2002 Mercury Mountaineer
5 Defect Investigations from the NHTSA
NHTSA Defect Investigations for the 2002 Mercury Mountaineer
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 2002 Mercury Mountaineer, both ongoing and closed, are listed below:
MIS-ASSEMBLED AIRBAG CLOCKSPRING NHTSA Engineering Analysis #EA02010
Component(s): Air Bags
Summary: In July 2001, Ford issued a special service message announcing that some air bagclockspring devices may produce noise when the steering wheel is turned full left or right.Ford was aware that some clocksprings may have been improperly installed.the improper installation may also cause an open circuit and the air bag warning light to illuminate.starting with vehicles produced in September 2001, Ford adding length to the clockspring wire to reduce the likelihood of damage from improper installation.ODI's investigation revealed 32 comlaints (vehicle built prior to Sept. 2001) of warning light but no crashes, injuries, lawsuits or claims.a safety defect has not been identified at this time and further use of Agency resources does not appear to be warranted.accordingly, this investigation is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.the Agency will take further action if warranted by the circumstances.see attached summary report.
NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA02010 »
SPARK PLUG EJECTION FROM CYLINDER HEAD NHTSA Defect Investigation #DP05005
Component(s): Engine And Engine Cooling
Engine And Engine Cooling:Engine
Engine And Engine Cooling:Engine:Gasoline
Summary: 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.
NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #DP05005 »
Vehicle Rollaway Allegations NHTSA Engineering Analysis #EA09013
Component(s): Power Train:Automatic Transmission:Gear Position Indication (Prndl)
Power Train:Automatic Transmission:Lever And Linkage:Column Shift
Steering:Column Locking:Anti-Theft Device
Summary: This investigation is being closed based on several considerations.By the most inclusive counting of all alleged rollaway incidents (i.e., counting all alleged rollaway incidents and assuming a singular failure mechanism), the incident rate is low, however during EA09-013, ODI identified a number of different failure mechanisms in 180 incidents related to the alleged defect.The highest rate for any particular failure mechanism, the failure of the Automatic Transmission Parking System, was 4.4/100K.The next-highest failure rate was for the BSI System, at 3.4/100K.For all identified failure mechanisms there has been a drastically declining trend including very few incidents occurring in recent years.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.For additional information regarding this investigation, see the complete closing resume in the document file for EA09-013. The ODI reports cited above can be reviewed at www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification (ODI) numbers:10168454, 10279630, 10280078.
NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #EA09013 »
REAR LIFTGATE GLASS ASSEMBLY NHTSA Preliminary Evaluation #PE04045
Component(s): Structure:Body:Hatchback/Liftgate:Hinge And Attachments
Summary: Complaints report failure of the rear liftgate glass support while the operator is opening or closing the glass.the falling glass can strike the operator or bystander.the injuries reported are bruises to the head, neck or back, cuts to the face, arm or hand.on September 9, 2004, Ford notified the Agency that it will recall approximately 955,732 MY 2002 and 2003 Ford Explorer and Mercury Mountaineer vehicles to replace the liftgate glass strut brackets and/or hinges.see NHTSA recall 04V442 for details. This investigation is closed.
NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE04045 »
STUCK ENGINE THROTTLE NHTSA Preliminary Evaluation #PE05037
Component(s): Vehicle Speed Control
Vehicle Speed Control:Accelerator Pedal
Vehicle Speed Control:Cables
Summary: On July 7, 2005, the Office Of Defects Investigation (ODI) opened a preliminary evaluation to investigate alleged stuck throttle complaints in certain model year (MY) 2002 Ford Explorer and Mercury Mountaineer vehicles equipped with the standard available 4.0L SOHC V6 engine.at that time, ODI was aware of 15 complaints that alleged stuck engine throttle causing unwanted vehicle acceleration and 1 alleged crash as a result.six complainants reported that throttle control cable replacement remedied the alleged stuck throttle condition.additionally, ODI was aware of a technical service bulletin issued by the manufacturer that referred to an accelerator cable design change.ODI sent a letter to the manufacturer on July 18, 2005 requesting certain information about these vehicles. According to Ford, approximately 234,092 subject vehicles built from August 14, 2000 (┐job 1┐) through October 31, 2001 used a particular accelerator cable known as a 16 lay wire design.this design is comprised of the throttle cable surrounded by a conduit made of several concentric layers including a teflon liner, a nylon tube extruded over the teflon liner, 16 lay wires wrapped around the nylon tube, and finally a nylon jacket extruded over and around the lay wires. Ford reports that throttle control concerns related to the accelerator cable are likely caused by a migration of the inner teflon liner out of the conduit at the dash panel fitting.should the teflon liner migrate outward sufficiently to contact the accelerator pedal arm it could interfere with the pedal's ability to return to idle.in November 2001, Ford began using a new 12 lay wire design accelerator cable.this change was implemented to allow for installation of optionally available power-adjustable pedals. Field data suggests that the condition with the subject cable is more prevalent in cold (winter) climates.of the 396 warranty claims related to the alleged defect, nearly 68% occurred in winter months and most warranty claims are associated with vehicles sold in the northeastern, northern interior (midwest), and rocky mountain regions of the United States.this seasonal trend appears to be in decline with fewer warranty claims paid in winter 2005 than in previous winters.there are no known crashes related to the alleged defect on the subject vehicles, the complaint rate is low after approximately four years in service (3.0 incidents per 100,000 vehicles) and the failure trend is declining.there have been no new complaints since January 2005.a safety-related defect trend has not been identified at this time and further use of Agency resources does not appear to be warranted.accordingly, this investigation is closed.the closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.ODI will continue to monitor its complaint database and will receive updated complaint and warranty data from Ford in spring 2006 to verify the trend analysis.the Agency will take further action if warranted by the circumstances.
NHTSA: For detailed information & supporting documents, see the official NHTSA page concerning investigation #PE05037 »
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