Lotus attributes this condition to a majority of single supplier affected parts built from June 2004 to November 2006.Lotus states that the cause of the failure is an inadequate process by which the hose is crimped into its fitting by the supplier.In October 2006 the supplier implemented an improved crimping process.Reports indicated that this condition can occur while driving or while the vehicle is stationary with the engine running.In cases where the failure occurred while driving, oil would be expelled under pressure and could come into contact with the tires and or brake friction surfaces, potentially causing a loss of braking or vehicle control. One crash and one vehicle fire were also reported with no injuries.Additionally Lotus indicated that the same condition can occur in MY 2005-2006 Exige vehicles as well. These vehicles are also included in the recall.The action taken by Lotus is sufficient to resolve the issues raised by this investigation.This investigation is therefore closed.
NHTSA Action Number: EA11008
Date Opened: 2011-06-27
Date Closed: 2012-11-09
Manufacturer’s Name: Pierce Manufacturing
Component Description: ENGINE AND ENGINE COOLING:COOLING SYSTEM
Recall Campaign: 12V523
Summary Description: Engine RPM's surging during pumping mode
Summary
On January 10, 2011 the Office of Defects Investigations (ODI) opened a Preliminary Evaluation (PE11-001) based on a Product Improvement Program (PIP) (ODI TSB #10036912) submitted by Caterpillar dated August 18, 2010.The PIP was intended to address engine RPMs that could surge while the fire fighting vehicle was in a water pumping mode.This engine surge could cause significant fluctuations in water pressure being directed onto a fire through a hose.The bulletin states that this condition in conjunction with other factors or circumstances could result in a risk of personal injury or death.Caterpillar's PIP provided information involving the installation of new engine software on certain fire trucks with C9 engines.On June 27, 2011 ODI upgraded its investigation to an Engineering Analysis.No information request (IR) letter was sent to Pierce, instead a field inspection of a Pierce fire truck was conducted.In August 2011 representatives from ODI, the Vehicle Research and Test Center and Pierce conducted an on-site fire truck performance inspection of a complaint vehicle in Sherwood, Arizona.The purpose was to jointly inspect a complaint vehicle that was recently outfitted with updated engine software.The Sherwood fire truck engine was started and remained idling while the fire truck was set in water pumping mode.The representatives were able to witness the effects of the new software with regards to engine surge and verified that the alleged defect did not exist during this vehicle examination.The new engine software corrected the problem of fire hose pressure fluctuations in water being directed onto a fire.It was determined during the course of this investigation that the PIP released by Caterpillar and conducted on Pierce vehicles should be submitted to NHTSA as a safety recall.During discussions with NHTSA, Pierce was informed that NHTSA had authority over the safety of vehicles even when not in highway use.Following these discussions, Pierce agreed the PIP should be released as a safety recall.This Engineering Analysis is closed with a safety recall (12V-523).
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