Owner-reported complaints naming the electrical system, filed with NHTSA
Data refreshed
Reports naming the electrical system — wiring, battery, charging, control modules, infotainment and electrical accessories. Every record below is an owner-reported complaint about the 1994 Ford Thunderbird submitted to NHTSA — not a confirmed defect, not a recall and not a manufacturer bulletin. 20 reports on file name it.
Complaints are reports submitted by owners and drivers to NHTSA. They are not verified and do not establish that a defect exists.
Shown in the owner’s own words, exactly as filed
CONSUMER HAD PROBLEMS WITH VEHICLE JERKING FORWARD WHILE AT STOP LIGHTS. THE VEHICLE EVENTUALLY WOULD NOT START. THE VEHICLE WAS CHECKED BY THREE CERTIFIED MECHANICS. THE CONSUMER WAS INFORMED THAT THE ENGINE HEAD GASKETS WORE OUT. VEHICLE WAS REPAIRED. *AK THE VEHICLE ALSO EXPERIENCED PROBLEMS WITH IT'S POWER WINDOW'S, AIR CONDITIONER AND TRANSMISSION. *NLM
FIRE DEVELOPED FROM THE THUNDERBIRD WHICH WAS SITTING IN THE CARPORT ATTACHED TO THE HOUSE, THE FIRE ADVANCED FROM THE CAR TO THE HOUSE AND KILLED BOTH THE CONSUMERS WIFE AND HER FATHER, CONSUMER BELIEVES THAT FIRE WAS DUE TO A DEFECTIVE IGNITION SWITCH.*YD
PARKED VEHICLE UNDER SOME TREES AND WALKED AWAYAND SUDDENLY HEARD A LOUD BOOM. FRIEND THOUGHT TIRE BLEWOUT. WENT TO CHECK, AND NOTICED SMOKE COMING FROM UNDER HOOD. FRIEND CALLED FIRE DEPARTMENT. THEY PUT OUT FLAMES. FIRE INSPECTOR INDICATED CAUSE OF PROBLEM WAS BATTERY CABLE WHICH ALSO CAUSED ELECTRICAL WIRES ON DRIVER'S SIDE TO MELT. *AK
THE FOLLOWING ITEMS HAVE PREMATURELY FAILED CAUSING REPLACEMENT: ROTORS, OIL PRESSURE GAUGE AND SENDING UNIT, THERMOSTAT & GASKET, INSTRUMENT PANEL, POWER STEERING PUMP, BATTERY, ALTERNATOR, PISTON, TRANSHAFT, FUEL INJECTION SYSTEM, INTAKE MANIFOLD, SERPENTINE BELT AND NOW THE HEADGASKETS ARE BLOWN
ENGINE BLOWN DUE TO HEAD GASKET FAILURE, HAD TO REPLACE THE PULLEY THAT BROKE OFF RESULTING IN LOSS OF POWER. *JB
THE ECC APPARENTLY FAILED 1 JUL 2000, ALTHOUGH DIAGNOSIS OF THIS WAS NOT KNOWN UNTIL THE CAR COULD BE SERVICED ON 5 JUL. THE ECC FAILED, COMMANDING A FUEL INJECTOR TO REMAIN OPEN, THUS INJECTING RAW FUEL INTO THE CYLINDER CONTINUOUSLY WHEN THE ENGINE IS RUNNING. THE CHECK ENGINE LIGHT CAME ON AFTER SEVERAL HOURS OF ENGINE STUMBLING ON 1 JUL. FORD DEFINES THIS PROBLEM AS, "HAVE YOUR VEHICLE SERVICED AS SOON AS CONVENIENTLY POSSIBLE." FOR THIS SITUATION, THIS COMMENT IS NOT ACCEPTABLE AS THE PROBLEM CAN CAUSE A FIRE. I STOPPED DRIVING THE CAR AFTER FILLING THE GAS TANK ON 2 JUL AND FINDING THE CAR CONSUMING MORE THAN A HALF TANK OF GAS IN THIRTY MILES OF DRIVING. THE CAR WAS SMOKING PROFUSELY FROM OIL BURN AND GAS COULD BE SMELLED BY FOLLOWING DRIVERS BY 4 JUL. THE CAR WAS DRIVEN ABOUT ONE MILE FROM ONE HOME TO ANOTHER AND THEN TO THE DEALER FOR REPAIR. THE SERVICE TECHNICIAN STATES THAT A CAR WITH SIMILAR OCCURRENCE WAS IN LAST WEEK WITH THE SAME PROBLEM THAT HAD RESULTED IN A FIRE. THIS DISCHARGE OF RAW, EXCESS GAS INTO THE CATALYTIC CONVERTER IS MOST DANGEROUS. FORD SHOULD BE REQUIRED TO RESOLVE THIS PROBLEM TO PRECLUDE DRIVING UNDER THESE CIRCUMSTANCES. THE ECC SHOULD BE DESIGNED TO COMMAND COMPETE SHUTOFF WHEN IT DETECTS AN ABNORMAL FUEL FLOW TO ANY CYLINDER. THE TOTAL COST TO ME FOR RESOLVING THIS PROBLEM IS IN EXCESS OF $450.00. THIS IS NOT A "CHECK ENGINE" LIGHT THAT CAN BE IGNORED UNTIL CONVENIENT.
THE STOP LIGHT MODULE IN REAR WINDOW HAS MELTED BECAUSE OF HEAT CAUSED BY THE LIGHT BULBS. THE MELTING HAS CRUSHED ON BULB AND CANNOT REPLACE THE BULB. FEAR OF HIGH HEAT MAY CAUSE A FIRE.
WE WERE ORIGANLLY TOLD OUR CAR NEEDED A NEW COMPUTER CHIP,WE NOW BELIEVE IT WAS A BLOWN HEADGASKET THE ENTIRE TIME. THE CAR RAN "ALRIGHT" FOR A MONTH OR SO,BUT NEVER QUITE THE SAME,AFTER WE GOT THE CHIP, THE CHECK ENGINE LIGHT ALWAYS REMAINED ON,THE DEALER SAID THEY WOULD HAVE TO RE-START THE COMPUTER,AND ADDTIONAL $200.00. WE DROVE IT FOR ANOTHER MONTH,UNTIL IT FINALLY JUST QUIT. AFTER TALKING TO SEVERAL DIFFERENT MECHANIC'S THEY ALL INFORMED US IT WAS A BLOWN HEAD-GASKET ALL ALONG. SEVERAL OTHER T-BIRD OWNERS HAVE TOLD US THE EXACT SAME THING HAPPENED TO THEM,AT APPROX. THE SAME MILAGE. HAS THERE OR WILL THERE BE A RECALL ON THE HEAD-GASKETS? OW MANY COMPLAINTS DO THEY NEED TO RECIEVE,BEFORE THEY WILL RE-CALL A VEHICLE?*AK( DOT NUMBER: )
MULTIPLE BRAKE MALFUNCTIONS, SEVERAL TRANSMISSION SENSOR REPLACEMENTS, WIRING SYSTEM REPAIRS, TWO ALTERNATORS AND FOUR BATTERIES REPLACED, AND WITH IN THE FIRST YEAR THE AIR CONDITIONER FAN MOTOR FAILED THREE TIMES.
WHEN STOPPED AT A RED LIGHT A/C WENT WARM, AND TEMPERATURE GAUGE STARTED CLIMBING. TOOK VEHICLE TO THE DEALER. DEALER STATED THAT ENGINE COOLANT FAN WENT BAD, CAUSING THE VEHICLE TO OVERHEAT. ALSO, FUSES MELTED INTO THE DISRIBUTION BOX. VEHICLE COULD HAVE CAUGHT ON FIRE. *AK
AUTOMATIC TRANSMISSION SHIFTS OUT OF OVERDRIVE AT A SPEED OF APPROXIMATELY 40-60 MPH . CAR LOSES ALL POWER AND ACTS LIKE TRANSMISSION HAS GONE INTO NEUTRAL. WHEN THIS PROBLEM HAPPENS YOU CAN PUSH SOMETIMES ON THE ACCELERATOR AND THE TRANSMISSION SEEMS TO FEEL LIKE IT SLIPS AND THE TACH RPMS GO TO ALMOST 6000 RPM BEFORE THE CAR WILL SOMETIMES SHIFT BACK INTO DRIVE. CAR HAS HAD THE MAIN COMPUTER REPLACED TWICE, AND THE TRANSMISSION VALVE BODY HAS BEEN REPLACED AT THE TRANSMISSION REPAIR SHOP PER THEIR ADVICE BUT THE PROBLEM STILL PERSISTS. .........PLEASE TRY TO ADVISE ME OF A POSSIBLE SOLUTION TO THE PROBLEM. I HAVE A FRIEND THAT HAS THE SAME MODEL OF CAR AND THE SAME YEAR WHO IS EXPERIENCING THE SAM SORT OF PROBLEM. *AK
TORQUE CONVERTER REPLACED AT 35,000 MILES. CAR NEVER RAN THE SAME. THIS CAR HAS HAD ALL TUNE UPS CHECKS, AND SERVICE DATES KEPT. HAS HAD 1 DRIVER. HAS NEVER BEEN "BEAT ON" . TRANSMISSION SPECIALIST HAS HAD MANY 1994 FORD THUNDERBIRDS WITH PROBLEMS IN 2ND GEAR IN TRANSMISSION. THE GEAR IS GONE! IT JUST SPINS IN PASSING GEAR. HE STATED THAT FORD KNOWS AND HAS CHANGED EQUIPMENT, BUT NOT NOTIFYING ANYONE. ALSO, COMPUTOR PROBLEMS.
PREMATURE WEAR OF FRONT BRAKE ROTORS AND PADS. ALSO, REPLACED 2 ALTERNATORS/FOUR BATTERIES/BURNED OUT BRAKE LIGHT SOCKET/WIRING/TRANSMISSION. ALSO BATTERY GAUGE JUMPS ALL OVE RWHEN USING TURN SIGNALS OR ELECTRIC WINDOWS.
THE EEC WIRING (TWO HARNESSES FOR THE TRANSMISSION) FAILED. THE FAILURE CAUSED THE ENGINE AND TRANSMISSION TO OPERATE ERRATICALLY. THE DEALER STATES THAT THE FAILURE WAS DUE TO WATER AND SNOW SPLASHING UP ONTO THE WIRING CAUSING A GREAT DEAL OF CORROSION. THE REPLACEMENT PARTS WILL BE THE SAME AS THE ORIGINAL PARTS. NO OTHER MEASURES ARE SUGGESTED BY THE MANUFACTURER TO AVOID THIS PROBLEM IN THE FUTURE. THE WIRING IN QUESTION SHOULD HAVE BEEN ADEQUATELY SHIELDED IN ORDER TO PREVENT THE EXPOSURE THAT CAUSED THE CORROSION.
NUMEROUS ELECTRICAL PROBLEMS.
UNDER THE HOOD ENGINE COMPARTMENT FIRE, VEHICLE HAD BEEN DRIVEN AND PARKED, ELECTRICAL SHORT. TT *JB
TRANSMISSION FAILURE. *AK
PARKED VEHICLE IN PARKING LOT SUDDENLY VEHICLE CAUGHT ON FIRE UNDERNEATH THE HOOD. TT
COMPUTER FAILURE, CAUSING ROUGH IDLING. *AW
WHILE COMING DOWN STEEP INCLINE AT SPEED 0F 65 MPH, LOST ALL POWER. TT
Higher-selling and older vehicles accumulate more reports. Counts are not failure rates and are not directly comparable between vehicles that sold in very different numbers.
Categories with enough reports to have a page of their own
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