NHTSA Defect Investigations for the 1999 GMC Yukon

The Office of Defects Investigations (ODI) is an office within the NHTSA which investigates serious safety problems in the design, construction or performance of vehicles. The NHTSA is authorized to order manufacturers to recall and repair vehicles, if the ODI finds a safety issue. NHTSA investigations for the 1999 GMC Yukon, both ongoing and closed, are listed below:

  1. SEAT BELT ANCHORAGE SEPARATION NHTSA Engineering Analysis #EA01018

    • Status:
      CLOSED
    • Date Opened: December 20, 2001
    • Date Closed: December 09, 2002
    • Recall: no recall issued

    Component(s): Seat Belts:Front:Anchorage

    Summary:

    NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA01018 »

  2. SEAT BELT ANCHORAGE SEPARATION NHTSA Preliminary Evaluation #PE01023

    • Status:
      CLOSED
    • Date Opened: July 17, 2001
    • Date Closed: December 20, 2001
    • Recall: no recall issued

    Component(s): Seat Belts:Front:Anchorage

    Summary: ODI has received one (1) complaint alleging that the 2nd row passenger-side seat belt release buckle anchor detached from seat frame during a side impact crash.during the crash, the occupant was thrown from his seat, partially ejected through the rear quarter window of the vehicle.occupant sustained injury.GM has subsequently changed seat belt anchoring design in MY 2000. ODI has completed a preliminary investigation and has determined that further information is needed to determine whether a safety defect exists.

    NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE01023 »

  3. UNWANTED LOW-SPEED ABS ACTIVATION NHTSA Preliminary Evaluation #PE05020

    Component(s): Service Brakes, Hydraulic:Antilock
    Service Brakes, Hydraulic:Antilock:Control Unit/Module

    Summary: In a letter dated August 29, 2005, GM notified ODI that it was recalling certain model year 1999 through 2002 C/K pickup trucks and sport utility vehicles to correct a problem with anti-lock brake system (ABS) wheel speed sensor corrosion that may result in unwanted ABS activation and extended stopping distances during low-speed braking (recall 05V-379).GM's recall covers approximately 804,000 vehicles currently registered in the following 14 "salt-belt" states:Connecticut, Illinois, Indiana, Massachusetts, Maine, Michigan, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, and West Virginia.the recall procedure will involve removing the sensor, cleaning the mounting surface, applying a rust inhibitor (zinc-X) to the surface, and reinstalling the sensor.if necessary, the sensor will be replaced. The population and failure report data given in this resume are for the full region that has been considered by ODI as the "salt-belt."that includes Delaware, Iowa, Maryland, Minnesota, Missouri, Wisconsin and the District of Columbia in addition to the 14 states included in 05V-379.the states covered by GM's recall have the highest incident rates for the subject condition, accounting for 91% of the incidents, but only 24% of subject vehicle sales in the United States.ODI's analysis determined that 840 of the complaints, 244 of the crashes, and 16 of the injuries identified in this investigation occurred in those states.the resulting incident and crash rates are 96.2 and 28.0 per 100,000 vehicles respectively (note:rates are based on vehicle sales, not registered vehicles). The corresponding numbers in the excluded portions of the "salt-belt" are 399,000 vehicles, 81 incidents (20.3 per 100,000 vehicles), 3 crashes, and no injuries.the statistics in the remaining 30 states are 2,406,000 vehicles, 168 incidents (7.0 per 100,000 vehicles), 31 crashes, and one injury.GM and ODI are continuing to monitor the problem experience in states that are not included in the recall.GM will provide ODI with updated complaint, field report, and warranty data in November 2005.ODI and GM will review that data and assess the appropriateness of the current scope of the recall at that time.

    NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE05020 »

  4. Brake line corrosion failure NHTSA Preliminary Evaluation #PE10010

    • Status:
      CLOSED
    • Date Opened: March 30, 2010
    • Date Closed: January 05, 2011
    • Recall: no recall issued

    Component(s): Service Brakes, Hydraulic
    Service Brakes, Hydraulic:Power Assist:Hydraulic:Hoses, Lines/Piping, And Fittings

    Summary: The Office of Defects Investigation (ODI) received Defect Petition DP10-003 on March 2, 2010, requesting the investigation of model year (MY) 2003 Chevrolet Silverado 2500HD 4WD pickup trucks for corrosion failures of the vehicle brake lines.DP10-003 was granted and on March 30, 2010, Preliminary Evaluation PE10-010 was opened on more than six million model year 1999 through 2003 light trucks and sport utility vehicles manufactured and sold by General Motors Corporation (GM).On July 2, 2010, ODI received GM's response to an information request, which included GM's assessment of the frequency and safety consequences of the alleged defect. GM stated that:(1) the brake system of the subject vehicles is split front/rear and should a brake pipe suddenly fail for any reason, the affected vehicle would be capable of stopping with the pressure supplied by the remaining circuit; (2) the subject vehicles were designed to meet the hydraulic circuit partial failure requirements of Federal Motor Vehicle Safety Standards 105 and 135, Light Vehicle Brake Systems; and (3) should a brake fluid leak occur for any reason, the brake system malfunction indicator lamp (MIL) would illuminate and warn the driver before the brake fluid level was low enough to cause a loss of line pressure.ODI's and GM's analysis indicates that 85 percent of the complaints occurred on vehicles used primarily in States that use salt on the roads during Winter months (Connecticut, Delaware, District of Columbia, Illinois, Indiana, Iowa, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Vermont, West Virginia and Wisconsin).Overall the complaint rates per 100,000 vehicles for Salt Belt States is 43.0 and Non-Salt Belt is 3.0.In approximately 25 percent of the complaints the brake pipe failure occurred suddenly, with no warning (i.e., no MIL, Brake Fluid Loss Warning), and resulted in extended stopping distances.In 30 of these the increase in stopping distance that resulted was a factor in the crash and in 10 others the vehicle was intentionally steered off the road or into another lane of travel in order to avoid a crash.This investigation has been upgraded to an Engineering Analysis (EA11-001) for subject vehicles sold or currently registered in Salt Belt States to further assess the scope, frequency and safety risks associated with sudden failures of corroded brake pipes that can result in decreased brake effectiveness. ODI will continue to gather information on subject vehicles outside the Salt Belt as well.

    NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE10010 »

  5. ERRATIC POWER STEERING ASSIST WHILE DRIV NHTSA Engineering Analysis #EA99011

    • Status:
      CLOSED
    • Date Opened: May 12, 1999
    • Date Closed: February 27, 2001
    • Recall: no recall issued

    Component(s): Steering

    Summary: The office of defect investigation (ODI) has investigated allegations of power steering assist fluctuations in the subject vehicles.for details and a basis for the investigation conclusions, please see the closing report in the EA99-011 public file.ODI has not identified a safety-related defect trend in the subject vehicle population.futher expenditure of Agency resources on this subject does not appear to be warranted at this time.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 engineering is closed.

    NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA99011 »

  6. THROTTLE STICKING CLOSED NHTSA Engineering Analysis #EA02015

    • Status:
      CLOSED
    • Date Opened: August 01, 2002
    • Date Closed: January 12, 2004
    • Recall: no recall issued

    Component(s): Vehicle Speed Control:Linkages

    Summary: This investigation involves the General Motors corporation (GM)throttle body (TB) utilized in model year (MY) 1999-2002 Silverado, Sierra, Tahoe, Suburban, Avalanche and Yukon (subject vehicle(s)) with 4.8L, 5.3L, and 6.0L engines. The TB valve may intermittently stick in a closed position.in such a situation, an operator may apply additional accelerator pedal force to increase engine speed.the application of additional accelerator pedal force, to open a stuck throttle valve, may open the throttle valve more than intended and, in turn, accelerate the engine and vehicle more than intended and reasonably expected by the driver.on August 1, 2002, the Office Of Defects Investigation (ODI), of the National Highway Traffic Safety Administration (NHTSA), opened this engineering analysis.the investigation revealed that two factors may cause the defect: 1) TB manufacturing process problems; and 2) accumulation of deposits (a PCV system by-product) on or around the TB throttle valve and bore.ODI concludes that the TB performs in a defective manner after analyzing GM's data submissions, and test data collected by the Vehicle Research And Test Center (VRTC).fifty-nine crashes are alleged to have occurred as a result of GM's TB defect.the majority of the crashes involve a single vehicle, engaging in a close quarter vehicle maneuver (or low speed), and causing only minor property damage.four out of the fifty-nine crashes involve injury, and those injuries were minor.although GM's TB is defective, based on the evidence gathered, ODI has found that the accelerator pedal force required to open a stuck throttle valve is negligible, and the throttle valve does not stick in the open position.therefore this engineering analysis (EA02-015) will be closed at this time.the closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.for a detailed discussion of the TB component and testing, please see the attached report.

    NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA02015 »

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