2004 Ford E-250

This investigation was opened based on one complaint and reports from four transportation fleets alleging 182 blower motor control switch failures.ODI was concerned that these melting and burning switches could lead to an open flame that could spread throughout the vehicle.After a comprehensive review of all data related to overheating blower motor control switches in the subject vehicles, ODI did not identify the existence of a safety defect trend.ODI reviewed 1,036 complaints, claims, and field reports of failed blower motor control switches and determined that only two fires were likely to have been caused by a failing subject blower motor control switch.This represents a failure rate of 0.2 R/100K on a population of 1,076,975 vehicles that have been in service for up to 14 years.ODI has found that when the subject switches do fail and begin to melt, they are constructed in a manner that typically prevents the failing switch from igniting and developing into an open flame.Ford Motor Company has agreed to take two actions to further reduce the likelihood an overheated blower motor switch in the subject vehicles.Ford informed ODI that it has implemented a series of design changes to the subject switch that will help prevent it from developing internal high resistance short circuits.Ford has also informed ODI that it would release a Technical Service Bulletin (TSB-11-11-21) instructing subject vehicle owners to replace the electrical connector at the same time a failed switch is replaced.In light of the low rate of failure resulting in open flame and fire spread on the subject vehicles, and Ford's actions to reduce the likelihood of a switch failure through switch design changes and a TSB, 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 complaints cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following (ODI) numbers: 10427875, 10114393, 10257890For additional information, see the attached closing report.

ON SEPTEMBER 6, 2005, ODI RECEIVED A PETITION REQUESTING THAT THE AGENCY INVESTIGATE ALLEGATIONS OF ENGINE SPARK PLUG EJECTION IN CERTAIN MODEL YEAR 1997 THROUGH 2004 FORD VEHICLES WITH TRITON V-8 AND V-10 ENGINES.ODI RECEIVED A TOTAL OF 474 NON-DUPLICATIVE COMPLAINTS ON THE SUBJECT VEHICLES WHERE THE COMPLAINANT, OR THE DEALER REPAIRING THE VEHICLE, REPORTED THAT A SPARK PLUG DETACHED FROM THE CYLINDER AND/OR EJECTED FROM THE ENGINE.AS OF DECEMBER 8, 2005, ODI IS NOT AWARE OF ANY ALLEGATIONS WHERE THE ALLEGED DEFECT RESULTED IN A LOSS OF VEHICLE CONTROL, A CRASH, AN INJURY, OR A FATALITY IN ANY OF THE 10,319,810 SUBJECT VEHICLES.IN ADDITION, ODI IS AWARE OF ONLY TWO INCIDENTS WHERE THE VEHICLE STALLED WITHOUT RESTART.INFORMATION CONTAINED IN THE ODI CONSUMER COMPLAINTS AND OBTAINED FROM 72 TELEPHONE INTERVIEWS WITH COMPLAINANTS SHOWED THE FOLLOWING:(1) 99% OF THE COMPLAINTS WERE ON MY 1997 TO 2002 SUBJECT VEHICLES.(2) MOST THE COMPLAINANTS REPORTED HEARING A LOUD POP WHILE DRIVING OR UPON STARTING UP THE VEHICLE FOLLOWED BY A LOUD, REPETITIVE CLICKING OR POPPING SOUND.(3) MANY OF THE COMPLAINANTS REPORTED THAT THE POPPING SOUND WAS ACCOMPANIED BY SOME LOSS OF VEHICLE POWER; HOWEVER, IN 99% OF THE INCIDENTS REPORTED, THE VEHICLE DID NOT STALL.IN THE VERY FEW INCIDENTS WHERE THE VEHICLE DID STALL, MOST VEHICLES COULD BE RESTARTED.(4) ONLY A SMALL PERCENTAGE OF THE COMPLAINANTS CITED THAT THEY SMELLED GAS OR A SLIGHT BURNING SMELL WHEN THE INCIDENT OCCURRED.(5) IN ALL BUT A VERY FEW INCIDENTS, VEHICLE DAMAGE WAS LIMITED TO THE ENGINE.IN ONE INCIDENT, THE COMPLAINT REPORTED THAT THE FUEL RAIL WAS DAMAGED AND REPLACED AFTER ONE OF THE SPARK PLUGS EJECTED FROM THE ENGINE; HOWEVER, THE COMPLAINANT REPORTED THAT THE DAMAGE DID NOT RESULT IN ANY TYPE OF FUEL LEAK OR FIRE.IN ANOTHER INCIDENT, THE ONLY INCIDENT WHERE A FIRE WAS ALLEGED, THE COMPLAINANT REPORTED THAT NO FLUID LEAK WAS OBSERVED, BUT THAT A FIRE RESULTED AFTER THE SPARK PLUG HAD EJECTED FROM THE ENGINE AND HE HAD RESTARTED THE VEHICLE AND DRIVEN TO ANOTHER LOCATION.NONE OF THE COMPLAINANTS REPORTED ANY DAMAGE TO THE VEHICLE HOOD.(6) ONLY TWO COMPLAINANTS REPORTED THAT THEY OBSERVED WHAT APPEARED TO BE SOME DROPS OF FUEL COMING FROM THE CYLINDER WHERE THE SPARK PLUG HAD FAILED OR ON THE SPARK PLUG ITSELF; HOWEVER, EACH OF THESE COMPLAINANTS REPORTED THAT THERE WAS NO SMOKE OR FLAMES AS A RESULT OF HIS INCIDENT.AS THE PETITIONER NOTED, AND ODI?S ANALYSIS SHOWED, IT IS POSSIBLE FOR A SPARK PLUG TO DETACH FROM THE ENGINE CYLINDER THREADS IN THE SUBJECT VEHICLES.HOWEVER, ODI?S ANALYSIS OF 474 COMPLAINTS DESCRIBING SUCH INCIDENTS FOUND ONLY A VERY FEW ALLEGED ANY SAFETY-RELATED CONSEQUENCES.NONE OF THESE SHOWED ANY EVIDENCE OF A SERIOUS SAFETY CONSEQUENCE.GIVEN THE LARGE POPULATION AND RELATIVELY LONG EXPOSURE TIME OF THE SUBJECT VEHICLES, THE COMPLAINT ANALYSIS INDICATES THAT THE RISK TO MOTOR VEHICLE SAFETY FROM THE ALLEGED DEFECT IS VERY LOW.IN VIEW OF THE FOREGOING, IT IS UNLIKELY THAT NHTSA WOULD ISSUE AN ORDER FOR THE NOTIFICATION AND REMEDY OF THE ALLEGED DEFECT AT THE CONCLUSION OF THE INVESTIGATION REQUESTED IN THE PETITION.THEREFORE, IN VIEW OF THE NEED TO ALLOCATE AND PRIORITIZE NHTSA?S LIMITED RESOURCES TO BEST ACCOMPLISH THE AGENCY?S SAFETY MISSION, THE PETITION IS DENIED.

I arrived at my destination, lined up to park, shifted my foot from accelerator to brake and ... YIKES the engine was racing like crazy. I put both feet on the brake, shoving hard, engine continues to accelerate over the curb & into a fence. Pulling against the brakes, the engine continued to race. I reached to yank it out of gear, when it TOOK OFF backwards across the parking lot. Still standing on the brakes, I frantically looked for a path that would give me time to kill the engine. skipped the window that I couldn't see if there were PEOPLE on the other side of it ... angled to go around parked cars and went for the ignition switch to kill the engine. After I got the engine switch off, the momentum carried me into the first parked car, which shoved it into the next parked car. THANK GOODNESS there were no people in either, nor in the parking lot!! No warnings of any kind. The entire vehicle is available for inspection; it has yet to be inspected. There is no way I would drive this suicidal-murdering death-trap ANYWHERE, so I had it towed. Police and insurance have been notified.

NHTSA ID

11468282

Incident

Jun 3, 2022

The contact owns a 2004 Ford E-250. The contact stated while driving 45 MPH, the vehicle lost motive power and stalled. The vehicle coasted to the side of the road and the contact waited for a minute to restart the vehicle before starting to drive however, the failure persisted. No warning light was illuminated. The contact had the vehicle towed to an independent mechanic who inspected the vehicle but could not duplicate the failure. The mechanic believed that the failure was related to NHTSA Campaign Number: 05V270000 (Electrical System) and referred the contact to the manufacturer for assistance. The contact notified the manufacturer of the failure and the recall but was informed that the VIN was not included in the recall and that the recall only included the diesel engine vehicles. The vehicle was not repaired. The failure mileage was approximately 110,000. The VIN was not available.

NHTSA ID

11451171

Incident

Apr 2, 2020

Mileage

110,000 mi

THE AIR BAGS DEPLOYED ONCE IGNTION WAS TURNED OVER. NO ACCIDENT JUST DEPLOYED FOR NO REASON.

NHTSA ID

11062583

Incident

Jan 13, 2017

Mileage

135,000 mi

TL* THE CONTACT OWNS A 2004 FORD E250. THE CONTACT STATED THAT THE GLUE THAT HELD THE EMERGENCY BRAKE PAD SEPARATED FROM THE PEDAL. THE CONTACT STATED HE TRIED TO USE THE EMERGENCY BRAKE BUT IT WAS INOPERABLE. THE VEHICLE WAS TAKEN TO AN INDEPENDENT MECHANIC WHO INSPECTED THE FAILURE BUT DID NOT REPAIR THE FAILURE. THE MANUFACTURER WAS NOTIFIED WHO STATED THERE WAS NO RECALL AND IF THERE WAS A RECALL IN THE FUTURE HE WOULD RECEIVE A REIMBURSEMENT. THE FAILURE MILEAGE WAS 175,339.

NHTSA ID

10485290

Incident

Oct 20, 2012

Mileage

175,339 mi

TL* THE CONTACT OWNS 2004 FORD E 250. THE CONTACT STATED IN ORDER TO REMOVE HIS KEYS FROM THE IGNITION; HE WOULD HAVE TO PRESS AND HOLD HIS FOOT ON THE BRAKE PEDAL AND HOLD THE GEAR SHIFT SELECTOR IN THE PARK POSITION WHILE APPLYING SLIGHT FORCE. THE CONTACT FOUND (NHTSA CAMPAIGN ID NUMBER: 08V051000: VEHICLE SPEED CONTROL: CRUISE CONTROL) WHICH HE BELIEVED WAS DIRECTLY RELATED TO THE FAILURE. THE CONTACT ALSO STATED THE DRIVERS SIDE SEAT IS DEFECTIVE.THE DEALER ADVISED THE CONTACT THAT HE WOULD HAVE TO COVER THE REPAIR EXPENSE FOR ALL THREE FAILURES. THERE WERE NO REPAIRS MADE TO THE VEHICLE. THE APPROXIMATE FAILURE MILEAGE WAS 9,400 AND THE APPROXIMATE CURRENT MILEAGE WAS 24,000.

NHTSA ID

10325732

Incident

Nov 3, 2006

Mileage

9,400 mi

2004 E-250 STANDARD-LENGTH VAN (CONVERSION) WITH 4-WHEEL ABS DISC BRAKES. THE RIGHT REAR AXLE-TO-CALIPER BRACKET BROKE (CRACKED) COMPLETELY THROUGH ONE EAR AND COULD'VE SHEARED THE REMAINING EAR PERMITTING THE CALIPER TO COMPLETELY BREAK FREE, POTENTIALLY SHEARING THE BRAKE LINE AND CAUSING THE RIGHT REAR WHEEL TO LOCK/SEIZE AT HIGHWAY SPEEDS WITH POTENTIALLY DISASTROUS RESULTS. FAILED PN (ORIGINAL) WAS PART NUMBER XC2Z2B292AA WAS SUPERSEDED BY PART NUMBER 5C2Z2B511CA. *TR

NHTSA ID

10232750

Incident

Jun 28, 2008

Mileage

69,000 mi

FORD HAS NOT NOTIFIED THEIR CUSTOMERS OF THE 04S22 SAFETY RECALL AS OF 10/6/04. ON DEALER'S NOTIFICATION , POSIIBILITY OF SHORT IN ABS MODULE COULD START FIRE IN UNATTENDED VEHICLE - WITH THE IGNITION OFF WAS STATED. AS WELL AS A WARNING NOT TO PARK ANY UNSOLD RECALLED VEHICLES INSIDE. *AK

NHTSA ID

10093688

Incident

Sep 9, 2004

WHILE DRIVING AT ANY SPEED AND WHEN TURNING THE STEERING WHEEL COLUMN WILL NOT COME BACK TO THE ORIGINAL POSITION. DEALER EXAMINED THE VEHICLE, AND REPLACED THE STEERING GEAR BOX. SEVERAL DAYS LATER, CHECK ENGINE LIGHT CAME ON. AFTERWARDS, THE RADIO, INTERIOR LIGHTS, AND BACK UP LIGHTS STOPPED WORKING. DEALER FIXED THE PROBLEM, BUT THE ENGINE LIGHT COME ON AGAIN. *AK

NHTSA ID

10057751

Incident

Jan 18, 2004

Mileage

3,800 mi

When performing any transmission fluid changes or topoffs involving MERCON SP, MERCON LV has replaced all versions of MERCON SP and can be used going forward. Mixing MERCON LV and MERCON SP in the same transmission is acceptable. After 30-Jun-2023, MERCON SP ATF will no longer be manufactured and will only be available until inventory depletes.

This SKU is a front upper ball joint. The Customer communication requested return of unsold inventory to inspect for ball studs with excessive rotational friction in the ball joint assembly. Excessive friction in the ball joint assembly may cause a perceptible increase in steering effort.

FORD: WHEN SHIFTING BETWEEN PARK, REVERSE AND/OR DURING 2-3 SHIFT, AN INTERMITTENT CLUNK OCCURS WITH A TORQSHIFT TRANSMISSION. MODEL 2003-2014 F-SUPER DUTY, E SERIES, EXCURSION, F-53 MOTORHOME CHASSIS, LOW CAB FORWARD. *PE

FORD: ON SOME TRUCKS, THERE IS A NO CRANK SITUATION AND IF VOLTAGE ON TRANSMISSION RANGE SENSOR AT PIN 21, IS LESS THAN 5 VOLTS, DISCONNECT THE ENGINE COOLING FAN CLUTCH, ELECTRONICALLY, AND RECHECK VOLTAGE. MODEL 2003-2007 F SUPER DUTY, 2004-2010 E SERIES, 2003-2005 EXCURSION.

LACK OF POWER DUE TO LOW FUEL PRESSURE - FUEL TANK LINER SEPERATION. *KB

LACK OF POWER DUE TO LOW FUEL PRESSURE, FUEL TANK LINER SEPERATION. *KB