2004 Ford E350

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.

ODI has received 1 complaint and reports from 4 transportation fleets alleging 182 switch failures.Each fleet operates mini buses built on a Ford E350 or E450 cutaway chassis.The OEM HVAC blower switches have melted, smoked, burned or experienced open flame and become inoperable on vehicles in each fleet.Some drivers have reported a burning smell or smoke coming from the dash.One fleet reported a vehicle fire.No injuries were sustained.However, the bus was carrying special needs children when the driver noticed smoke coming from the dash.The driver was able to evacuate the children prior to the vehicle becoming engulfed in flames.This PE has been upgraded to an Engineering Analysis (EA) to determine if the blower motor switch failures create a situation where a vehicle fire is possible and presents a safety risk to the driver and other passengers.

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.

AT 68,450 MILES, SEVERAL ISSUES OCCURRED: 1) OIL PRESSURE SWITCH BLEW OUT OF THE HOUSING, 2) OIL WAS VISIBLE IN COOLANT, 3) OIL WAS LEAKING FROM ENGINE, 4) IDLE VACILLATED UP AND DOWN W/O ANY ACTION ON PART OF THE USER. TOOK VAN TO DEALER, WHO CLAIMED TO HAVE REPAIRED THESE ITEMS. INSPECTION OF THE "REPAIRED VEHICLE" REVEALED OIL STILL DRIPPING OFF ENGINE ONTO GROUND. WAS TOLD THAT THIS WAS "NORMAL" AND WOULD DISAPPEAR. HOWEVER, THIS DID NOT HAPPEN. ENGINE HAS CONTINUED TO LEAK AND OIL CONTINUES TO MIX WITH COOLANT FLUID, EVEN AFTER FLUSHING SYSTEM TWICE SINCE REPAIR. DESPITE NUMEROUS CALLS TO DEALER, PROBLEM HAS NOT BEEN FIXED. ENGINE HAS LESS THAN 13K ADDITIONAL MILES ON IT SINCE "REPAIR" AND OIL IS STILL LEAKING. LEAK CONTINUES TO GET WORSE WITH TIME. I BELIEVE THIS IS A MANUFACTURER'S DEFECT AND SINCE THE ENGINE HAS FAR LESS THAN 100K MILES ON IT, SHOULD BE REPAIRED AS A WARRANTY ITEM. MIXING OF OIL AND COOLANT IS A SAFETY HAZARD AND NEEDS TO BE PROGRAMMATICALLY ADDRESSED BY FORD.

NHTSA ID

11018700

Incident

Jul 8, 2008

Mileage

65,000 mi

ALL GAUGES STOP WORKING WHEN IT RAINS BUT STARTS AND RUNS OK. POWER WINDOWS DO NOT WORK WHEN IT RAINS BUT STARTS AND RUNS OK.

NHTSA ID

10807492

Incident

Oct 8, 2015

TL* THE CONTACT OWNS A 2004 FORD E-350. WHILE DRIVING APPROXIMATELY 25 MPH, THE FRONT AIR BAGS DEPLOYED WITHOUT WARNING. THE CONTACT SUSTAINED BURNS ON BOTH FOREARMS, BUT DID NOT RECEIVE MEDICAL ATTENTION. THERE WAS NO POLICE REPORT FILED. THE VEHICLE WAS NOT TAKEN TO A DEALER OR DIAGNOSED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 177,000. THE VIN WAS UNAVAILABLE.

NHTSA ID

10727008

Incident

Jun 16, 2015

Mileage

177,000 mi

TL* THE CONTACT OWNS A 2004 FORD E-350. WHILE DRIVING 70 MPH, THE VEHICLE STALLED AND WAS TOWED TO A DEALER. THE TECHNICIAN DIAGNOSED THAT THE FUEL INJECTOR, FUEL TANK, FUEL PUMP, AND THE ENGINE NEEDED TO BE REPLACED. THE TECHNICIAN ALSO STATED THAT THE SILVER COATING IN THE FUEL TANK WAS FROM ONE OF THE DAMAGED PARTS. THE VEHICLE WAS REPAIRED; HOWEVER, THE FAILURE RECURRED. THE MANUFACTURER WAS NOT MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS 52,000. UPDATED 04/07/15*LJ UPDATED 11/3/15*JS

NHTSA ID

10680645

Incident

Jun 1, 2009

Mileage

52,000 mi

TL* THE CONTACT OWNS A 2004 FORD E-350. THE CONTACT STATED THAT WHILE DRIVING APPROXIMATELY 55 MPH, HE NOTICED SMOKE COMING FROM THE EXHAUST PIPE. THE VEHICLE WAS TAKEN TO THE DEALER AND TO AN INDEPENDENT MECHANIC FOR DIAGNOSIS. BOTH TECHNICIANS ADVISED THE CONTACT THAT THE EGR COOLER AND THE HEAD GASKET WOULD HAVE TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE APPROXIMATE FAILURE MILEAGE WAS 83,000.

NHTSA ID

10548763

Incident

Oct 1, 2013

Mileage

83,000 mi

SIDEWALL SEPARATED COMPLETELY ON ONE TIRE AND THE TREAD IS SEPARATING FROM THE BODY IF ANOTHER TIRE. BOTH TIRES ARE THE SAME MAKE AND MODEL. DEAN MUD TERRAIN SXT M+S LT245/75-R16 DOT ON TIRE WITH SIDEWALL SEPARATION UP11-DNW-0108 DOT ON TIRE WITH TREAD LUG SEPARATION UP11-DNW-0108 FAILURES OCCURRED AT THE SAME TIME ON A 2004 FORD E350 ECONOLINE. DURING FREEWAY OPERATION, OPERATOR FELT A RUMBLE AND SLOWED AND PULLED OVER TO THEN NOTICE THE SIDEWALL HAD SEPARATED. HE THEN ALSO NOTICED THE REAR. CHANGED TIRES TO A DIFFERENT BRAND AND CONTACTED COOPER THE PARENT COMPANY OF DEAN TO SEE IF THERE WAS A RECALL. NO RECALL WAS STATED UNDER THEIR COMPANY. FOUR OF THE TIRES ON THE VAN ARE UNDER WARRANTY AND THEY DIRECTED ME TO CONTACT A LOCAL DISTRIBUTOR TO CHANGE THEM. STILL HAVE THE TIRES AND HAVE YET TO CHANGE THEM OUT. *TR

NHTSA ID

10520686

Incident

Jun 16, 2013

Mileage

53,419 mi

TL* THE CONTACT OWNS A 2004 FORD E350. EQUIPPED WITH BF GOODRICH T/A A/S TIRES, SIZE: LT245/75R16. THE CONTACT STATED THAT RECALL NOTICE FOR NHTSA CAMPAIGN ID NUMBER 12T019000 (TIRES: TREAD/BELT) WAS RECEIVED JULY OF TWO THOUSAND TWELVE. THE CONTACT BELIEVED THAT THE WAIT FOR THE REPAIRS HAD EXCEEDED A REASONABLE AMOUNT OF TIME. THE CONTACT HAD NOT EXPERIENCED A FAILURE. THE DOT NUMBER AND VIN WERE NOT AVAILABLE.

NHTSA ID

10477119

Incident

Jul 1, 2012

TL* THE CONTACT OWNS A 2004 FORD E-350. THE CONTACT STATED THAT THE VEHICLE WOULD STALL WITHOUT WARNING. THE VEHICLE WOULD STUTTER AND THEN STALL. THE CONTACT TOOK THE VEHICLE TO THE DEALER AND WAS TOLD THAT THE FUEL INJECTION CONTROL PRESSURE SENSOR FAILED. THE CONTACT REFERENCED NHTSA RECALL CAMPAIGN ID NUMBER: 05V270000 (ELECTRICAL SYSTEM: WIRING) BUT WAS ADVISED THAT THE VEHICLE WAS NOT INCLUDED. THE FAILURE MILEAGE WAS 93,000.

NHTSA ID

10472897

Incident

Feb 8, 2012

Mileage

93,000 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.

FORD: RUNS ROUGH, LACKS POWER, HARD START, NO START. SOME VEHICLES AND TRUCKS EQUIPPED WITH 6.0L ENGINE MAY EXHIBIT A RUNS ROUGH, LACKS POWER, HARD TO START, NO START CONCERN WITH OR WITHOUT DIAGNOSTIC TROUBLE CODE (DTC) P0611 CODE OR VARIOUS INJECTOR CIRCUIT CODES. *PE

FORD: SOME VEHICLES WITH DIESEL ENGINES MAY EXPERIENCE NO STARTS, HARD STARTS OR ROUGH RUNNING WHEN COLD AND MAY BE ACCOMPANIED WITH DIAGNOSTIC TROUBLE CODES (DTCS) P0611, P1378 AND/OR ALL 8 INJECTOR CIRCUIT CODES. *PE