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: PE15024
Date Opened: 2015-06-18
Date Closed: 2015-12-09
Manufacturer’s Name: Chrysler
(FCA US, LLC)
Component Description: SERVICE BRAKES
Summary Description: Brake Power Assist Failure
Summary
On November 24, 2015, Fiat Chrysler Automobiles, US LLC, (FCA), submitted a Defect Information Report (DIR) to NHTSA regarding a brake booster defect in approximately 105,458 model year (MY) 2013 through 2014Dodge Dart vehicles equipped with a 2.0L or 2.4L engine and produced between February 27, 2012 and January 23, 2014 (NHTSA Recall# 15V-800, FCA Recall# R63).According to FCA's DIR, the affected vehicles, may experience engine oil migration from the vacuum pump to the brake booster.Brake booster diaphragms exposed to oil may become damaged, resulting in a loss of brake power assist.FCA's recall will inspect the affected vehicles for the presence of engine oil in the brake booster.If no oil is found, the vacuum tube assembly will be replaced with a new design part.If oil is found, the vacuum pump, vacuum tube assembly, brake booster and master cylinder will be replaced.On June 18, 2015, the Office of Defects Investigations opened Preliminary Evaluation PE15-024 to investigate complaints alleging sudden increases in brake pedal effort with corresponding reductions in brake performance in MY 2013 Dodge Dart vehicles.The vehicle population and Failure Report figures in this resume are limited to the MY 2013 Dodge Dart vehicles that are the subject vehicles of PE15-024 all of which are included in the FCA recall.Some of the complaints reported hearing a popping noise during a brake application, which corresponded with sudden reaction force from the brake pedal, increased difficulty in applying the pedal and decreased brake effectiveness.FCA's analysis of field return booster assemblies indicated that some brake booster diaphragms exposed to the engine oil leak condition experienced sudden catastrophic ruptures, resulting in complete loss of booster function.This investigation is hereby closed based on the FCA recall.The VOQs associated with the closing of this investigation are: 10795258, 10795140, 10790670, 10790397, 10786152, 10786142, 10783492, 10783153, 10781418, 10779446, 10778244, 10776581, 10765244, 10765141, 10763566, 10763143, 10762254, 10761075, 10760965, 10759817, 10758707, 10758639, 10750235, 10748935, 10747634, 10745494, 10745395, 10745185, 10744577, 10744361, 10744052, 10736149, 10734443, 10734108, 10732067, 10726648, 10715993, 10713690, 10695212, 10668965, 10660526, 10659435, 10638228, 10620713, 10619184, 10610512, 10597398, 10583883, 10569142, 10565689, 10556239, and 10533008.
NHTSA Action Number: DP15004
Date Opened: 2015-06-11
Date Closed: 2017-03-07
Manufacturer’s Name: General Motors, LLC
Component Description: AIR BAGS
Summary Description: Rollover Side Curtain Air Bags
Summary
In June 2015, the Office of Defects Investigation (ODI) opened this Defect Petition in response to a petition (see ODI 10568388) requesting a defect investigation of several alleged defects that can cause occupant ejections during rollover crashes in certain General Motors vehicles.The petition focused on a 2011 Texas crash involving a model year 2010 Chevrolet Tahoe, which allegedly resulted in multiple occupants to be ejected.One of the ejected occupants was fatally injured.In assessing the petitioner's request, ODI reviewed information from the petitioner, technical information related to rollover side curtain air bags from General Motors (note: ODI did not request GM's field incident data), NHTSA's prior testing and evaluation work related to FMVSS No. 226 Ejection Mitigation, and potentially relevant reports in the NHTSA complaint and crash databases.Based on the information available at the present time, NHTSA does not believe that a safety-related defect currently exists in the design of the rollover side curtain air bags in the model year 2010 Chevrolet Tahoe and other similarly designed Tahoe and Yukon vehicles.Therefore, the petition is denied.However, the agency will take further action if warranted by changing future circumstances.The official petition denial, as published in the Federal Register, is available in the document file for this petition.
NHTSA Action Number: PE15022
Date Opened: 2015-06-09
Date Closed: 2015-08-20
Manufacturer’s Name: Mazda Motor Corp.
Component Description: SUSPENSION:FRONT:CONTROL ARM:LOWER BALL JOINT
Recall Campaign: 15V451
Summary Description: Lower ball joint separation
Summary
In an July 7,2015 letter to NHTSA, Mazda identified a safety defect that could result in lower ball joint separation in approximately 193,484 model year (MY) 2007 through 2014 Mazda CX-9 vehicles (NHTSA Recall No. 15V-451,Mazda 8515G).Mazda indicated that damage to the ball joint boot may allow water to enter the front suspension ball joint fitting during use which may result in premature ball joint wear and a progressively looser joint.In January 2014, Mazda implemented redesigned lower control arms in production vehicles to improve the durability of the lower ball joints.The redesign involved changing the shape of the top surface of the ball joint boot cover and adding a suspension plate to the undersurface of the knuckle.Mazda's recall will replace the defect lower control arms with the redesigned parts.ODI's analysis of information collected during PE15-022 identified a total of 62 ball joint separation incidents, including 34 identified in ODI complaints and 31 identified in Mazda complaints and field reports (3 of the Mazda records involve vehicles/incidents that were also reported to ODI).When Mazda's design change was implemented, most of the field experience related to lower ball joints involved complaints of noise and premature wear-out.Only 1 of the ODI and 6 of the additional Mazda separation complaints identified in ODI's analysis were reported prior to January 2014.Significant increases in the number and trend in separation complaints were observed in 2015, when 30 of the ODI complaints and 16 of the additional Mazda complaints were reported.The report trend appears to be accelerating, with 29 of the reports received after ODI opened PE15-022 on June 9, 2015.There has been one crash reported to ODI related to the alleged defect (VOQ 10746510). This investigation is closed based on Mazda's recall.The 34 VOQs associated with this investigation are: 10747358, 10746510, 10744897, 10743509, 10736229, 10735938, 10734763, 10734302, 10734290, 10733813, 10732578, 10732217, 10732154, 10731850, 10730736, 10730280, 10730143, 10730114, 10726622, 10726480 10726448, 10726168, 10725839, 10725567, 10725488, 10725427, 10725390, 10717510, 10714469, 10695142, 10668978, 10648429, 10640541, 10546535
NHTSA Action Number: PE15023
Date Opened: 2015-06-09
Date Closed: 2015-10-02
Manufacturer’s Name: Fontaine Fifth Wheel Company
Component Description: TRAILER HITCHES:FIFTH WHEEL ASSEMBLY
Recall Campaign: 15E066
Summary Description: 5th Wheel malfunction
Summary
Fontaine has submitted recall 15E-066 covering Ultra LT 5th wheel produced from July 29, 2009 to May 27, 2013.The affected 5th wheels may experience cumulative damage during coupling procedures that can cause the locking mechanism to not properly engage, which could increase the risk of a vehicle crash.This investigation is closed as the affected components have been recalled.In its 2014 second quarter Early Warning Report (EWR), Fontaine reported one Death & Injury (D&I) crash.The crash resulted in two fatalities.The reported crash occurred on January 24, 2014, when a semi-trailer separated from a 2012 International ProStar.The separated trailer struck two oncoming vehicles killing both drivers.After requesting and receiving additional information (including police accident reports) from Fontaine about the crash incident, ODI learned that Federal Motor Carrier Inspectors determined the 5th wheel was fully functional and the crash was most likely due to driver error where the trailer was not properly coupled to the towing vehicle prior to the crash.Before the crash in January 2014, Fontaine had issued two Technical Service Bulletins (TSB) related to potential coupling issues with the Ultra LT 5th wheel.On March 1, 2011 Fontaine issued Service Bulletin SB-10036732-7541 (ODI #10036732) describing a condition in which its Ultra LT 5th wheel could become partially closed during a trailer coupling process.The partial closing could allow a driver who only conducts a pull test during the process to believe the fifth wheel lock is properly coupled to the trailer king pin when in fact it is not.Upon receipt of the March 2011 TSB ODI opened a defect investigation (PE11-012) on the subject 5th wheels.The intent of the investigation was to better understand the false latch conditions on the Ultra LT 5th.The investigation resulted in recalls from DTNA (11V289), PACCAR (11V-388), Volvo (11V-460) and Mack (11V-461).Fontaine did not issue an equipment recall.On April 4, 2012, Fontaine issued a second Service Bulletin SB-10044108-5115 (ODI #10044108) describing another issue with the Ultra LT 5th wheel.In this case the operating lever in the fifth wheel could become bent (due to improper coupling techniques) to such a degree that the locking mechanism would not extend completely across the throat of the fifth wheel or seat fully behind the locking jaw.As a result of the bent operating lever condition, Fontaine stated that a trailer could disconnect from the towing vehicle.Fontaine later ceased production of the Ultra LT 5th wheel all together.At the time ODI received the second TSB, there were no related consumer complaints and ODI did not feel that the bent locking mechanism was the result of a design or manufacturing defect.In April 2015 Fontaine requested a meeting with ODI and on May 13, 2015 met to discuss the D&I event and a third service campaign they were considering for the Ultra LT 5th wheels.After meeting with Fontaine to discuss the D&I event, ODI was concerned that Fontaine's Ultra LT 5th wheels were more vulnerable to foreseeable damage during truck/trailer coupling procedures than peer fifth wheel hitches.ODI opened this investigation to gather additional information, assess the conditions described in the first two Fontaine service bulletins and conduct testing of the Ultra LT 5th wheel.During the investigation ODI sent Fontaine an Information Request (IR) letter to gather information about the subject component as well as peer 5th wheels manufactured by Fontaine.Prior to the IR due date, Fontaine decided to conduct safety recall 15E-066.With this recall, Fontaine requested relief f
NHTSA Action Number: PE15021
Date Opened: 2015-06-01
Date Closed: 2016-09-28
Manufacturer’s Name: Chrysler (FCA US, LLC)
Component Description: FORWARD COLLISION AVOIDANCE: ADAPTIVE CRUISE CONTROL
Summary Description: False Positive Automated Braking
Summary
On June 1, 2015, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE15-021 to investigate 9 complaints alleging incidents of unintended braking in model year (MY) 2014 Jeep Grand Cherokee vehicles, including 2 alleging incidents of full ABS braking.ODI expanded the scope to include MY 2015 Grand Cherokee vehicles and identified a total of 176 incidents in complaints provided by FCA or submitted to ODI by consumers.ODI conducted the following work to assess the alleged defect in the subject vehicles:1) evaluated the design of the subject Forward Collision Warning (FCW) system, including the maximum braking authority during automated braking; 2) analyzed the frequency and severity of field incidents of unintended braking; 3) analyzed warranty data for evidence of system faults that may be related to the alleged defect; and 4) reviewed the performance of the subject system in testing conducted as part of NHTSA?s 2014 Automatic Emergency Braking (AEB) test program.ODI?s analysis found that the maximum brake activations that can be commanded by the subject system are limited in both braking force and duration.The system is not capable of achieving full ABS braking, as alleged in some complaints, unless driver brake application triggers the Advanced Brake Assist (ABA) mode.Analysis of field data found that unintended braking events occur randomly for a variety of causes and are not driven by any single environmental factor, traffic condition, or vehicle fault.The incidents involve short duration moderate braking events with minimal changes in vehicle speed.None of the incidents resulted in crash or injuries.The subject vehicles performed as well or better than peer vehicles in testing conducted as part of NHTSA?s AEB test program.This preliminary evaluation is closed. The closing of this investigation does not constitute a finding that a safety related defect does not exist. For additional information, see the closing resume appendix and the investigation file for PE15-021.
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