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: PE13020
Date Opened: 2013-06-06
Date Closed: 2014-01-06
Manufacturer’s Name: Honda
(American Honda Motor Co.)
Component Description: AIR BAGS:FRONTAL
Recall Campaign: 13V412
Summary Description: Inadvertent Air Bag Deployment
Summary
The investigation was opened based on reports of frontal air bag inadvertent deployments (ABIDs) on model year (MY) 2003-2004 Honda Odyssey vehicles.In its response dated September 20, 2013, Honda indicated that the MY 2003 Acura MDX vehicles use a SRS Electronic Control Unit (ECU) which contains the same electrical component (an ASIC chip) as the Odyssey, and has a similar vehicle electrical system architecture.Through inspection and analysis of field returned vehicles and components, Honda determined that the SRS ECUs used in the Odyssey and MDX can degrade over time and result in the deployment of either the driver and/or the passenger frontal air bags.The deployment occurs without a crash or impact, and may occur while the vehicle is being operated on the roadway.Honda?s analysis determined that, when actuated, the electric power door lock circuitry on both the Odyssey and MDX produces high levels of electrical noise.The electrical noise, which is transmitted to the SRS ECU via harnessing, may cause damage to the ASIC chip.Cumulative damage to the ASIC chip results in an inadvertent deployment event.A similar defect issue was investigated under Engineering Analysis (EA) 12-001, which led to recalls 12V-527 and 13V-040, and to recall 13V-029.In total, ODI is aware of 25 frontal ABIDs on the Odyssey vehicle and another three ABIDs on the MDX vehicles (data as of August 01, 2013).Consistent with findings in EA12-001, the failure data indicated an increasing incident trend with several of the incidents occurring in recent years.The incidents resulted in 9 alleged injuries consisting of burns, cuts and bruises to the upper body region; there were no reports of control loss or vehicle crashes.Some owners noted an air bag warning light and/or chime activated just seconds prior to the air bag deployment while others stated that they did not observe either.ODI notes that Honda also reported ABIDs of non-frontal, side torso and curtain air bags in its submissions. These incidents, which were generally associated with door closures and underbody object strikes, are not related to (or caused by) the noise induced failure of the ASIC chip. Accordingly they were not considered relevant to the investigation.In its September 18, 2013 letter to ODI, Honda announced it will recall 318.7k MY2003-2004 Honda Odyssey and an additional 56k MY2003 Acura MDX, totaling 374.7k vehicles.Under recall 13V-412, Honda will install an electrical noise suppressor unit (a filter) between the ECU and the vehicle electrical harness on each affected vehicle.The remedy filter blocks harmful electrical noise from entering the SRS ECU and is a similar approach as that used in other recall actions.In its supplemental response of December 03, 2013, Honda reported that it also reviewed field data from other peer Honda vehicles, including the MY 2003 Honda Accord, MY 2003-2004 Honda FCX, and the MY 2004 Acura TSX, that use the same suspect ASIC chip.While Honda identified evidence of ABID on these (non-recalled) vehicles, the rate of incidence was lower and the failure trend, which was declining or random, differed from that seen on all other recalled vehicles, including those of other manufacturers.Honda documents identified differences in electrical system architecture and electrical noise emission levels between the non-recalled and recalled products.Honda?s analysis concluded these differences would reduce failure occurrence for the suspect ASIC chip in the non-recalled products.ODI?s review of Honda's information, and the analysis it undertook, indicates that the 13V-412 recall action addresses the safety concerns currently pr
NHTSA Action Number: RQ13002
Date Opened: 2013-05-31
Date Closed: 2014-07-09
Manufacturer’s Name: General Motors, LLC
Component Description: AIR BAGS:FRONTAL:DRIVER SIDE:INFLATOR MODULE
Recall Campaign: 13V023
Summary Description: Air Bag Non-deployment
Summary
General Motors (GM) has initiated a safety recall of 31,520 model year (MY) 2012 Buick Verano and Chevrolet Camaro, Cruze and Sonic vehicles to address a defect condition that could result in the primary or secondary stage air bag not deploying.These vehicles are a small percentage of all MY 2012 vehicles and were built on several specific production dates broadly ranging from December 1, 2011 to August 2, 2012 (see NHTSA recall 14V-300 for more information).Also, see attached additional report for more information.This investigation was opened to evaluate the scope of two uninfluenced safety recalls (NHTSA recalls 12V-522 and 13V-023) of certain MY 2012 Verano, Camaro, Cruze and Sonic vehicles.These recalls involved the same defect issue as the new recall mentioned above.Accordingly, this investigation is closed based on the recall actions GM is undertaking.
NHTSA Action Number: EQ13002
Date Opened: 2013-05-28
Date Closed: 2013-06-18
Manufacturer’s Name: Navistar, Inc.
Component Description: SERVICE BRAKES
Summary Description: Brake S-Cam Tube Bracket Failure
Summary
BACKGROUNDIn a letter dated January 15, 2012, Navistar, Inc. (Navistar) notified the NHTSA that it had decided a defect exists in certain Model Year 2012 and 2013 International brand ProStar and TranStar commercial trucks, manufactured from August 1, 2011 through June 12, 2012, and equipped with brake S-Cam tube bracket assemblies.The brake S-Cam tube bracket assembly on the steering axle may exhibit fractures between the wing bracket and the tube steel when mounted.According to Navistars filing, fractures between the wing bracket and the tube steel may result in an inoperative brake on the affected wheel end resulting in an unexpected pull condition during braking application or an unexpected increase in stopping distance.Either result may increase the risk of a vehicle crash.NHTSA assigned recall number 12V-546 to this matter.On May 28, 2013, the Recall Management Division (RMD) opened this Equipment Query Investigation in order to write to the company that supplied Navistar with these brake S-cam tube bracket assemblies, to notify the supplier of this defect, and to ensure thorough safety recalls are conducted where appropriate.An Information Request (IR) letter was sent to Meritor, Inc. (Meritor) on May 31, 2013 requesting: a list of original equipment vehicle manufacturers and after-market customers that purchased the affected brakes; the name, address and phone number of a contact for each customer; the quantity sold; the dates shipped; and, a defect report.MERITOR RESPONSEIn a letter dated June 13, 2013, Meritor responded to the IR letter and reported that based on its review of the data and information on the brake S-cam tube bracket assemblies, it did not believe these brake assemblies contain a safety related defect.Meritor investigated returned components and determined that fractures in the brake S-Cam tube bracket assemblies resulted from vehicle front-end system vibration; and, there were no defects in the design, material or manufacture of the returned components.Accordingly, Meritor stated that it will not file a defect report or conduct a recall of any equipment.However, as requested by RMD, Meritor provided a purchaser list identifying Navistar as the only purchaser of these brake S-Cam tube bracket assemblies. RECALL MANAGEMENT DIVISION ACTION All vehicle and replacement equipment manufacturers have been identified and have either filed a recall report and are conducting a recall, or have provided a response explaining why they do not believe the products they manufactured are defective.Accordingly, this equipment query is closed.
NHTSA Action Number: PE13017
Date Opened: 2013-05-22
Date Closed: 2013-11-19
Manufacturer’s Name: Sutphen Corporation
Component Description: LATCHES/LOCKS/LINKAGES
Recall Campaign: 13V565
Summary Description: Aerial Fire Apparatus Cable Failure
Summary
On May 22, 2012 the Office of Defects Investigations (ODI) opened this Preliminary Evaluation (PE) to investigate an alleged failure of an aerial ladder bucket on a subject vehicle while in operation.The failure occurred during a public relations event at a fire station while four civilians and one firefighter were being elevated in the aerial ladder bucket.Once the ladder was fully extended at a 45 degree angle, the ladder component of the vehicle experienced a sudden and catastrophic failure. This resulted in the ladder retracting rapidly into its bedded position.This sudden stoppage caused multiple injuries to all five of the occupants within the aerial ladder bucket.Sutphen concluded that the main cables were worn. The bearings in the sheaves used in the extend/retract the system had seized and prevented the sheaves from rotating. The cables sliding over the non-moving sheaves resulted in excessive wear and reduced load carrying capacity.Failure of the extend/retract system can result in either the aerial becoming inoperable or cause it to unexpectedly retract. This movement could result in damage to the vehicle and/or injuries to personnel on or around the vehicle.Sutphen is conducting a voluntary Safety Recall (13V-565) to address the safety concerns with the aerial ladder.As part of the remedy, Sutphen will inspect each vehicle for worn parts and will provide detailed instructions for vehicle owners on how to inspect and maintain the aerial ladder portion of the fire apparatus.
Read More...NHTSA Action Number: PE13018
Date Opened: 2013-05-22
Date Closed: 2014-04-07
Manufacturer’s Name: Ford Motor Company
Component Description: ENGINE AND ENGINE COOLING
Summary Description: Reduced power during hard acceleration
Summary
On May 22, 2013, the Office of Defects Investigation (ODI) opened PE13-018 to investigate 95 complaints alleging incidents of reduced engine power during hard accelerations in model year (MY) 2011 through 2013 Ford F-150 trucks.ODI was aware of three technical service bulletins (TSBs) issued by Ford for a condition that was related to moisture accumulation in the Charge Air Cooler (CAC) for the turbochargers.A Preliminary Evaluation was opened to gather information to assess whether the subject vehicles contain a safety related defect.The subject vehicles are powered by Ford?s 3.5L EcoBoost engine which uses twin turbochargers to obtain a balance of fuel economy and engine power based on the driver?s demand.When the driver requests more power from the engine, as in accelerating to pass, merge, ascend hills or haul a load the two turbochargers will spin up compressing the air which is then used to increase the power created by the combustion in the engine.The compressed air, which gains heat by the compression process, is passed through a Charge Air Cooler (CAC) which is designed to lower the temperature of the air in order to make the combustion process even more efficient (Figures 1 and 2).In response to ODI?s Information Request letter, Ford indicated that a misfire condition could occur after steady-speed operation under significantly humid and rainy conditions.Ford?s analysis found that under those conditions, condensation could form and accumulate on the inside of the CAC tubes which could then be ingested into the engine during particularly hard acceleration near wide-open throttle.An engine misfire of up to three cylinders could occur if the amount of condensed water released from the CAC exceeded the engine?s operating threshold for water ingestion.Ford noted that due to regulations set by the EPA, the powertrain software would disable up to two of the misfiring cylinders for no more than 30 seconds and until the driver tips out the throttle in order to protect the catalytic converter from damage. Ford?s testing of this condition on the subject vehicles showed that a vehicle experiencing such a condition would continue to maintain its speed as well as accelerate, albeit at a lower rate than expected by the driver.Similar results were obtained in testing done by NHTSA?s Vehicle Research and Testing Center in East Liberty, Ohio (Figure 6).In an ongoing process to address the problem Ford issued a series of TSBs where a deflector shield was installed onto the CAC (Figures 3, 4 and 5).In January 2014 Ford indicated that its data shows that the TSBs have been effective in resolving the problem, that for the MY 2013 vehicles their remedy is 100% effective and the latest TSBs for MY 2011 ? 2012 are 95% effective.The 525 complaints to ODI and the total 4,120 unique VIN complaints listed in the Failure Report are incidents of alleged reduced power or driveability symptoms and not all are necessarily related to the condition created by water ingestion.Reduced power conditions can occur for a variety of reasons including faults with ignition coils, spark plugs, a catalytic converter, the throttle body, turbocharger, fuel pump/filter, powertrain control module (hardware or software) or transmission shifting problems.Ford also noted that in a large number of warranty claims on the subject vehicles, the CAC was replaced or a TSB procedure was performed when the symptoms exhibited were inconsistent with a CAC water ingestion related issue.Given these circumstances, further use of the agency resources in this matter does not appear to be warranted.Accordingly, this investigation is closed.The closing of
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