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: PE14010
Date Opened: 2014-04-15
Date Closed: 2014-11-21
Manufacturer’s Name: General Motors
, LLC
Component Description: FORWARD COLLISION AVOIDANCE: ADAPTIVE CRUISE CONTROL
Recall Campaign: 14V541
Summary Description: Active Safety System Malfunction
Summary
On April 15, 2014, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE14-010 based on two complaints alleging incidents of sudden/severe uncommanded braking resulting in rear impact collisions in model year (MY) 2014 Chevrolet Impala vehicles.ODI analyzed all complaints related to allegations of unwanted brake activations while driving that were provided by GM or submitted to ODI from consumers and has not identified any additional incidents involving sudden, extended (greater than 1 second) autonomous braking.The two crash complaints that were the basis of PE14-010 involved rental vehicles equipped with an Electric Park Brake (EPB) system.Neither vehicle was equipped with Full Speed Range Adaptive Cruise Control (FSRACC) or Forward Collision Alert (FCA) systems. According to GM, brake lights will be illuminated if the service brakes are applied or the EPB system is activated while the vehicle is moving (dynamic EPB brake apply).In a dynamic EPB brake apply, the Electric Brake Control Module (EBCM) initiates a controlled deceleration while activating a chime and a telltale light.If the service brake is applied at any time during dynamic EPB brake apply, the system provides a substantially greater deceleration.Witness statements and analysis of crash data from the two incidents are consistent with inadvertent dynamic EPB brake applications.Both reports alleged beeping noise immediately before the accidents and one pre-crash data report shows a moderate initial vehicle deceleration followed by in increase in deceleration to approximately 0.6g just prior to the vehicle stopping and being struck from the rear.During this investigation, General Motors LLC (GM) inspected the two crash incident vehicles and examined each of the EPB switches to assess potential mechanical and electrical fault conditions.The testing and part examination did not find any evidence of mechanical or electrical failure of the EPB switches and GM did not identify any faults in the subject components or systems that could have caused or contributed to autonomous brake applications in the incident vehicles.According to GM, the evidence indicates the events were caused by inadvertent driver actuation of the EPB switch. Additionally, during this investigation, GM identified a defect condition in the EPB software in approximately 132,921 model year (MY) 2014 through 2015 Chevrolet Impala and MY 2013 through 2015 Cadillac XTS vehicles (Recall No. 14V-541) that could result in failure of the EPB to release after vehicle start-up.In this condition, the electronic parking brake piston actuation arm may not fully retract when the driver disengages the EPB, which may cause the brake pads to stay partially engaged with the rotor.According to GM, the parking brake indicator may not illuminate when the EPB is engaged and the driver may experience poor vehicle acceleration, undesired deceleration during idle coast-down, excessive brake heat, and premature wear to some brake components. If the vehicle is operated for an extended period of time in this condition, there is a potential for the rear brakes to generate significant heat, smoke, and sparks.GM and its supplier, Mando Pyeongtaek, upgraded the EPB software to address brake drag conditions and issued a recall bulletin on September 4, 2014 instructing dealers to reprogram the electronic parking brake control module on all affected vehicles. 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 regarding this investigation, see Attachment A to this c
NHTSA Action Number: PE14011
Date Opened: 2014-04-15
Date Closed: 2014-11-21
Manufacturer’s Name: Robert Bosch, LLC
Component Description: ELECTRICAL SYSTEM:12V/24V/48V BATTERY
Summary Description: Bosch EV charging coupler overheating
Summary
The Office of Defects Investigation (ODI) has received a total of 2 allegations of an overheated charging coupler on a Bosch Power Xpress 240V electric vehicle charger.According to the owners, the vehicles began to emit smoke after charging at home for over an hour and the charger coupler to the vehicle was hot to the touch.The overheating condition caused damage to the vehicle and charger, and in some cases, rendering both inoperable.One owner received a mild burn to his finger when attempting to detach the charger from the vehicle.The Bosch Power Xpress 240V charger is designed to recharge the battery of any electric vehicle using the standard, UL approved, Society of Automotive Engineers (SAE) J1772 charging coupler.The Bosch charger is hard wired at 240V into a home or business in a stationary installation and is capable of charging a vehicle at a rate of 16 to 32 amps.Testing conducted by Bosch indicates that the overheating condition in the coupler is caused by high electrical resistance in the metal charging pins encased within the J1772 coupler.The high resistance is the result of multiple factors including corrosion, wear on charging pins, charging pin plating materials, charging pin crimp connections and environmental conditions.All reported failures have occurred on vehicles charging at 30 amps with no indicated failures on chargers being operated at less than 30 amps.Throughout the production run of Power Xpress chargers, Bosch has used 3 different coupler designs with 2 different suppliers.However, there is no clear indication that one design is more failure prone than another.There have been no reported fires as a result of this issue.The coupler outer shell is made from a UL tested high temperature resistant material and all reported overheating events have been contained within the coupler.Bosch collects and maintains charger user records which indicate that out of over 6000 chargers sold, approximately 400 customers use the charger at 30 amps, and those are the only chargers susceptible to the overheating condition.To address this issue, Bosch will conduct a customer satisfaction campaign on all Power Xpress chargers sold.Bosch has redesigned the coupler to include a temperature sensing feature that will cut power to the charger if an overheating condition is detected, a technology at least one OEM has incorporated into the vehicle side receptacle.Bosch will provide and install, free of charge, the redesigned coupler with new cables on the approximately 400 customers who currently use the chargers at 30 amps.Bosch will notify the remaining customers and provide a label to be affixed on the charger advising that if the charger is to be used at 30 amps in the future, a cable and coupler upgrade is recommended.In addition, those customers can request the new coupler and cables free of charge for six months after program launch, however, the customer will be responsible for having the cord installed.Bosch will begin notifying affected customers in December 2014. 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 no safety-related defect exists.The agency will monitor the issue and reserves the right to take future action if warranted by the circumstances.The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchSafetyIssues under the following identification (ODI) numbers: 10537862 and 10586711.
NHTSA Action Number: PE14009
Date Opened: 2014-03-26
Date Closed: 2014-10-29
Manufacturer’s Name: Pierce Manufacturing
Component Description: STEERING:LINKAGES:KNUCKLE:SPINDLE:ARM
Recall Campaign: 14V660
Summary Description: Front Lower Control Arm Failing
Summary
On March 26, 2014 the Office of Defects Investigations (ODI) opened a Preliminary Evaluation (PE14-009) to investigate alleged wheel separation events on model year (MY)2010 thru MY 2011 Pierce Arrow Fire Trucks equipped with TAK-4 Front Suspensions.ODI discovered media reports regarding the loss of left front wheels on two aerial fire trucks responding to emergency calls.The failures occurred in Edmonds, Oklahoma and Portland, Oregon.Pierce took possession of the two failed lower control arms in an effort to better understand the failure mechanism.During the course of the investigation Pierce made ODI aware of a third failure that occurred in Milwaukee, WI on the passenger side of a MY 2011 subject vehicle.Pierce was also in possession of the third failed control arm.During the course of the investigation, ODI interviewed drivers, fire fighters and deputy chiefs to better understand the details surrounding the failure mechanism and its severity.The personnel interviewed indicated that they had driven over what should have been normal bumps for a fire truck and the truck suddenly dropped, losing steering control.This failure resulted in the front end impacting with the road and the wheel separating from the vehicle. ODI met with Pierce on August 12, 2014 to discuss details concerning testing they were conducting to determine if they had a defect in the control arm design of the subject vehicles.During this meeting Pierce outlined the testing they had conducted to date and the plans for future testing.After contracting with an expert metallurgist and conducting additional testing, Pierce was able to identify a defect in the lower control arms that had occurred at the time of production.Once the defect was identified, Pierce was able to determine and identify the effected population as production from November 18, 2009 - May 11, 2011 involving 135 vehicles.Of the vehicle affected by the issue, 105 of them were MY 2010 - MY 2011 vehicles and were subject of this investigation.A recall (14V-660) was announced by Pierce on 10/21/2014 stating that they would inspect the lower control arms on each of the 135 suspect vehicles and replace any that were found to contain the potential defect.Based on the recall action taken by Pierce, this investigation is closed.
NHTSA Action Number: PE14007
Date Opened: 2014-03-20
Date Closed: 2014-05-08
Manufacturer’s Name: Westward Industries
Component Description: SERVICE BRAKES, HYDRAULIC:FOUNDATION COMPONENTS
Recall Campaign: 14V210
Summary Description: Front brake malfunction - Motorcycle
Summary
The Office of Defects Investigation (ODI) was contacted by a municipal fleet manager responsible for 49 GO-4 three-wheeled parking enforcement vehicles (subject vehicles).The fleet manager informed ODI of the possibility of front brake pad ejection from the brake caliper on the subject vehicles.Further, the fleet manager provided ODI with a copy of a Technical Service Bulletin (TSB ID: 10055374) that outlined a pad, rotor andbrake caliper spacer replacement campaign.On the basis of his information, ODI opened this Preliminary Evaluation (PE) to investigate alleged front brake failure due to worn brake pad ejection.Shortly after opening this PE, Westward Industries decided to address the problem with a Safety Recall, 14V-210.Based on this action by the manufacturer, this investigation is closed.The ODI report cited above can be viewed at:http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID using complaint number 10566532 and TSB number 10055374.
Read More...NHTSA Action Number: PE14008
Date Opened: 2014-03-20
Date Closed: 2014-10-07
Manufacturer’s Name: Forest River, Inc.
Component Description: SERVICE BRAKES, ELECTRIC
Summary Description: Brake Surface Grease Contamination
Summary
The Office of Defects Investigation (ODI) opened this investigation based on 8 Vehicle Owner Questionnaires (VOQ) alleging grease contamination on the trailer brake shoes or drums.This condition could potentially increase the towing vehicle's stopping distance and therefore increase the risk of a crash.During the investigation, ODI received 2 additional VOQs alleging the same problem.ODI sent Information Request letters to Forest River and the component supplier, Lippert Components, Inc. (LCI).In response, each provided complaint and warranty information for the subject & peer vehicles and components respectively.ODI visited multiple Recreational Vehicle (RV) dealers to survey their pre-delivery and maintenance inspections.In addition to local dealerships, ODI visited the Columbus, Forest River and LCI axle plants.ODI observed the hub assembly process at LCI and noted that the hub and bearings are assembled at a subassembly station and greased before transferring them to the main line for assembly on the axle.This allows for grease to escape the seal before ever being assembled.If the grease is not completely removed by the employee just prior to assembly, it may remain on the braking surface. A thorough review of the available data revealed one crash.The crash was minor and although an injury was reported, ODI was not able to confirm as no police report had been generated.ODI attempted to interview both parties; however, the subject vehicle owner was the only respondent.At the time of the incident, no injuries were apparent and the police therefore did not respond.The subject vehicle owner later learned that the other party claimed an injury.ODI's review of warranty data indicated that most owners recognized an issue with their trailer brakes early in the life of the trailer.RVs are typically returned to the dealer for warranty work after the first month or two of ownership.Many units were corrected during this initial break in period.Others were corrected when receiving the first annual service, as is recommended in the owner's manual.Grease on the vehicle's braking surface can diminish the vehicle's brake performance.However, as this issue exists at the time the trailer is originally purchased and does not get progressively worse over time and given that the trailers have one to two years in service with no significant events as the result of brake degradation, ODI does not believe this condition presents an unreasonable risk to safety.Forest River has initiated an Owner Notification Program (ONP) and will alert each subject vehicle owner that their unit should be inspected for grease on the braking surfaces if they have not already done so. LCI claims to have improved their training and material handling practices to reduce future issues.This investigation is closed as further use of agency resources does not appear to be warranted. The closing of this investigation does not constitute a finding by NHTSA that no safety-related defect exists. The agency reserves the right to take further action if warranted by the circumstances.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following complaint identification numbers: 110546092, 10560304, 10561961, 10563621, 10563591, 10564143, 10563464, 10567696, 10577479, 10587690
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