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: EA15006
Date Opened: 2015-10-16
Date Closed: 2016-04-28
Manufacturer’s Name: Ford
Motor Company
Component Description: SERVICE BRAKES, ELECTRIC
Summary Description: Brake Vacuum Pump Failure
Summary
On February 15, 2016, Ford Motor Company initiated Customer Satisfaction Program 15N05 to extend warranty coverage for the electric vacuum pump in certain model year (MY) 2011 through 2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines.The program extends coverage for up to 10 years of service or 150,000 miles from the warranty start date of the vehicle, all vehicles are eligible for the program through July 30, 2016 regardless of mileage.Ford's program covers all repairs related to electric vacuum pump (EVP) malfunctions including excessive noise, vibration, or change in brake pedal feel while applying the brakes at cold start. Ford states that the engine intake manifold is the primary source of vacuum for the brake booster and is fully compliant to motor vehicle safety standards without the supplemental vacuum supplied by the EVP.The company also contends that failure modes related to the EVP are progressive and provide warning to operators by way of noise and vibration before an operator to experience any temporary change in brake pedal feel.ODI's analysis of warranty data found that the majority of claims involved consumer concerns with EVP noise or vibration from the left front fender area when the vehicle is first started. Continued operation in this mode with pump motor noise will eventually result in the EVP seizing or becoming non-functional.Component failure analysis indicated that Ford and its supplier, Continental, identified a pump crank drive corrosion condition due to moisture entry through the vacuum intake.Corrosion damage to EVP internal components may eventually result in a blown fuse in the power distribution box and total loss of EVP function.Analysis of consumer complaints, field reports, and warranty data related to EVP failures found thatincidents predominantly occurred in driveways and parking lots in the periods immediately after cold engine starts.Many consumers operated their vehicle for some period of time with a blown EVP fuse without realizing that the pump had failed or that the vehicle had a brake system malfunction.Consumers who did experience braking performance issues reporteda temporary hard brake pedal condition at start-up followed by more consistent normal pedal feel after few seconds.On June 22, 2015, Ford developed a remedy procedure and issued TSB 15-0105 instructing dealers to replace the vacuum pump and install a new vacuum pump harness kit. In addition to reviewing test data submitted by Ford, ODI assessed safety risks associated with the alleged defect under various operating conditions, including: 1) baseline system performance with full engine and EVP vacuum available using exemplar parts, 2) disabled EVP and booster vacuum regulated to simulate worst case conditions for engine intake manifold vacuum supply to the brake booster (approximately 300 mbar); and 3) all source vacuum to the brake booster removed and Optimized Hydraulic Braking (OHB) mode active to represent complete loss of brake booster function (note: this condition is a more severe brake boost system failure mode than the alleged defect).ODI also analyzed all complaints and warranty claims to identify incidents alleging brake system performance concerns related to EVP failures.These analyses identified no brake performance issues or resulting changes in stopping distances either on highway or city traffic conditions.Two complaints alleging EVP malfunctions caused or contributed to rear-end collisions during attempted decelerations from road speeds are not believed to be related to the alleged defect.The EVP provides supplemental vacuum during initial start-up and idle
NHTSA Action Number: PE15034
Date Opened: 2015-10-16
Date Closed: 2016-03-02
Manufacturer’s Name: Bear Trailer Manufacturing, Inc.
Component Description: TRAILER HITCHES
Summary Description: Hitch Failure
Summary
The Office of Defects Investigation (ODI) opened this Preliminary Evaluation (PE) based on an owner report and the lack of required TREAD act reporting (49 CFR 579) from Bear Trailer MFG (Bear).The Vehicle Owner'sQuestionnaire (VOQ) reported a crack in the trailer tongue.This is a critical component for the safe operation of a trailer.The subject component of this investigation is a patented design known as the Trail Guard tongue.This is a removable tongue which includes the electrical harness and serves two purposes.Removal of the tongue shortens the trailer, reducing the amount of storage space required and also prevents trailer theft.With the tongue and coupler removed it is impossible to connect a tow vehicle to the trailer or operate the trailer's electrical system.ODI sent Bear an Information Request (IR) letter to gather relevant data about the subject component and vehicles.Bear responded to the letter and addressed all questions from ODI.Bear also took action addressing its failure to comply with TREAD reporting requirements.The VOQ reported a cracked tongue.Vehicle control was maintained.The failure was discovered prior to complete separation.There were no other known failures of the subject component on 2,338 trailers with over 6 years of exposure.ODI reviewed the patent designs as submitted in 2005 and 2006.Bear did not report any design changes.The failure reported in the VOQ appears to be an isolated incident and no defect trend was detected by ODI.Further use of agency resources does not appear warranted. This investigation is closed. The agency may take further action if new information is discovered in the future.ODI opened this investigation to determine the scope and severity of the alleged defect. The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following complaint identification numbers: 10759570
Read More...NHTSA Action Number: DP15006
Date Opened: 2015-09-28
Date Closed: 2016-04-08
Manufacturer’s Name: Volvo Trucks North America
Component Description: SUSPENSION
Summary Description: Ride Quality
Summary
The Office of Defects Investigation (ODI) opened this Defect Petition (DP) assessment in response to a defect petition received from owners of a 2015 Volvo VNL 780 tractor.Prior to submitting the letter the owners had submitted two Vehicle Owner Questionnaires (VOQ).Their concerns included: cab sway, cab alignment , and loss of control.The petitioners further allege that due to a failure of the suspension system caused by cab misalignment one of them sustained a back injury while seated at the work station in the sleeper berth while traveling.The office received a total of six (6) complaints (1 via telephone) related to ride quality on 2013 -2016 Volvo VNL vehicles.Two (2) of the complaints were filed by the petitioners.Of the five (5) unique complaints, three (3) were received during the course of this evaluation.During this evaluation, the Owner/Operators Independent Drivers Association (OOIDA) published an article in their magazine, Land Line, prompting the additional two reports.One owner reported owning three Volvo trucks, all of which had a tendency to sway and lean, yet he preferred the ride over other manufacturers peer vehicles.ODI sent an Information Request (IR) letter to Volvo asking about the three concerns identified in the petition.The response indicated Volvo's cab air ride design has been in use since 2005.When evaluating each of the three concerns raised by the petitioners, ODI found that the complaint and warranty data did not establish existence of a defect trend for cab sway or loss of control.There were no reported injuries or loss of control events and less than 0.02% of the population had a cab sway concern.The majority of claims and complaints received involved cab alignment.The 2015 MY did stand out from the other MYs with over 1% of the 2015 population reporting cab alignment issues.This may indicate there is a defect in the design or production of the cab mounting, however there was no indication it created a safety risk.ODI test drove the petitioners' vehicle, employing an investigator with significant experience driving similar vehicles.This test drive revealed a degree of cab sway that appeared to exceed that of peer vehicles.Nonetheless, the ODI driver did not experience any difficulty controlling the vehicle.For additional details see the attached Evaluation Report.This defect petition is denied. The agency has not identified an actionable trend or unreasonable risk to motor vehicle safety.Should new information become available the agency will take whatever further action is appropriate.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following complaint identification numbers:10747593, 10715844, 10701592, 10781242, and 10822454
NHTSA Action Number: EA15005
Date Opened: 2015-09-28
Date Closed: 2018-11-02
Manufacturer’s Name: Ford Motor Company
Component Description: SERVICE BRAKES, HYDRAULIC:FOUNDATION COMPONENTS:HOSES, LINES/PIPING, AND FITTINGS
Summary Description: Front Brake Hose Failure
Summary
On April 29, 2015, the Office of Defects Investigation (ODI) opened PE15-017 to investigate a report alleging incidents of front brake hose failure in model year (MY) 2015 Ford Explorer Police Interceptor vehicles used by the Sacramento Police Department in its pursuit driving training program (VOQ 10705832).On September 28, 2015, ODI upgraded the investigation to an Engineering Analysis (EA15-005) to assess maximum front caliper crimp temperatures under various test conditions, test hose assemblies removed from police interceptor service for any signs of thermal degradation, and further assess field data for evidence of a defect trend related to the alleged defect.The alleged defect results from exposure to extremely high heat at the caliper-side hose crimp. NHTSA?s vehicle testing suggests that the conditions necessary to produce the critical temperatures in the subject components result from drive-soak intervals that can occur during the Sacramento training program.NHTSA's testing of hose assemblies returned from police interceptor service did not identify any evidence of thermal degradation.NHTSA has not confirmed any incidents of caliper crimp failures due to overheating in vehicles not subjected to the Sacramento training course driving.The low number of hose assembly failure reports and the absence of any verified incidents of heat related front brake hose crimp failures since 2015 suggests that the Sacramento PD incidents resulted from conditions unique to the training program.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.For additional information, see the Closing Report in the document file for EA15-005 on www.nhtsa.gov.
NHTSA Action Number: PE15032
Date Opened: 2015-09-28
Date Closed: 2016-02-25
Manufacturer’s Name: Isuzu Motors Limited
Component Description: SUSPENSION:FRONT:HUB
Summary Description: Wheel bearing failure
Summary
The Office of Defects Investigations (ODI) opened this Preliminary Evaluation (PE) investigation on September 28th 2015 to investigate field reports submitted by Isuzu during quarterly Early Warning Reporting (EWR) describing wheel bearing failure(s) on model year (MY) 2012-2015 N-Series trucks.In addition an ODI investigator interviewed Isuzu automotive technicians to better understand the impact of this alleged failure mechanism.Isuzu technicians indicated subject Isuzu trucks had been brought in with bearings showing signs of excessive heat. On December 18th 2015 ODI received a response from Isuzu to an Information Request (IR) letter sent to them by the agency.Isuzu indicated that while they have an elevated warranty rate on certain model vehicles, there are no consumer complaints, injuries, crashes, property damage, fires or wheel off events related to bearing failures.In the worst case Isuzu explained that drivers were able to reach the roadside or other locations of safety when a bearing failure occurred.Conditions where wheel bearing has seized, the vehicle(s) could continue to be driven for a number of miles, producing a loud noise while the ABS warning light illuminates.Isuzu is aware of the elevated warranty numbers for certain model and MY vehicles and will issue an extended warranty for the subject population and further expand the scope to 2016 vehicles.Walk in van (MY 2012-2016) and diesel 14.5K truck (MY 2011-2016) owners will receive letters informing them that Isuzu is conducting a service campaign for the front wheel bearing assemblies.Customers with 60,000 miles or less on their vehicle should bring their vehicle to their dealer. Isuzu dealers will replace the grease and conduct an inspection of the wheel bearings at no charge. Additionally, Isuzu will replace wheel bearings, if necessary.Customers with over 60,000 miles should contact their dealers to schedule an appointment if they have not already had the wheel bearing grease replaced in the past. These vehicles will be handled on a case-by-case basis.Isuzu will send a letter to all customers and dealers to remind them of the required maintenance schedule for the wheel bearing grease of 30,000 miles or 24 months for all MY 2011-2016 N-Series vehicles and recommend that customers use the manufacturer specified grease during maintenance.ODI's analysis indicates that the warranty rate for wheel bearing failure is less than 1% for a population of vehicles with up to four years in service.There are no known crashes or injuries and Isuzu's extended warranty campaign addresses the issues identified in this investigation.In view of the foregoing, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that no safety-related defect exists.The agency will take further action if warranted by the circumstances.
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