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: PE15027
Date Opened: 2015-07-13
Date Closed: 2016-08-25
Manufacturer’s Name: ARC Automotive, Inc.
Component Description: AIR BAGS:FRONTAL:DRIVER SIDE:INFLATOR MODULE
Summary Description: Air Bag Inflator Rupture
Summary
The Office of Defects Investigation (ODI) has upgraded its Preliminary Evaluation (PE15-027) of ARC Automotive Inc. (ARC) air bag inflators to an Engineering Analysis. ODI opened PE15-027 in July 2015 based on two injury incidents involving a driver air bag inflator rupture. One incident involved a 2002 Chrysler
Town & Country that utilized a dual-stage air bag inflator. The other involved a 2004 Kia Optima that utilized a single-stage inflator. Both driver air bag inflators were manufactured by ARC, a tier-two supplier of automotive air bag systems, at their manufacturing facility in Knoxville Tennessee. All ARC driver air bag inflators are a hybrid design that fills the air bag by releasing an inert gas mixture stored in the inflator at high pressure. The gas mixture is augmented by an ammonium nitrate based propellant. The pressurized gas mixture and propellant are contained entirely within a hermetically sealed steel housing isolated from external atmospheric conditions.During the course of PE15-027, ODI requested information from ARC about which air bag module manufacturers used the subject ARC inflators. Based on the information received from ARC, ODI requested information from the identified air bag module manufacturers about which vehicle manufacturers used modules with the subject ARC inflators. That process identified two additional affected vehicle manufacturers, General Motors and Hyundai.Based on the age of the vehicles involved in the two incidents in the U.S., ODI focused on single- and dual-stage inflators manufactured by ARC from the start of production to September 2004. It is estimated that approximately 8 million inflators, both single- and dual-stage, were manufactured for use in vehicles produced by Chrysler, GM, Kia and Hyundai for sale or lease in the United States during that time frame.In addition to identifying models using the subject ARC air bag inflator, ODI requested that the affected vehicle manufacturers supply the details for any type of complaint, field report, lawsuit, arbitration or other report involving any vehicle manufactured for sale or lease in the United States equipped with air bag modules utilizing an air bag inflator manufactured by ARC regardless of inflator type (dual vs. single) or position (i.e. driver, passenger, side, etc.). No additional field failures were reported to ODI by the vehicle manufacturers. Additionally, ODI received information from ARC regarding the design, manufacture and testing of the single- and dual-stage driver air bag inflators.In July 2016, ODI was informed by Transport Canada of a fatal incident involving a driver air bag rupture in a 2009 Hyundai Elantra. It was determined that incident inflator was manufactured by ARC and had ruptured in substantially the same manner as the two previous incidents known to ODI. The driver air bag module in the subject 2009 Hyundai Elantra utilized a single-stage inflator manufactured at ARC's facility in China. ARC confirmed that the inflator in the 2009 Hyundai Elantra was substantially the same design as the single-stage inflator in the 2004 Kia Optima and was assembled using substantially the same manufacturing process.The U.S. market model 2009 Hyundai Elantra did not use the single-stage driver air bag inflator produced by ARC in China. It is unknown at this time if any of the inflators manufactured in China were used in vehicles produced for sale or lease in the United States.Accordingly the PE is now closed and upgraded to an Engineering Analysis.Further details can be found in the EA16-003 investigative file at SaferCar.gov.
NHTSA Action Number: DP15005
Date Opened: 2015-07-09
Date Closed: 2015-08-19
Manufacturer’s Name: Toyota Motor Corporation
Component Description: VEHICLE SPEED CONTROL
Summary Description: Low-speed surging
Summary
The Agency received a petition on June 19, 2015, requesting an investigation into low-speed surging in different models of Toyota automobiles in which the car starts accelerating and the engine RPM increases even when the accelerator pedal is not depressed.The petition is based upon the petitioner's interpretation of pre-crash Event Data Recorder (EDR) data from a crash his wife experienced in a model year (MY) 2009 Lexus ES350 vehicle and from two other crashes involving a MY 2010 Toyota Corolla and a MY 2009 Toyota Camry.The petitioner's allegations regarding the three crashes are based upon several misconceptions about the manner in which the EDR samples and records pre-crash data in the ES350, Corolla and Camry vehicles.In each of the three crashes, the vehicles accelerated as the drivers were attempting to park the vehicles.All three accelerations occurred as the vehicles were entering the intended parking spaces and in the times and positions where driver braking should be initiated to safely park the vehicles.No braking was recorded in two of the crash events until the EDR trigger point (t = 0 seconds) and in the third crash no braking was recorded at all.The crashes are all consistent with pedal misapplications by the driver mistaking the accelerator pedal for the brake when attempting to park the vehicle.In addition, contrary to the petitioner's assertion regarding previous studies by NHTSA and NASA, the issues raised in the petition are fully within the scope of prior studies which have carefully examined the subject of low-speed sudden acceleration in Toyota vehicles equipped with electronic throttle control.Taking into account the allocation of agency resources, agency priorities, and the likelihood that an additional investigation would not result in a finding that a defect related to motor vehicle safety exists, NHTSA has concluded that further investigation of the issues raised by the petition is not warranted. The agency accordingly has denied the petition.The official petition denial, as published in the Federal Register, is available in the document file for this defect petition, as well as copies of reference material related to the denial.
NHTSA Action Number: AQ15002
Date Opened: 2015-06-22
Date Closed: 2020-04-07
Manufacturer’s Name: Terex South Dakota, Inc.
Component Description: EQUIPMENT
Summary Description: Terex reporting
Summary
This Audit Query (AQ15-002) was opened on June 22, 2015 to investigate the timing and scope of Terex South Dakota, Inc. (Terex)?s determination and notification to NHTSA of a safety defect, as well as Terex?s compliance with reporting requirements under the National Traffic and Motor Vehicle Safety Act and regulations.On May 29, 2015, Terex submitted a Defect Information Report to NHTSA describing a safety defect in the Lower Boom of 2002 XT55 and XT60 series aerial devices installed on certain trucks, encompassing approximately 48 vehicles (NHTSA Recall No. 15V-353). Based on available information, NHTSA decided to investigate the scope of Recall No. 15V-353, along with the timeliness of Terex?s defect determination and notification to NHTSA. NHTSA also decided to investigate Terex?s compliance with reporting requirements for manufacturer communications under 49 C.F.R. ? 579.5, as the last document submitted by Terex pursuant to that requirement prior to the opening of this investigation was during the third quarter of 2009.Information obtained from Terex?s response to NHTSA?s Special Order in this investigation revealed that, following the first reports of cracks (as early as 2004) and stress testing conducted on the boom arms at the upper and lower cylinder connections (also in 2004), Terex created ?Z-Kits? 887 and 1290 to offer a preventative welding reinforcement on the affected units. Terex did not conclude these cracks or test results indicated a safety defect existed on the aerial devices and did not issue a safety recall at that time. Additional reports of devices developing cracks, an incident involving the failure of a boom arm that allowed an aerial device lift bucket to drop while occupied, and a report identifying a deficiency in the metal used by Terex to manufacture the boom arms prompted Terex to further investigate the cracks occurring in the XT series aerial devices. Terex?s testing and evaluations indicated that at the time of manufacture, the material provided by the tubing supplier did not meet the requirements of the Terex specifications indicated on the Lower Boom engineering prints. Terex performed a search of its purchasing records to identify the batch of material that it felt was suspect and issued Recall No. 15V-353.After NHTSA opened this investigation, Terex continued to test additional material to determine if it was compliant with Terex?s specifications. This testing revealed that vehicles containing material that did not meet specifications were built outside of the date range specified for the original recall population. Based on its findings, Terex expanded the date range for the recall to encompass a period that included several months before and after any vehicle containing nonconforming material was built. On April 20, 2016 Terex issued NHTSA Recall No. 16V-233 to address the expanded group of vehicles built with material which did not conform to its material specifications and to repair them with a new aerial device meeting the correct specifications. Additionally, Terex provided NHTSA with copies of manufacturer communications it had not previously submitted pursuant to 49 C.F.R. ? 579.5 and committed to implementing changes to come into compliance with reporting requirements. Based on the specific circumstances of this investigation and available information, including Terex?s expansion of the recall to address the safety defect on its XT series of aerial devices, its actions to come into compliance with reporting requirements, and to adjudicate this query without it unduly lingering further, NHTSA is closing this investigation.However, NHTSA reserves the right to rev
Read More...NHTSA Action Number: PE15026
Date Opened: 2015-06-22
Date Closed: 2015-10-19
Manufacturer’s Name: Ford Motor Company
Component Description: SERVICE BRAKES, ELECTRIC
Summary Description: Brake Vacuum Pump Failure
Summary
On June 22, 2015, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE15-026 to investigate incidents of increased brake pedal effort at cold start and extended stopping distance while driving in traffic, resulting from failures of the electric brake vacuum assist pump in model year (MY) 2011-2012 Ford F-150 pickup trucks equipped with 3.5L GTDI engines. In response to ODI's Information Request (IR) for PE15-026, Ford provided ODI with 396 complaints and field reports relating to incidents of increased brake pedal effort or malfunctions in the electric vacuum pump (EVP). ODI's analysis of the data provided by Ford identified 7 crashes and 1,851 warranty claims related to either a hard brake pedal condition or reduced brake effectiveness. Additionally, ODI identified one report in its database alleging an injury to an occupant of a vehicle struck in the rear by a subject F-150 vehicle with a failed EVP as documented in the police accident report referencing a dealer assessment of the pump.According to Ford, the subject vehicles utilize a traditional brake vacuum booster to provide power assist for braking and the EVP is intended to operate to maintain consistent brake pedal feel. The engine intake manifold is the primary source of vacuum for the booster and is fully compliant to motor vehicle safety standards without the EVP. Ford described the conditions related to a change in brake pedal feel as limited and temporary and provided component failure analysis showing evidence of water entry into the EVP which caused internal pump corrosion. Ford indicated that the EVP failure mode is progressive and provides warning to operators by way of noise and vibration before an operator is likely to experience any temporary change in brake pedal feel. Damage to the EVP motor bearing may eventually result in a blown EVP fuse and total loss of EVP function. Ford provided test data showing the brake pedal forces and pedal travel curves over time for 0.3g decelerations to a stop from 80kph (50mph) for: 1) normal system (full engine and EVP vacuum available); 2) Ford's approximation of worst case booster performance with EVP failure (EVP disabled and booster vacuum regulated to 300mbar to simulate cold start, all accessory loads on, and starting at 0 vacuum); and 3) with all source vacuum to the brake booster removed and Hydraulic Boost Compensation (HBC) active to represent complete loss of brake booster function. The Ford tests showed that the brake pedal forces required for achieving the 0.3g decelerations were relatively low for the normal condition, 35-40 N (8-9 lbf), increased by approximately 2-3 times normal when the EVP is disabled, 75-115 N (17-26 lbf), and increased by about 5-6 times normal for the complete brake booster failure condition, 205-215 N (46-48 lbf). This Preliminary Evaluation has been upgraded to Engineering Analysis (EA15-006) to test for EVP malfunctions under other vehicle operating conditions (e.g., low-speed driveway braking after cold-start with failed EVP), potential human factors contributions and to further assess the scope, frequency, and safety-related consequences of the alleged defect.The VOQs associated with the opening of this investigation are:10565994, 10575987, 10598351, 10604687, 10605701, 10607811, 10610491, 10615536, 10617828, 10619545, 10643075, 10650578, 10662151, 10664415, 10666988, 10668069, 10678844, 10695537, 10700874, 10706217, 10706271, 10712465, 10723033, 10723792, 10726960, 10730549, 10730721, 10730735, 10730837, 10730909, 10731008, 10731135, 10731157, 10731165, 10731395, 10731758, 10732609, 10732878, 10733375, 10733804, 10734558, 10734613, 10743859, 10744214, 10
NHTSA Action Number: PE15025
Date Opened: 2015-06-19
Date Closed: 2015-12-07
Manufacturer’s Name: Chrysler (FCA US, LLC)
Component Description: AIR BAGS
Summary Description: Air Bag Clockspring Wiring Failure
Summary
In it's response to ODI's PE15-025 Information Request letter, FCA identified 1,703 consumer complaints, field reports and legal claims responsive to the subject defect condition on the subject Wrangler vehicles.Six of these reports alleged an air bag non-deployment in a crash in which either the air bag warning light was allegedly on or came on afterward the crash, one of which also alleged injuries as a result of the non-deployment.FCA also provided data on other make, model and model year vehicles using the same clockspring.Additionally FCA provided 16,955 warranty claims related to the replacement of the air bag clockspring wiring assembly.It should be noted that FCA initiated an Extended Warranty Program on the left hand drive MY 2007 Wrangler in late calendar year 2011.6,777 of these claims are from the MY 2007 left hand drive Wrangler.FCA advises that some of the warranty claims involved clockspring failures that would not affect the air bag operation, for example due to noise, cruise control and/or radio operation issues.Many of these claims involved newer model year subject vehicles.FCA also noted that Wrangler's removable roof and door configuration may make it more susceptible to outdoor water/moisture and dust ingress.ODI investigated the right hand drive Wrangler in calender year 2011 for a similar clockspring issue under PE11-019.That investigation lead to NHTSA Safety Recall 11V258 on right hand drive model year (MY) 2008-2012 Wranglers.FCA redesigned the remedy clockspring to improve its durability and environmental protection and revised the design of the steering wheel to column shroud.Base on the data reviewed, this Preliminary Analysis (PE) is being upgraded to an Engineering Analysis (EA).The reports cited above are listed in the public investigative file available at SaferCar.gov under this investigation ID.
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